Information processing device, information processing method, and computer program

Abstract

To create an operating schedule for a route by taking into account the efficiency of connections with other routes.SOLUTION: An information processing device comprises a processing unit. The processing unit creates one or more second threads of information including a second stop position and stop time and departure time of a second movable body on a second route, based on one or more first threads of information, route information, and passenger count information. The one or more first threads of information comprise a plurality of first stop positions, and one of the first stop position and stop time and departure time of a first movable body on a first route where one of the first stop positions is a first transfer position. The route information comprises a plurality of second stop positions, and relates to a second route where the one of the second stop positions is a second transfer position allowing connections from or to the first transfer position. The passenger count information relates to the number of passengers transferring from the first transfer position to the second transfer position or from the second transfer position to the first transfer position.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present embodiment relates to an information processing device, an information processing method, and a computer program. [Background technology]

[0002] In recent years, the sustainability of regional mobility, which is based on private cars, has become an issue in Japan and other developed countries, and development of MaaS (Mobility as a Service) and CASE to improve the convenience of public transportation has become active. CASE is an acronym made up of the initial letters of Connected, Autonomous, Shared & Service, and Electric. It is expected that the convenience of regional public mobility networks will be improved by creating operation plans that minimize the time required to reach a destination even when using public transportation with transfers.

[0003] In addition, while the demand for public transportation is expected to increase in regional cities where aging and depopulation are progressing, the transportation efficiency of public transportation is expected to decline significantly in low-density areas due to population decline. In situations where aging and population decline occur simultaneously, it is expected that it will become increasingly difficult to maintain low-frequency public transportation.

[0004] There is a known technology for simultaneously creating train schedules (diagrams) for multiple parallel lines. This technology simultaneously creates train diagrams for multiple parallel lines under given operation interval conditions. However, no method has been disclosed for creating a diagram that takes transfers between multiple lines into consideration. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2015-140122 A Summary of the Invention [Problem to be solved by the invention]

[0006] The present embodiment provides an information processing device, an information processing method, and a computer program that enable the creation of an operation schedule for a certain route while taking into consideration the efficiency of connections between the route and other routes. [Means for solving the problem]

[0007] The information processing device disclosed herein includes a processing unit that creates one or more second route information including the second stop location, stop time, and departure time of a first mobile body on a second route based on one or more first route information including the first stop location and at least one of the stop time and departure time of a first mobile body on a first route including a plurality of first stop locations, one of the first stop locations being a first transfer location, route information regarding a second route including a plurality of second stop locations, one of the second stop locations being a second transfer location where transfer from the first transfer location or to the first transfer location is possible, and passenger number information regarding the number of passengers transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location. [Brief description of the drawings]

[0008] [Figure 1] A diagram showing the relationship between main lines and branch lines. [Diagram 2] A diagram showing branch line transfer stations at the bottom, branch line terminal stations at the top, and a time axis on the side. [Diagram 3] 1 is a diagram showing the configuration of a diagram creating device according to a first embodiment. [Figure 4] FIG. 4 is a diagram showing an example of branch line route information. [Diagram 5] A diagram showing a train timetable as an example of a main line schedule. [Figure 6] FIG. 13 is a diagram showing an example of information on the number of connecting passengers. [Figure 7] FIG. 13 is a diagram showing an example of branch line diagram creation parameters. [Figure 8] FIG. 4 is a diagram showing an example of output data of the present device. [Figure 9] 11 is a flowchart showing an example of a procedure for creating a branch line diagram. [Figure 10] FIG. 11 is a diagram illustrating an example of creating candidate lines in Step 1. [Figure 11] 13 is an explanatory diagram of another example of generating candidate lines. [Figure 12] FIG. 13 is a diagram showing an example of determining the number of passengers boarding and alighting for each main train. [Figure 13] FIG. 13 is a diagram showing an example of how to consider waiting times on an uplink branch line. [Figure 14] FIG. 13 is a diagram showing an example of how to consider waiting times on downlink branches. [Figure 15] FIG. 13 is a diagram for explaining a turn-back constraint condition at a branch line transfer station. [Figure 16] FIG. 13 is a diagram for explaining a turn-back constraint condition at a branch line terminal station. [Figure 17] FIG. 13 is a diagram showing an example of a constraint that prohibits inappropriate folding. [Figure 18] FIG. 13 is a diagram showing an example of vehicle allocation. [Figure 19] 11A and 11B are diagrams showing examples of candidate lines for uplink and downlink created in the process of Step 1; [Figure 20] FIG. 13 shows an example of a branch line schedule created by solving an optimization problem. [Figure 21] FIG. 13 is a diagram showing an example in which the routes along which each vehicle travels are connected in order by lines with arrows. [Figure 22] FIG. 4 is a diagram showing an example of an output screen displayed by an output unit GUI. [Figure 23] FIG. 1 is a block diagram showing an example of a vehicle operation system. [Figure 24] FIG. 2 is a diagram showing a hardware configuration of a diagram creating device which is an information processing device according to each embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, the present embodiment will be described with reference to the drawings.

[0010] (First embodiment) [Outline of this embodiment] First, an overview of this embodiment will be described. 1 is a diagram showing the relationship between a trunk line 101 (also called a trunk line) and a branch line 102 (also called a trunk line). Here, it is assumed that the trunk line 101 is a railway, and the branch line 102 is a vehicle such as a bus (hereinafter referred to as a vehicle). However, the trunk line and the branch line are not limited to a railway and a bus, and may be any mobile body. For example, both may be a railway or a bus, or one or both may be a transportation facility such as an airplane, a ship, a taxi, a tram, a monorail, a new transportation system, a cable car, or a ropeway.

[0011] The main line 101 corresponds to a first line including a plurality of main line stations 103 as a plurality of first stop locations where the train stops. One of the plurality of main line stations 103 is a main line transfer station 104 as a first transfer location. The branch line 102 corresponds to a second line including a plurality of branch line stations 106 (second stop location) as a plurality of second stop locations where the train stops. One of the plurality of branch line stations 106 is a branch line transfer station 105 as a second transfer location.

[0012] It is possible to transfer from the main line 101 to the branch line 102, or from the branch line 102 to the main line 101, using a main line transfer station 104 or a branch line transfer station 105. That is, it is possible to transfer from the main line transfer station 104 on the main line 101 to the branch line transfer station 105 on the branch line 102, or from the branch line transfer station 105 to the main line transfer station 104. Furthermore, the main line 101 and the branch line 102 each have an inbound line and a outbound line. Transferring means changing from a mobile object on one line to a mobile object on a different line. The operators of these lines may be the same or different.

[0013] One end point (called the starting point) of branch line 102 is branch line transfer station 105, and the short point (called the end point) on the opposite side of branch line transfer station 105 is branch line terminal station 107. Regarding branch line 102, the direction toward branch line transfer station 105 is referred to as uphill, and the opposite direction is referred to as downhill. The uphill direction of branch line 102 corresponds to one of a first direction and a second direction opposite to the first direction, and the downhill direction of branch line 102 corresponds to the other of the first direction and the second direction.

[0014] For the trunk line 101, the downward direction in the drawing is referred to as uphill, and the opposite direction is referred to as downhill. The uphill direction of the trunk line 101 corresponds to one of the third direction and the fourth direction opposite to the third direction, and the downhill direction of the trunk line 101 corresponds to the other of the third direction and the fourth direction.

[0015] A depot 108 is provided at the branch line transfer station 105 on the branch line 102, and vehicles enter this depot during non-operating hours.

[0016] Here, the operation schedule (main line diagram) of the main line 101 is assumed to be given, and the arrival times (stop times) and departure times (departure times) of the main line 101 in the upbound and downbound directions at the main line transfer station 104 are known for the entire day. That is, the operation schedule of the main line 101 includes one or more or a plurality of pieces of route information (first route information) as the upbound and downbound route information for the entire day. Each of the plurality of route information includes a plurality of main line stations where the train (first moving object) stops, and at least one of the stop time and the departure time at each main line station (in the case of the starting station, only the departure time is included, and in the case of the terminal station, only the arrival time is included). In addition, in the case of an express or limited express train, there may be a main line station 103 that the train passes through without stopping. In that case, the main line station 103 that the train passes through may be omitted in the route information, or the passing time of the main line station 103 that the train passes through may be included.

[0017] In this embodiment, a branch line timetable is created that has good connectivity with the main line timetable (good transfer efficiency). For example, when the number of vehicles on the branch line 102 is given, a branch line timetable is created that reduces passenger waiting time when transferring from the main line 101 to the branch line 102 and from the branch line 102 to the main line 101. The branch line timetable to be created is an operation schedule that includes one or more pieces of route information (second route information) on the branch line 102, and each piece of route information includes a branch line station (second stop position) where a vehicle stops on the branch line 102 and at least one of a stop time and a departure time. In addition, in the case of an express or limited express train, there may be branch lines that the train passes through without stopping. In that case, the branch line station that the train passes through may be omitted in the route information, or the passing time of the branch line station that the train passes through may be included. The branch line timetable is a timetable that takes transfers to the main line timetable into consideration, and may be called a transfer timetable.

[0018] (Outline of branch line timetable) Next, an outline of the branch line timetable created in this embodiment will be described with reference to Fig. 2. Fig. 2 shows a timetable with branch line transfer stations 105 on the bottom, branch line terminal stations 107 on the top, and time on the horizontal axis. The station name of branch line transfer station 105 is Station p, and the station name of branch line terminal station 107 is Station q.

[0019] The diagram creation device, which is an information processing device according to this embodiment, inputs branch line information (see FIG. 4, which will be described later), main line diagram (see FIG. 5, which will be described later), information on the number of connecting passengers (see FIG. 6, which will be described later), and other parameters (see FIG. 7, which will be described later). Specific examples of each piece of information will be described later, but the following will provide an overview of each piece of information.

[0020] As described above, the trunk line timetable determines the train arrival and departure times at each trunk line station 103 for both up and down directions. Examples of arrival and departure times at branch line transfer stations 105 in the trunk line timetable are shown along the time axis at the bottom of FIG. 2. For example, "5:05 up" means that an up train on the trunk line 101 arrives at 5:05 and departs at the same time. "5:23 down" means that a down train on the trunk line 101 arrives at 5:23 and departs at the same time. Each of these times, such as "5:05 up" and "5:23 down", belongs to different line information. For simplicity, this embodiment deals with the case where the arrival time and departure time are the same, but it can be easily extended to the case where the two times are different.

[0021] The branch line route information is route information related to the branch line 102, and defines, for example, the running time between the branch line transfer station 105 and the branch line terminal station 107, the shortest time (shortest turnaround time) from when a vehicle arrives at the branch line terminal station 107 or the branch line transfer station 105 until it turns around and departs, and the time (transfer time) required for a passenger to transfer from the branch line 102 to the main line 101 or vice versa. The transfer time includes, for example, when transferring from the branch line 102 to the main line 101, the time required to get off at the branch line transfer station 105 of the branch line 102 at the arrival time and move to the platform of the main line transfer station 104 of the main line 101. The time from the arrival time at the branch line transfer station 105 to the actual departure time of the train after the above transfer time has elapsed corresponds to the waiting time of the passenger.

[0022] The information on the number of transfer passengers is passenger number information on the number of passengers transferring from a main line transfer station 104 to a branch line transfer station 105 or from a branch line transfer station 105 to a main line transfer station 104, or both. In this embodiment, the information on the number of transfer passengers includes the number of transfer passengers on each of the up and down lines according to time. An example of the number of transfer passengers is shown along the time axis at the top of Fig. 2. For example, around 6:00, the number of transferring passengers on the upbound main line train (the number of passengers transferring from branch line 102 to an upbound main line train) and the number of transferring passengers (the number of passengers transferring from an upbound main line train to branch line 102) are 120 and 10, respectively, while the number of transferring passengers on the downbound main line train (the number of passengers transferring from branch line 102 to a downbound main line train) and the number of transferring passengers (the number of passengers transferring from a downbound main line train to branch line 102) are 60 and 10, respectively.

[0023] The parameters include the number of vehicles owned on branch line 102, the number of simultaneous stops, etc. In the example of Fig. 2, the number of vehicles owned is two, vehicle A and vehicle B. The number of simultaneous stops indicates the maximum number of vehicles that can be stopped at branch line terminal station 107 at the same time, and is one in this example. In this embodiment, the number of simultaneous stops is determined only for branch line terminal station 107, but the number of simultaneous stops may also be defined for branch line transfer station 105.

[0024] After the above-mentioned various information is input, the device creates a branch line diagram represented by thick lines A1 to A4 and thin lines B1 and B2 in FIG. 2. A line is a straight line that represents the movement of an up or down vehicle in the branch line diagram. Information representing the content of the line is the line information. Lines A1 to A4 represent the movement of vehicle A, and lines B1 and B2 represent the movement of vehicle B. The branch line diagram includes information that determines the departure and arrival times (departure and arrival times) of these up and down lines. For simplicity, this branch line diagram represents the movement of vehicles corresponding to each line with a single straight line without a stop time (at branch station 106). In this case, when creating a branch line diagram, it is sufficient to determine the departure and arrival times of the stations at both ends of the line. If you want to create a detailed diagram including the departure and arrival times of intermediate stations, you can first determine the start and end times of each line based on the running time from the start point to the end point, and then determine the arrival and departure times of intermediate stations as necessary. As mentioned above, in this embodiment, the objects assigned to each line of the branch line timetable are vehicles such as buses, but this is not limited to vehicles and may be other vehicles such as ships, aircraft, etc.

[0025] Routes A2, B2, and other routes going from the bottom left to the top right are down routes (route going from branch line transfer station 105 to branch line terminal station 107), and routes A1, B1, and other routes going from the top left to the bottom right are up routes (route going from branch line terminal station 107 to branch line transfer station 105). Here, a depot 108 (see FIG. 1) is located at branch line terminal station 107, and during the night when no service is in operation, all vehicles on branch line 102 are placed in the depot 108. For this reason, the first route in the morning for vehicles A and B must be up routes (route departing from branch line terminal station 107). Also, the last route at night must be down routes (route arriving at branch line terminal station 107).

[0026] Although an example has been shown in which the depot 108 is located at the branch line terminal station 107, the depot 108 may be located at the branch line transfer station 105 or at an intermediate station 106. There may also be a plurality of depots 108. There may also be two transfer stations. In any case, this embodiment can be easily expanded.

[0027] Here, we focus on the movement of a specific vehicle. For example, we focus on the movement of vehicle A (paths A1 to A4). The running time of each of paths A1, A2, A3, and A4 is given by branch line route information, and is 60 minutes in this example. The running times for upbound and downbound routes may be the same or different, but in this example, they are assumed to be the same. In addition, the time (turnback time) from when the vehicle arrives at branch line terminal station 107 on downbound route A2 until it departs for upbound route A3 is equal to or longer than the shortest turnback time (for example, 3 minutes). In other words, the vehicle must stop for the shortest turnback time or longer. The shortest turnback time is determined by the branch line route information report mentioned above. The shortest turnback time may be the same or different between branch line terminal station 107 and branch line transfer station 105, but in this example, they are assumed to be the same.

[0028] Some passengers (branch line users) who get off at branch line transfer station 105 from the branch line 102 transfer (transfer) to board the trunk line 101 at main line transfer station 104. The number of people transferring from branch line 102 to the trunk line 101 is called the number of upbound passengers, and the number of people transferring from branch line 102 to the trunk line 101 is called the number of downbound passengers.

[0029] Meanwhile, some passengers (main line users) who get off at main line transfer station 104 from the up or down main line 101 transfer to the down line of branch line 102 at branch line transfer station 105. The number of people transferring from the up or down main line 101 to branch line 102 is called the number of up or down passengers. The transfer time required for transfer passengers to transfer (including, for example, movement between stations) between branch line 102 and main line 101 is given by the branch line route information report. The transfer time from branch line 102 to main line 101 and the transfer time from main line 101 to branch line 102 may be the same or different, but in this example, it is assumed that they are the same.

[0030] As described above, in this embodiment, a method is proposed for creating a branch line schedule based on the number of passengers transferring between lines for each time period, branch line information (station information, running time, shortest turnaround time, etc.), the number of vehicles required for use on the branch line, etc., with the main line schedule as a given. As an evaluation item for this purpose, waiting time for passengers transferring, etc. are used. According to this embodiment, a practical branch line schedule can be created while satisfying various constraints.

[0031] The diagram creation device according to this embodiment, which creates such a branch line diagram, will be described in detail below. [Basic configuration of the diagram creation device 10] FIG. 3 is a diagram showing the configuration of a diagram creating device 10 according to this embodiment. The diagram creation device 10 includes a branch line route information input unit 100, a main line diagram information input unit 110, a number of transfer passengers information input unit 120, a branch line diagram creation parameter input unit 130, a branch line route information storage unit 200, a main line diagram storage unit 210, a number of transfer passengers storage unit 220, a branch line diagram creation parameter storage unit 230, a branch line diagram creation processing unit 300, and an output unit GUI 500. The branch line diagram creation processing unit 300 corresponds to the processing unit that performs processing according to this embodiment, and includes a candidate route creation unit 310, a diagram optimization unit 340, and a vehicle allocation unit 350. The diagram optimization unit 340 includes a number of boarding and alighting passengers calculation unit 360, a waiting time constraint condition creation unit 320, and a turnaround constraint condition creation unit 330.

[0032] These input units 100 to 130 input various input data required for the processing of this device to this device.

[0033] The branch line information input unit 100 acquires branch line information from an external device and stores it in the branch line information storage unit 200. The stored branch line information may be referred to as branch line information 200 using the same reference symbol as the branch line information storage unit 200. The external device is a user's operation device, a storage unit such as a memory, a server, etc. The operation device is a mouse, a keyboard, a touch panel, a voice input device, a gesture input device, etc. (the same applies below).

[0034] The trunk line diagram information input unit 110 acquires a trunk line diagram from an external device and stores it in the trunk line diagram storage unit 210. The stored trunk line diagram may be referred to as a trunk line diagram 210 using the same reference symbol as the trunk line diagram storage unit 210.

[0035] The transferring passenger number information input unit 120 acquires the transferring passenger number information from an external device, and stores it in the transferring passenger number storage unit 220. The stored transferring passenger number information may be referred to as transferring passenger number information 220 using the same reference symbol as the transferring passenger number storage unit 220.

[0036] The branch line diagram creation parameter input unit 130 acquires branch line diagram creation parameters from an external device and stores them in the branch line diagram creation parameter storage unit 230. The stored branch line diagram creation parameters are referred to as branch line diagram creation parameters 230 using the same reference numerals as the branch line diagram creation parameter storage unit 230.

[0037] The candidate route creation unit 310 creates candidate routes based on the branch line route information 200 and the main line timetable 210, and stores them in the candidate route storage unit 400. The waiting time constraint condition creation unit 320 creates waiting time constraint conditions as constraint conditions for the optimization process performed by the timetable optimization unit 340, and the turn back constraint condition creation unit 330 creates turn back constraint conditions as constraint conditions for the optimization process. The timetable optimization unit 340 creates a branch line timetable so as to satisfy these waiting time constraint conditions and turn back constraint conditions, as well as constraint conditions based on the branch line timetable creation parameters 230, and stores them in the branch line timetable storage unit 410. The vehicle allocation unit 350 allocates vehicles to each route information in the branch line timetable.

[0038] The output unit GUI500 integrates the candidate routes in the candidate route storage unit 400 and the branch line schedule after vehicle allocation (or the branch line schedule before vehicle allocation) in the branch line schedule storage unit 410, and displays the integration result as output data. The output unit GUI500 is a display device such as a liquid crystal display device, an organic EL display device, or a CRT.

[0039] [Input and output data details] Next, the input data and output data will be described in detail.

[0040] 4 shows an example of the branch line information 200. The branch line information 200 includes information related to the branch line. Specifically, the branch line information 200 includes the names of each station from the starting point to the end point, transfer stations (branch line transfer stations), the location of the depot (car depot), running time, the shortest turnaround time, transfer time (transfer time), and the like.

[0041] The travel time indicates the time required from the starting station to the end station, and in the example of FIG. 2, indicates the time required for the upward routes A1 and A3 and the downward routes A2 and A4.

[0042] The minimum turnaround time represents the minimum turnaround time that must be allowed when the same vehicle runs on an outbound track immediately after an inbound track, or when the same vehicle runs on an inbound track immediately after an outbound track.

[0043] Transfer time (transfer time) represents the time required to transfer from a branch line to a main line or vice versa. In the example of Figure 2 above, if the transfer time is 5 minutes, if you want to board the main line departing at 5:53, you need to use an upbound branch line that arrives by 5:48. Conversely, passengers who get off the main line arriving at 5:53 can only use the downbound branch line that arrives after 5:58.

[0044] FIG. 5 shows a train timetable as an example of a main line diagram 210. Here, the main line diagram 210 includes the arrival and departure times (arrival time and departure time) of trains at the main line transfer station 104 for each of the main line upbound and main line downbound. In this embodiment, as described above, the arrival time and the departure time are the same, and the same one time is described. However, if the stop time is long and the arrival time and the departure time are different, the arrival time and the departure time may be described separately. In this case, it may be considered that passengers disembark from the train at the arrival time, and passengers who board the train must arrive by the departure time. In addition, a starting flag indicating that the train is departing from the station may be attached to the departure time, and a terminal flag indicating that the train is terminally arriving at the station may be attached to the arrival time. If a starting flag is attached to the departure time, it is not possible to get off the train. Similarly, if a terminal flag is attached to the arrival time, it is not possible to board the train. A train on a main line is also referred to as a main line train.

[0045] FIG. 6 shows an example of the transfer passenger number information 220. The transfer passenger number information 220 in FIG. 6 shows, for each 30-minute time slot t, the expected number of passengers boarding and alighting on inbound and outbound main line trains in that time slot, as follows: Number of passengers transferring from branch lines to main line trains going up (number of upbound passengers) Number of passengers transferring from branch lines to main line outbound trains (outbound passengers) Number of passengers transferring from main line trains going up to branch lines (number of passengers going up and down) Number of passengers transferring from main line outbound trains to branch lines (number of outbound passengers) Includes. The cells for the morning rush hour, when the number of passengers going up is high, and the cells for the evening rush hour, when the number of passengers going down is high, are shown in gray. Note that the time periods do not have to be 30 minutes. Also, it is acceptable to use a method that directly gives the number of passengers for each main line train (i.e., for each main line timetable information) instead of for each time period.

[0046] 7 shows an example of the branch line diagram creation parameters 230. The branch line diagram creation parameters 230 include parameter information related to the branch line for creating a branch line diagram. Here, the branch line diagram creation parameters 230 include the following information. Number of rolling stock on branch lines - Maximum number of trains stopping at a branch line terminal station at the same time The upper limit of waiting time for passengers and the penalty for exceeding the upper limit (in this embodiment, the upper limit and penalty are the same for both transfers from a branch line to a main line and from a main line to a branch line, but they may be different values).

[0047] FIG. 8 shows an example of output data of the device. The output data is displayed on the screen of the output unit GUI500. The output data of FIG. 8 includes a branch line upbound timetable on the left and a branch line downbound timetable on the right. The branch line upbound timetable on the left includes, as information on each upbound line on the branch line, the departure time at branch line terminal station 107 and the arrival time at branch line transfer station 105, and the vehicle identifier (ID) assigned to each upbound line. The branch line downbound timetable on the right includes, as information on each downbound line on the branch line, the departure time at branch line transfer station 105 and the arrival time at branch line terminal station 107, and the vehicle identifier (ID) assigned to each downbound line.

[0048] [Create a branch line schedule] The branch line diagram creation processing in the branch line diagram creation processing unit 300 will be described. FIG. 9 is a flowchart illustrating an example of a procedure for creating a branch line diagram. This process mainly includes the following six steps. Step 1: Creating candidate lines Step 2: Calculate the number of passengers boarding and alighting for each main line schedule Step 3: Create a waiting time constraint Step 4: Create a folding constraint Step 5: Solving the optimization problem (determining the up and down branch lines) Step 6: Determine the vehicles to be assigned to the inbound and outbound branch lines

[0049] [Step 1: Creating candidate lines] First, the candidate route creation unit 310 creates candidate routes for a branch line schedule for transferring to a route (main line instruction) of the trunk line schedule 210 based on the trunk line schedule 210 and the branch line track information 200. The candidate routes are candidates for route information (second route information) to be created as a branch line schedule.

[0050] The candidate route creation unit 310 creates candidate routes around the reference times, using each departure and arrival time (main line departure and arrival time) in the main line timetable 210 as a reference time. This will be described in more detail with reference to FIG.

[0051] FIG. 10 is a diagram illustrating an example of creating candidate lines in Step 1. In FIG. If the main line arrival and departure times are 9:00 (both arrival and departure are at 9:00), the transfer time (transfer time) is 5 minutes, and the shortest turnaround time is 3 minutes, first create an upbound train a that arrives at 8:55 as a candidate route that can be boarded exactly (at 9:00), and then create a downbound train d that departs at 9:05 as a candidate route that can be boarded exactly if you get off the main line train at 9:00.

[0052] In addition, route b, which departs at 8:58 and is the fastest (shortest turnaround time) from route a, and route c, which arrives at 9:02 and is the fastest way to turn around to route d, are also created as candidate routes. In this way, four candidate routes, a to d, are created for the arrival and departure times of main line trains. By considering these four candidate routes, A timetable that prioritizes the transportation of main line passengers using routes a, b, or d A timetable that prioritizes the transportation of passengers getting off on main lines using routes a or c and d It will be possible to choose from three timetables that place equal importance on main line passengers and disembarking passengers using routes A and D, while slightly neglecting the operational efficiency of branch lines.

[0053] Next, assuming that the density of route information in the main line timetable 210 is low (train operation density), creating candidate routes based only on train arrival and departure times may result in unnatural cases where the turnaround time at the branch line terminal station 107 or branch line transfer station 105 is too long. Therefore, a standard turnaround time (for example, 20 minutes) may be determined in advance, and a candidate route may be added in which a train arriving at the branch line terminal station 107 turns around in 20 minutes. This will be described in detail below with reference to FIG. 11.

[0054] FIG. 11 is an explanatory diagram of another example of generating candidate lines.

[0055] For the down branch line direct connection from the 8:00 arriving main line train (departing from the branch line transfer station at 8:05 and arriving at the branch line terminal station at 9:05), an up branch line e is added, departing after the standard turnaround time (20 minutes) at branch line terminal station 107. A down branch line direct connection from a main line train is a down branch line direct connection from which the time from the arrival time of the main line train to the departure time of the branch line 102 vehicle is equal to or longer than the transfer time, and whose departure time is closest in time to the arrival time of the main line train.

[0056] For the upbound branch line route that directly connects to the 11:20 main line train (departing from the branch line transfer station at 10:15 and arriving at the branch line terminal station at 11:15), a downbound branch line f is added that arrives at the branch line terminal station 107 with a standard turnaround time (20 minutes) in between. An upbound branch line route that directly connects to a main line train is an upbound branch line route where the time from the departure time of the main line train back to the arrival time of the vehicle on branch line 102 is equal to or longer than the transfer time, and where the arrival time is closest to the departure time of the main line train.

[0057] The method of creating candidate routes is not limited to this method. For example, a method of creating candidate routes at regular intervals, such as 10-minute intervals, may be adopted. This interval may also be changed depending on the number of connecting passengers.

[0058] In the above example, the standard turn-back time is left at the branch line terminal station 107, but a route may be created that leaves the standard turn-back time at the branch line transfer station 105. That is, a down route that turns back at the branch line transfer station 105 at the standard turn-back time, and an up route that arrives at the branch line transfer station 105 with the standard turn-back time left may be added.

[0059] As another method, in cases where a current branch line schedule exists, each route defined in the current branch line schedule may itself be adopted as a candidate route (details will be explained in other embodiments below).

[0060] [Step 2: Determine the number of passengers boarding and alighting for each main line train] The passenger boarding / alighting number calculation unit 360 determines the number of passengers boarding / alighting for each main line train based on the transfer passenger boarding / alighting number information 220 and the main line timetable 210.

[0061] FIG. 12 shows an example of determining the number of passengers for each main line train (for each line information in the main line timetable 210). Here, it is assumed that the number of passengers getting on and off each way per hour is given by the number of transferring passengers information 220. For another example, suppose that 120 people want to transfer to an upbound main train around 5:00, and 60 people want to transfer to a downbound main train. Meanwhile, suppose that 15 passengers want to transfer and disembark from the upbound main train around 5:00, and 15 downbound passengers want to transfer and disembark. Note that the number of transferring passengers information 220 here uses values ​​different from those in the example of FIG. 6.

[0062] The arrival and departure times of main line trains for each direction are also given by the main line timetable 210. In this example, 5:04, 5:54, 6:04, etc. are the arrival and departure times of main line trains for the upbound direction, and 5:24, 5:48, 5:52, etc. are the arrival and departure times of main line trains for the downbound direction. Note that main line trains that terminate at this station, where passengers cannot board, are excluded from determining the number of passengers, and main line trains that depart from this station, where passengers cannot disembark, are excluded from determining the number of disembarking passengers.

[0063] As the number of passengers on the main train departing at 5:04 is an inbound main train, we use the number of passengers who will arrive in the first 4 minutes out of the 120 people expected to transfer to the inbound main train in the 5:00s. Specifically, the number of passengers who will transfer to this main train can be calculated by proportionally allocating 120 x 4 / 60 = 8. On the other hand, as there are 15 passengers expected to transfer and disembark from the inbound main train in the 5:00s, the number of passengers who will transfer and disembark from this main train can be calculated as 15 x 4 / 60 = 1. Note that the calculations here are based on the assumption that the number of passengers is uniform over the course of an hour, but a method that adds a gradient can also be used to take into account the time before and after.

[0064] Next, for the downbound main line train departing at 5:24, the number of people boarding / alighting on the downbound main line train at 5:00 is 60 / 15, so in the same way, the number of passengers can be calculated as 60×24 / 60=24, and the number of passengers alighting is 15×24 / 60=6.

[0065] Furthermore, for the next downbound main line train at 5:48, the number of boarding / alighting passengers for the downbound main line train at 5:00 is 60 / 15, and we only need to consider the number of passengers boarding and alighting between 5:24 and 5:48, so the number of passengers can be calculated as 60×(48-24) / 60=24, and the number of alighting passengers can be calculated as 15×(48-24) / 60=6.

[0066] [Step 3: Creating waiting time constraints] The waiting time constraint condition creating unit 320 creates waiting time constraint conditions based on the trunk line timetable 210, the created candidate routes, and the branch line information 200. The waiting time constraint conditions are conditions that define how long a passenger who transfers will need to wait, depending on the trunk line route and the candidate route that form a pair of the transfer origin and transfer destination. This condition is specifically expressed by equations (4) to (7) in the optimization problem described later, and the details of the equations will be described later. Here, the waiting time will be described.

[0067] First, let us consider some of the candidate routes created in Step 1 as examples. We will explain how to think about passenger waiting time. The waiting time is the time spent waiting that exceeds the transfer time (transfer time) defined in the branch line information 200. In this example, the transfer time is set to 5 minutes.

[0068] FIG. 13 shows an example of how to think about waiting times on an upbound branch line. Here, we consider the candidate routes arriving at 5:00, 5:43, and 6:08, which can connect to three main line trains with zero waiting time. Focusing on the candidate route arriving at 5:00, the waiting time for 10 people intending to board the upbound main line train at 5:05 is 0 minutes, which is the difference between 5:05 and 5:00 minus the 5 minute transfer time. For the 23 people intending to board the downbound main line train at 5:23, they have no choice but to board the upbound branch line arriving at 5:00 (which connects to the upbound main line train arriving at 5:05) in order to reach branch line transfer station 105, so the waiting time is 18 minutes, which is the difference between 5:23 and 5:00 minus the 5 minute transfer time.

[0069] FIG. 14 shows an example of how to consider the waiting time of the downlink branch. Here, we consider the candidate routes departing at 17:53 and 18:53 as examples, which can connect to two main line trains with zero wait time. If we focus on the candidate route departing at 17:53, the wait time for the 25 people who got off the outbound main line train at 17:48 is 0 minutes. For the 23 people who got off the previous outbound main line train at 17:23, they have no choice but to board the branch line departing at 17:53, so by subtracting the 5 minute transfer time from the difference between 17:53 and 17:23, the wait time is 25 minutes.

[0070] In this way, when transferring from an up-bound branch line, the waiting time is the time elapsed from the arrival time of the up-bound branch line that arrives before the departure time of the main line train you plan to board, minus the transfer time. When transferring to a down-bound branch line, the waiting time is the time elapsed from the arrival time of the main line train you got off at to the departure time of the down-bound branch line, minus the transfer time.

[0071] [Step 4: Creating a folding constraint] The turn-back constraint condition creating unit 330 creates turn-back constraint conditions at the branch line transfer station 105 and the branch line terminal station 107 . FIG. 15 is a diagram for explaining a turn-back constraint condition at the branch line transfer station 105. In FIG. If the shortest return time of a vehicle at the branch line transfer station 105 is TURN_T (minutes), the following formula (1) must hold at any time t.

[0072] JPEG2025040877000002.jpg6160

[0073] Here, S is the total number of vehicles on the branch line, and it is assumed that all vehicles are stored in the depot 108 of the branch line transfer station 105 during the night. Note that at the final time t, the total number of departing trains up to time t and the total number of arriving trains up to time t are the same. Equation (1) corresponds to the turnaround constraint condition at the branch line transfer station 105.

[0074] FIG. 16 is a diagram for explaining the turn-back constraint condition at the branch line terminal station 107. In FIG. If the shortest turnaround time for a vehicle at the branch line terminal station 107 is TURN_R (minutes) and the number of simultaneous stops (maximum number of vehicles that can be stopped at the same time) at the branch line terminal station 107 is PLATFORMS, the following equation (2) must hold at any time t.

[0075] JPEG2025040877000003.jpg6161

[0076] For example, when PLAT_FORMS=2, it is permissible for two vehicles to be stopped at the branch line terminal station 107 at the same time. However, there must be an interval of at least TURN_R minutes between the arrival time of the vehicle and the departure time of the vehicle.

[0077] The above-mentioned equations (1) and (2) are expressed as equations (8) and (9) in the optimization problem described below.

[0078] FIG. 17 shows an example of a constraint forbidding inappropriate wrapping as another example of the wrapping constraint. 17 shows an example of a constraint condition that prohibits simultaneous departure and arrival where the departure and arrival times of multiple different vehicles coincide at the branch transfer station 105, when the time Δt1 between the departure time of one vehicle and the arrival time of another vehicle becomes short, and when the time Δt2 between the arrival time of one vehicle and the departure time of another vehicle becomes short. For example, a constraint condition can be created that prohibits a combination of candidate routes in which the difference time (Δt1 or Δt2) between the departure and arrival times of different vehicles at the branch transfer station 105 is within a predetermined time. The predetermined value, for example, 2 minutes or another time, may be used.

[0079] 17 shows an example of a constraint condition that prohibits simultaneous departure and arrival where the departure and arrival times of multiple different vehicles overlap at the branch line terminal station 107, when the time Δt3 between the arrival time of one vehicle and the departure time of another vehicle becomes short, and when the time Δt4 between the departure time of one vehicle and the arrival time of another vehicle becomes short. For example, a constraint condition may be created that prohibits a combination of candidate routes in which the difference time (Δt3 or Δt4) between the departure times and arrival times of different vehicles at the branch line terminal station 107 is within a predetermined time. The predetermined value, for example, 2 minutes or another time, may be used.

[0080] The constraint conditions shown in FIG. 17 are expressed as equation (10) in the optimization problem described below.

[0081] [Step 5: Formulation and solution using mixed integer programming] The timetable optimization unit 340 uses a function representing the sum of passenger waiting times as an objective function based on the set of candidate routes created in Step 1 and the number of passengers boarding and alighting on each main line train generated in Step 2, and generates a mixed integer programming model as an optimization problem for minimizing or quasi-minimizing this objective function. By solving this model, it is possible to determine which candidate route from the set of candidate routes created in Step 1 should be adopted (selected) as the route to be actually used on the branch line. The objective function is a function for calculating an evaluation index related to the sum of passenger waiting times at a branch line transfer station or a main line transfer station when transferring from a main line transfer station to a branch line transfer station or from a branch line transfer station to a main line transfer station. An example of the model is shown below.

[0082] JPEG2025040877000004.jpg67170

[0083] Here, the definitions of each symbol are as follows. Variable x i : A variable for whether to run a branch train on the upbound candidate route i (the value of the variable is 0 or 1) Variable y i: A variable indicating whether to run a branch train on the down-bound candidate route i (the value of the variable is 0 or 1) Variable v i : The waiting time of passengers transferring from a vehicle on an inbound candidate route to a train on a main line route that is directly connected to the inbound candidate route i (i.e., the main line route that has an arrival time closest to the inbound candidate route among the main line routes that have an interval of at least the transfer time from the departure time of the inbound candidate route i). The main line route may be either an inbound or outbound route. Variable w i : The waiting time for passengers getting off from a train on a main line that is directly connected to the down-bound candidate line i (i.e., the main line that arrives closest to the down-bound candidate line among the main line lines that have an interval of at least the transfer time at the time of departure of the down-bound candidate line i) to transfer to a train on a down-bound candidate line. The main line may be either an upbound or downbound line. Iup: A set of all uplink candidate routes Idown: A set of all downlink candidate lines Iup * : A set of candidate routes that directly connect to the departure time of main line trains among the candidate routes for upbound trains ·Idown * : A set of candidate routes that directly connect to main train arrival times among the candidate routes for outbound travel Ai: The number of passengers transferring from a vehicle of the inbound candidate route i to a train of a main line route that directly connects to the inbound candidate route i (the main line route that has the closest departure time to the inbound candidate route among the main line routes with an interval of at least the transfer time) Bi: The number of passengers transferring from a main line train that directly connects to the outbound candidate line i (the main line train with the closest departure time to the outbound candidate line among the main lines with an interval of at least the transfer time) to the vehicle of the outbound candidate line i S: Number of vehicles owned on the branch line T: Number of simultaneous stops at a branch line terminal station Dep(i): Departure time when a branch line is used on route i Arv(i): Arrival time when a branch line runs on route i T0: A set of arrival and departure times for candidate routes departing from the branch line terminal station T1: A set of arrival and departure times for candidate outbound routes departing from a branch line transfer station M: A sufficiently large constant JPEG2025040877000005.jpg6160

[0084] From the above definition, the set of candidate routes created in Step 1 is (Iup, Idown), and the number of passengers boarding and alighting each main train generated in Step 2 is (Ai, Bi).

[0085] Here, equation (3) represents the minimization of the total waiting time of passengers.

[0086] Next, constraint equations (4) to (7) represent the waiting time constraint conditions described in Step 3.

[0087] Constraint (4) expresses the waiting time constraint when a passenger who is planning to board a main line train directly connected to upbound route i boards an upbound branch train before route i. Specifically, if route j is selected and routes j+1 to i are not selected (i.e., x j =1 and In the case of JPEG2025040877000006.jpg6160), passengers planning to board a main train directly connecting to upbound route i have no choice but to board a branch train of route j, which results in a waiting time Arv(i)-Arv(j), which is represented by constraint (4).

[0088] Constraint equation (5) expresses the constraint condition when a passenger who plans to board a main line train directly connected to inbound route i cannot board the main line train (because a branch line is not running before that time). Specifically, it is considered that a long waiting time M will occur if all branch lines before route i, including route i, are not used. Note that M is a sufficiently large value.

[0089] Similar to constraint (4), constraint (6) expresses the waiting time constraint when a passenger who gets off a main line train directly connected to outbound route i boards a outbound branch train after route i. Specifically, if route j is adopted and routes i to j-1 are not adopted (i.e., y j =1 and In the case of JPEG2025040877000007.jpg6160), passengers who get off a main train that directly connects to outbound route i have no choice but to board a branch train of route j, so a waiting time Dep(j)-Dep(i) occurs, and this is represented by constraint (6).

[0090] Similar to constraint (5), constraint (7) expresses the constraint condition when a passenger who gets off a main line train directly connected to outbound route i cannot return home from the station (because the branch line is not in operation after that time (there are no branch line vehicles running)). Specifically, it is considered that a long waiting time M will occur if all branch lines after route i, including route i, are not used. Note that M is a sufficiently large value.

[0091] Next, constraint equations (8) to (10) represent the folding constraint conditions described in Step 4.

[0092] First, constraint equation (8) expresses that the number of vehicles at branch line transfer station 105 is between 0 and S. Equation (8) also expresses that the maximum number of vehicles on branch line 102 is S or less. Constraint equation (9) expresses that the number of vehicles at branch line terminal station 107 is between 0 and T. Although omitted here, in order to guarantee that all vehicles are in the depot (branch line transfer station 105) during times such as at night when there is no service, a constraint may be added that the number of vehicles at branch line terminal station 107 is exactly S and the number of vehicles at branch line transfer station 105 is exactly 0 at the first and last times.

[0093] Constraint formula (10), as described in Step 4, represents a constraint that does not allow a combination of routes in which the difference in time between the arrival time and the departure time is equal to or less than a predetermined value (for example, 2 minutes).

[0094] Constraint equation (11), the constraint that the variable x is either 0 or 1, v i Similarly, the constraint (12) is a constraint that the variable y is either 0 or 1, and w i represents the non-negativity constraint.

[0095] The schedule optimization unit 340 selects one or more branch line routes from a plurality of candidate routes by optimizing or sub-optimizing an evaluation index related to the total waiting time of passengers based on an objective function under the various constraint conditions described above. More specifically, the schedule optimization unit 340 calculates coefficients (corresponding to Ai and Bi described above) representing the number of passengers transferring from a main line transfer station to a branch line transfer station or from a branch line transfer station to a main line transfer station when a candidate route is selected, and a first variable (v i , w i A function of an evaluation index relating to the total waiting time of passengers is generated using the coefficients and the first variables. i , variable y i ), values ​​of a plurality of second variables are calculated by optimizing or sub-optimizing the objective function under constraints on passenger waiting times using the second variable, and one or more branch line routes are selected from the candidate routes based on the values ​​of the plurality of second variables.

[0096] If all constraints on the mathematical model cannot be satisfied, the schedule optimization unit 340 may output data indicating the reason why they cannot be satisfied.

[0097] Note that the formulation shown here is an example, and other objective functions and constraint equations may be used. A mathematical programming solver such as GurobiOptimizer or CPLEX may be used to solve the optimization problem. A metaheuristic solving method such as a gradient method, simulated annealing, or genetic algorithm may be used as a solving method. The mathematical programming solver may be configured by an external server connected to this device via a network such as the Internet. In this case, this device transmits data of the optimization problem to the mathematical programming solver and obtains data of the solution obtained by the mathematical programming solver.

[0098] [Step 6: Vehicle allocation] Up to Step 5, the route (branch route) that will actually be used on the branch line 102 is obtained. In Step 6, the vehicle allocation unit 350 decides which vehicle to allocate to which route (which vehicle to make run on which branch line). For example, this process can be performed by allocating vehicles for each branch line transfer station 105 or branch line terminal station 107 of the branch line using some logic such as last-in, first-out, or first-in, first-out.

[0099] FIG. 18 shows an example of vehicle allocation. It is assumed that routes 1 to 6 shown in Fig. 18 are adopted by solving the optimization problem described above. It is assumed that three cars A to C are initially placed at branch line terminal station 107. In this case, the cars to be assigned to each route are determined at branch line transfer station 105 according to the last-in, first-out rule, and at branch line terminal station 107 according to the first-in, first-out rule.

[0100] The last-in, first-out rule is a method in which the last car to enter is the first to leave, and is a method that assumes a situation in which the front car is used as a priority at the branch line transfer station 105, and the rear cars are kept as spares, resulting in the use of as few cars as possible. The first-in, first-out rule is a method in which the first car to enter is the first to leave, and is a method that assumes a situation in which the first cars to enter are left in order at the branch line terminal station 107.

[0101] At the initial point, the cars are lined up at branch line terminal station 107 in the order of cars A, C, and B. In this case, for route 1 (upbound), car A, which is at the front of branch line terminal station 107, is used and runs to branch line transfer station 105. For the next route 2 (upbound), car C, which is at the front of branch line terminal station 107, is used and runs to branch line transfer station 105. Car C, which arrives at branch line transfer station 105, is loaded above car A, which arrived before car C.

[0102] Next, for route 3 (downbound), the last-in, first-out rule is applied, so car C, which was the last to enter branch line transfer station 105, is used. For the next route 4 (upbound), the first-in, first-out rule is applied, so car B, which was originally at branch line terminal station 107, is used and runs to branch line transfer station 105. Car B, which arrives at branch line terminal station 107, is loaded on top of car A. Next, for route 5 (downbound), the last-in, first-out rule is applied, so car B, which is on the top row of branch line transfer station 105, is used. Car B, which arrives at branch line terminal station 107, is loaded above car C, which arrived before car B. Next, for route 6 (upbound), the only remaining car A is used.

[0103] When the turnaround constraints (8) and (9) in the optimization problem processed in Step 5 are satisfied, it is guaranteed that there is at least one vehicle at the start of the route. Therefore, vehicle allocation is always possible regardless of the rule used, including the first-in, first-out rule and the last-in, first-out rule described above.

[0104] By carrying out the above processes from Step 1 to Step 6, an optimal solution or a quasi-optimal solution to the problem of minimizing passenger waiting time can be obtained.

[0105] [Specific example of processing from Step 1 to Step 6] An example of the results of the processing of Steps 1 to 6 when a main line timetable and information on the number of transferring passengers are input for a branch line 102 as shown in Fig. 1 will be described. It is assumed that there are two vehicles available for use on the branch line 102. The values ​​of the main line timetable and the information on the number of transferring passengers differ in part or in whole from the values ​​in Figs. 5 and 6. For example, the main line timetable may include up train times and down train times even in the 4 o'clock hour. The transfer time may also be a value other than the aforementioned 5 minutes, such as 2 or 3 minutes.

[0106] As a result of the processing in Step 1, candidate routes (information on arrival and departure times) for both inbound and outbound trains are created, and as a result of the processing in Step 2, the number of passengers and alighting passengers for each route in the main line schedule is calculated.

[0107] Figure 19 shows examples of candidate routes for inbound and outbound routes created in the process of Step 1. Figure 19 also shows the number of passengers calculated in the process of Step 2 in association with each route for inbound and outbound (the total number of passengers on the routes of the main lines that are directly connected is applied).

[0108] Based on the data in Figure 19, the optimization problem can be set by formulating Step 5, which combines Steps 3 and 4. When the optimization problem is solved, the results shown in the table in Figure 20 are obtained.

[0109] Figure 20 shows an example of the branch line timetable created by assigning vehicles to each inbound and outbound route adopted in the optimization problem. The left figure shows the inbound branch line timetable, and the right figure shows the outbound branch line timetable. The number of vehicles S is 2.

[0110] Here, the result of solving the optimization problem is x i If y = 1, it indicates that the inbound candidate route i is adopted (the branch line vehicle is run on the inbound candidate route i), so "*" is stored in the "Adopted candidate route" column of the inbound branch line timetable on the left. Similarly, y iIf =1, it indicates that the outbound candidate route i is adopted (the branch line vehicle runs on the candidate route i), so "*" is stored in the "Adopted candidate route" column of the branch line outbound timetable on the right. In the left and right timetables, "u" in the "Connection" column means that the candidate route was created directly from the upbound main line route, "d" means that the candidate route was created directly from the downbound main line route, and "·" means that the candidate route was created by other means. The "2" directly below "Adopted candidate route" and "Waiting time" means that the number of vehicles is 2. In the left and right timetables, the departure time and arrival time are the departure time and arrival time of the route in each timetable. "Number of passengers" is the number of passengers from the corresponding branch line upbound route to the main line route (i.e. the number of people who want to transfer from the upbound branch line to the main line), and "Number of passengers alighting" is the number of passengers alighting from the main line route to the corresponding branch line upbound route (i.e. the number of people who want to transfer from the main line to the downbound branch line).

[0111] Also v iis the waiting time for passengers who transfer to a main line train that directly connects to inbound candidate route i, so the waiting time value is written in the "waiting time" column in the left table. For example, the first row of the branch line inbound timetable corresponds to the adopted inbound candidate route i. This inbound candidate route id=0 (arrival at 5:00) is directly connected to a main line train (here, the inbound candidate route departs at 5:05), and it is possible to transfer to that main line train with a waiting time of 0 minutes. Also, for example, id=6 (arrival at 5:48) of the branch line inbound timetable corresponds to the unadopted inbound candidate route i. Passengers who want to board a main line train that directly connects to inbound candidate route i have no choice but to board the car with inbound candidate route id=0 in the first row, and after that car arrives at the branch line transfer station, they have to wait until the main line train departs, so the waiting time is 48 minutes. In other words, it is possible to transfer to a main line train that directly connects to id=6 with a waiting time of 48 minutes. The waiting time multiplied by the number of passengers on that route represents the waiting time for that route, and the sum of the waiting times for a route for all inbound routes represents the total waiting time for inbound passengers. The number of passengers is the number of people who want to board the main line from the vehicle, so it is defined for the candidate inbound routes that connect to the main line; for example, the number of passengers for route id=0 is 5, and for route id=2 it is 23. For route ids that are not directly connected to the main line, the number of passengers is not defined, so no passenger number is entered, and the waiting time is also blank. (The optimization process described above also follows this idea when calculating the number of passengers.)

[0112] We will further explain the "number of passengers" and "waiting time" in the left table. The left table is for people who board an inbound branch line vehicle to branch line transfer station 105 and want to board a main line. The "number of passengers" indicates the number of people who want to board the main line when there is a main line ("connection") that corresponds to the inbound line.

[0113] The branch line candidate route id=0 connects to the up (u) trunk line at 5:05. The number of people who want to transfer to this trunk line is 5. In this solution, this candidate route id=0 is adopted, so the waiting time for these 5 people is 0 minutes.

[0114] There is no main line connecting to the branch line candidate line id=1. If you want to ride a downbound main line, you can ride a car with branch line candidate line id=4, and if you want to ride an upbound main line, you can ride a car with branch line candidate line id=6, which will result in a shorter waiting time. Therefore, we assume that no one wants to ride a car with branch line candidate line id=1. Therefore, the number of passengers is 0, and the waiting time is also blank. In the optimization formula (3) above, Iup * (Among the upbound candidate routes, a set of candidate routes that directly connect to the departure times of main line trains) and Idown * Since the target is (a set of candidate routes among the downbound candidate routes that directly connect to the arrival time of the main line train), routes such as branch line candidate route id=1 that does not have a direct connection to the main line are excluded from the calculation of equation (3).

[0115] The branch line candidate route id=2 connects to the outbound (u) trunk line at 5:23. The number of people who want to transfer to this trunk line is 23. In this solution, this candidate route id=2 is not adopted, and the only way to get on this trunk line is to get on the branch line with id=0, arrive at the branch line transfer station, and then wait until 5:23. Therefore, the waiting time is 18 minutes, calculated by taking the difference between the waiting times at 5:00 and 5:18. In the left table, the "number of passengers" is a constant whose value does not change regardless of the solution obtained by optimization, and the value remains unchanged even if an id other than the set of id=0, 9, 20, 28 is obtained as a solution. The value of "waiting time" can change depending on the solution obtained by optimization, and the waiting time for each route when an id other than the set of id=0, 9, 20, 28 is obtained as a solution can change from the value in the table on the left.

[0116] Similarly w iis the waiting time for passengers who transfer from a main line train directly connected to the outbound candidate route i, so the waiting time value is written in the "waiting time" column in the right table. For example, the second row of the branch line outbound timetable corresponds to the adopted outbound candidate route i. This outbound candidate route id=1 is directly connected to a main line train (for example, arriving at 5:05), and it is possible to transfer to the outbound branch line departing at 5:10 with a waiting time of 0 minutes. The waiting time multiplied by the number of passengers on the route represents the waiting time for this route, and the sum of the waiting times for the route for all outbound routes represents the total waiting time for outbound passengers. The number of passengers is the number of people who want to get off the main line and board the branch line, so it is defined for the outbound candidate routes connected to the main line. For example, the number of passengers on route id=1 is 5, and the number on route id=3 is 23. For ids that are not directly connected to the main line, the number of passengers is not defined, so the number of passengers is not entered, and the waiting time is also blank (this idea is also used when calculating the number of passengers in the optimization process described above).

[0117] Here is some additional explanation on the "Number of passengers getting off" and "Waiting time" in the table on the right. This table is for people who want to get off the main line at a branch line transfer station and transfer to a branch line going out. "Number of passengers getting off" shows the number of passengers getting off on the main line (the number of people who want to get off) when there is a corresponding main line ("Connection").

[0118] Candidate branch line id=0 connects to the upbound (u) trunk line at 5:05. The number of people who want to get off this trunk line is 5. In this solution, candidate line id=1 is adopted, so the waiting time for these 5 people is 0 minutes.

[0119] There is no trunk line connecting to the branch line candidate line id=2. Therefore, the number of alighting passengers is 0 and the waiting time is also blank. The reasoning behind the number of alighting passengers being 0 and the waiting time being blank is the same as that explained in the left table, so explanation is omitted here.

[0120] Candidate branch line id=3 connects with the outbound (u) trunk line at 5:23. 23 people want to get off this trunk line and transfer to the branch line. In the current solution, candidate line id=2 is not adopted, so if people get off this trunk line, they have no choice but to wait until candidate line id=9, which departs at 5:58 and was adopted this time. Therefore, the waiting time is 30 minutes, calculated by taking the difference between the waiting times at 5:28 and 5:58.

[0121] In Step 6 (vehicle allocation), x i = 1 or y i = 1, two vehicles (vehicles A and B) should be connected in order. A specific example will be shown with reference to FIG.

[0122] Fig. 21 shows an example of Fig. 20 in which the routes on which two vehicles (vehicle A, vehicle B) are assigned are connected in order by lines with arrows to show which outbound route and inbound route each vehicle is assigned to. For example, vehicle A runs on the inbound branch route with id=0, the outbound branch route with id=1, the inbound branch route with id=20, and the outbound branch route with id=23 in that order. Vehicle B runs on the inbound branch route with id=9, the outbound branch route with id=9, and the inbound branch route with id=28 in that order.

[0123] In the case of the branch line outbound schedule and the branch line inbound schedule obtained as shown in Fig. 20, the average waiting time, the average passenger load factor, etc. may be calculated. These calculated values ​​may be displayed on the output screen.

[0124] [Example of output screen] Fig. 22 shows an example of an output screen 510 displayed by the output unit GUI 500. The output data included in this output screen is based on trunk line timetables and transfer passenger number information different from the example in Fig. 20, and the values ​​of the trunk line departure time, number of passengers, number of disembarking passengers, etc. are different from those shown in Fig. 20.

[0125] In the output screen of FIG. 22, a branch line outbound timetable 530 and a branch line inbound timetable 540 are displayed in table form as output data, and further, a diagram 520 visually showing the contents of the branch line outbound timetable 530 and the branch line inbound timetable 540 with the vertical axis representing stations and the horizontal axis representing time, and summary information (timetable summary) 550 of the diagram 520 are displayed. Note that the diagram 520 is the same as the graph shown in FIG. 2 described above. Also, the branch line outbound timetable 520 and the branch line inbound timetable 530 are basically the same as the timetables shown in FIG. 8 described above, but columns for "expected number of passengers" and "train boarding connection" have been added. It is not necessary to display all of these, and for example, only the branch line outbound timetable 530 and the branch line inbound timetable 540 may be displayed as basic information, and the diagram 520 and the timetable summary 550 may be selectively displayed according to a user instruction. Alternatively, only the diagram 520 may be displayed as output data. The schedule summary 550 includes, but is not limited to, the number of vehicles, average waiting time, average occupancy rate, total driving time, and total driving time.

[0126] According to the present embodiment, when the number of vehicles on a branch line and the main line timetable are given, an operation schedule for the branch line (second line) can be created taking into consideration the efficiency of transfers between the branch line and the main line (first line) (e.g., minimizing waiting time for passengers).

[0127] (Second embodiment: When there is a maximum passenger waiting time) In the first embodiment, it was considered that there is no limit to the waiting time of passengers (passengers will continue to wait indefinitely), but in reality, if the waiting time exceeds a certain time (for example, 60 minutes), passengers will become dissatisfied and may use another means of transportation. Therefore, it is considered appropriate to add a constraint using a penalty value as the dissatisfaction level to the model. Such a constraint can be realized, for example, by rewriting the constraint equations (5) and (7) as shown in the following equations (13) and (14), respectively. V is the upper limit of the waiting time, and W is the penalty value. Note that W may be a value greater than M or less than M.

[0128] JPEG2025040877000008.jpg33169

[0129] Here I upprev (i,V) is a set of upbound candidate routes that can be transferred to within V minutes from a main line train that directly connects to upbound candidate route i. downnext (i,V) is a set of outbound candidate routes that can be transferred to within V minutes from a main line train that directly connects to outbound candidate route i. upprev If no upstream candidate channel is selected from (i,V), v i is equal to or greater than W. I downnext If no downstream candidate channel is selected from (i,V), w i is equal to or greater than W. In formula (13) and formula (14), the value of W may be the same or different.

[0130] The other processes are omitted because they are the same as those in the first embodiment. In the second embodiment, in addition to the input information used in the first embodiment, it is necessary to input the upper waiting time value V and the penalty value W in that case.

[0131] As described above, according to this embodiment, a branch line schedule can be created by setting a limit on passenger waiting time.

[0132] (Third embodiment: When taking into account driving time) In the first embodiment, only the waiting time of passengers was considered as an evaluation index for the branch line timetable, but there are cases where it is desired to reflect the costs of the operating company as well. A specific example of the costs (crew costs) of the operating company is the driving time of the driver. The driving time is the sum of the driving times in the simplest terms.

[0133] The sum of the upbound driving time can be expressed by the following equation (15).

[0134] JPEG2025040877000009.jpg19169

[0135] The sum of the downbound driving time can be expressed by the following equation (16).

[0136] JPEG2025040877000010.jpg19170

[0137] The sum of the crew waiting times at the branch line terminal station 107 can be expressed by the following equation (17).

[0138] JPEG2025040877000011.jpg18170

[0139] Therefore, if the evaluation function formula (function of formula (3)) representing the passenger waiting time in the first embodiment is defined as time, a new evaluation function shown in the following formula (18) can be defined using the evaluation function formula time, formulas (15) and (16) representing the crew time, and formula (17) representing the crew waiting time at the branch line terminal station 107. U ,w D ,w R is the evaluation weight.

[0140] JPEG2025040877000012.jpg11168

[0141] The evaluation function of equation (18) can be used to create a branch line schedule that takes into account both the crew time and the waiting time of passengers and crew. In this third embodiment, in addition to the input information used in the first embodiment, evaluation weights w, w U , w D ,w R You must enter a value for

[0142] The processing other than the above is the same as in the first embodiment, and therefore will not be described. In this embodiment, an example of evaluation considering the driving time or waiting time of the crew is shown, but evaluation considering only one of the driving time and waiting time of the crew may be performed. Alternatively, evaluation considering the rest time of the crew may be performed. Furthermore, driving time is considered as the driving cost, but the cost such as the salary paid to the crew may be considered. The cost per unit time may be higher as the driving time is longer.

[0143] As described above, according to this embodiment, a branch line schedule can be created taking into consideration the operating costs such as the driving time of the crew.

[0144] (Fourth embodiment: Minimizing the number of vehicles) In the first embodiment, the number of vehicles is a given, but in the planning stage of a branch line schedule, there may be cases where the number of vehicles itself needs to be optimized. In this case, the number of vehicles owned is increased step by step from 1, and each solution (optimum value of the objective function) is obtained, and then comprehensive optimization is performed.

[0145] Specifically, the method of the first embodiment is executed while increasing the number of owned vehicles from 1 to the maximum number of vehicles that can be owned (Cmax) in order, and an optimal solution and its evaluation value in the case of the number of owned vehicles being 1 (the output value of the function of formula (3)), an optimal solution and its evaluation value in the case of the number of owned vehicles being 2, ... are obtained. The cost (operation cost, maintenance cost, etc.) for the number of owned vehicles k is added to the evaluation value of the number of owned vehicles k, and an overall evaluation value, which is the sum of the evaluation value and the cost of k vehicles, is obtained for each number of owned vehicles k. The number of vehicles for which the overall evaluation value is the minimum or below a threshold value is adopted. This makes it possible to perform optimization that combines the evaluation of waiting time and the number of vehicles. In this fourth embodiment, in addition to the input information used in the first embodiment, it is necessary to input the value of the maximum number of owned vehicles Cmax.

[0146] According to this embodiment, it is possible to simultaneously optimize or quasi-optimize the branch line timetable and the number of vehicles used on the branch line.

[0147] (Fifth embodiment: Aiming to improve on the existing branch line timetable) In the first embodiment, it is assumed that a branch line diagram is created from scratch, but in reality, there may be cases where an original branch line diagram (existing operation schedule or existing diagram) exists and one wishes to improve on the original diagram. In such cases, when creating candidate routes in Step 1, it is possible to input all routes that appeared in the original diagram as candidate routes as part of the candidate routes to be created. In this case, if the original diagram is optimal, the original diagram is output, and if a solution with a better evaluation than the original diagram is obtained, the solution is output.

[0148] If it is desirable to use the candidate lines of the original schedule as is, a method may be adopted in which the evaluation is reflected in the evaluation formula (formula (3)) so that a high evaluation is given when a candidate line of the original schedule is adopted. For example, a term may be added that multiplies a negative coefficient by the number of matches with the candidate lines of the original schedule. This will lower the value of the evaluation formula as the number of matches increases, increasing the possibility of adopting a line that matches the candidate lines of the original schedule.

[0149] In the fifth embodiment, in addition to the input information used in the first embodiment, it is necessary to input the original timetable (the existing branch line timetable).

[0150] According to this embodiment, it is possible to create a branch line diagram that includes branch line patterns as similar as possible to existing diagrams.

[0151] (Sixth embodiment: When creating a branch line diagram with minimal delays) In the first embodiment, delays in the branch line schedule are not taken into consideration, but delays may occur in the actual branch line schedule. In order to allow passengers to transfer even if delays occur, it is possible to consider the delay distribution of the branch line upbound train (for example, delay distribution by time period) and add a margin to the transfer time from the branch line upbound train to the main line train.

[0152] For example, if the expected delay time for a certain inbound route is 3 minutes, it would be possible to add 3 minutes as a margin to the transfer time instead of the original 5 minutes, making it 5+3=8 minutes. It is thought that delays in timetables can occur not only in branch line timetables, but also in main line timetables. When a delay occurs in the main line timetable, a margin can be added to the transfer time from the main line to the branch inbound route, increasing the transfer time to the branch inbound route.

[0153] In the sixth embodiment, in addition to the input information used in the first embodiment, it is necessary to input the delay distribution of the branch line, the delay distribution of the trunk line, or both of them.

[0154] According to this embodiment, by creating a branch line schedule using the delay distribution of the branch line or main line schedule, the delays of the branch line or main line are reflected in the support schedule in advance, thereby reducing delays in the created support schedule.

[0155] (Seventh embodiment: When there are multiple depots, when the depot and the station do not match, or when there are multiple transfer stations) In the first embodiment, a simple example is considered in which there is one depot (branch line depot 108), the depot and the station coincide (branch line depot 108 coincides with branch line transfer station 105), and there is one transfer station (branch line transfer station 105).

[0156] On the other hand, if there are multiple depots on the branch line 102, the constraints expressed by formulas (8) and (9) can be considered for each depot. This makes it possible to create a branch line timetable in which each depot has as many cars as it has at the end of operations for the day.

[0157] Also, when the depot and the station do not coincide, the travel time from the depot to the station can be added to calculate the required time for each vehicle when it leaves the depot on the day. As an example, the departure time of the route starting from the station to which the vehicle is to leave the depot (the departure time of the first train) can be made earlier by the travel time than the departure time when the depot and the station coincide. As another method, the depot can be treated as the same as a station, and the route from the depot to the station can be added to the timetable.

[0158] When there are multiple transfer stations, the waiting time constraints considered in equations (4) to (7) can be taken into account for each transfer station, and the processing can be easily expanded to the case where there is only one transfer station by defining the sum of the waiting times at all transfer stations in the objective function (evaluation function) of equation (3).

[0159] In the seventh embodiment, information on a plurality of depots and a plurality of transfer stations may be input in accordance with the notation of the branch line information 200 in the input of the first embodiment.

[0160] According to this embodiment, an efficient branch line timetable can be created regardless of the number of branch line depots, the locations of the depots, or the number of branch line transfer stations.

[0161] (Eighth embodiment: Vehicle control using branch line timetable) Vehicle control may be actually performed on the branch line 102 using the branch line diagram with vehicles assigned thereto, which has been created in the first to seventh embodiments. FIG. 23 is a block diagram showing an example of a vehicle operation system according to the eighth embodiment. The system includes a diagram creation device 10 and a vehicle control device 150. The diagram creation device 10 and the vehicle control device 150 can communicate with each other via a communication network. The diagram creation device 10 transmits information on the created branch line diagram (one in which vehicles have been assigned) to the vehicle control device 150. The communication unit 153 of the vehicle control device 150 receives the information on the branch line diagram and stores it in the branch line diagram information storage unit 151. The control unit 152 (control circuit) of the vehicle control device 150 controls the operation of the vehicles 154A and 154B on the branch line 102 according to this information. If the information on the branch line diagram created by the diagram creation device 10 is in a format that cannot be interpreted by the control unit 152 as it is, the information may be converted into information in a format that can be interpreted by the control unit 152, and the control unit 152 may control the operation based on the converted information. The vehicles 154A and 154B may be unmanned or manned. As an example, the vehicle control device 150 may perform fully automatic driving of the vehicles 154A and 154B. For example, if the vehicles 154A and 154B are trains, this realizes a fully automated railway operation on the branch line 102. An information processing device may be configured in which the control unit 152 of the vehicle control device 150 and the branch line diagram information storage unit 151 are incorporated into the diagram creation device 10.

[0162] (Hardware configuration) The hardware configuration of the diagram creating device according to each of the above-mentioned embodiments will be described with reference to FIG.

[0163] Fig. 24 shows the hardware configuration of a diagram creating device which is an information processing device according to each embodiment. As shown in Fig. 24, the diagram creating device according to this embodiment is configured by a computer 1000. The computer 1000 includes a CPU 1001 (central processing unit), an input device 1002, a display device 1003, a communication device 1004, and a storage device 1005, which are interconnected by a bus 1006.

[0164] The CPU 1001 is a control device and an arithmetic device of the computer 1000. The CPU 1001 performs arithmetic processing based on data and programs input from each device (e.g., the input device 1002, the communication device 1004, and the storage device 1005) connected via the bus 1006, and outputs the arithmetic results and control signals to each device (e.g., the display device 1003, the communication device 1004, and the storage device 1005) connected via the bus 1006.

[0165] Specifically, the CPU 1001 executes the OS (operating system) of the computer 1000, a branch line diagram creation program (information processing program), etc., and controls each device constituting the computer 1000. The branch line diagram creation program is a program that causes the computer 1000 to realize each of the above-mentioned functional configurations of the diagram creation device. When the CPU 1001 executes the branch line diagram creation program, the computer 1000 functions as a diagram creation device. The input device 1002 is a device for inputting information to the computer 1000. The input device 1002 is, for example, a keyboard, a mouse, and a touch panel, but is not limited to these. A user can input input information by using the input device 1002.

[0166] The display device 1003 is a device for displaying images and videos. The display device 1003 is, for example, but not limited to, an LCD (liquid crystal display), a CRT (cathode ray tube), or a PDP (plasma display). With these, the display device 1003 can display the optimization result.

[0167] The communication device 1004 is a device that allows the computer 1000 to communicate with an external device wirelessly or via a wire. The communication device 1004 is, for example, a modem, a hub, or a router, but is not limited to these. Input information may be input from an external device via the communication device 1004.

[0168] The storage device 1005 is a storage medium that stores the OS of the computer 1000, the branch line diagram creation program, data required for executing the branch line diagram creation program, and data generated by executing the branch line diagram creation program. The storage device 1005 includes a main storage device and an external storage device. The main storage device is, for example, but is not limited to, a RAM, a DRAM, or an SRAM. The external storage device is, for example, but is not limited to, a hard disk, an optical disk, a flash memory, and a magnetic tape. The computer 1000 may include one or more of the CPU 1001, the input device 1002, the display device 1003, the communication device 1004, and the storage device 1005, or may be connected to peripheral devices such as a printer or a scanner. The diagram creation device may be configured by a single computer 1000, or may be configured as a system consisting of multiple computers 1000 connected to each other. Furthermore, the branch line diagram creation program may be stored in advance in the storage device 1005 of the computer 1000, may be stored in a storage medium such as a CD-ROM, or may be uploaded to the Internet. In either case, a branch line diagram creation program can be installed in the computer 1000 and executed to configure a diagram creation device.

[0169] The present invention is not limited to the above-described embodiments as they are, and the components can be modified and embodied in the implementation stage without departing from the gist of the invention. Various inventions can be formed by appropriately combining multiple components disclosed in the above-described embodiments. For example, a configuration in which some components are deleted from all the components shown in each embodiment can also be considered. Furthermore, the components described in different embodiments can be appropriately combined.

[0170] This embodiment can also have the following configuration. [Item 1] One or more pieces of first route information including a first stop location and at least one of a stop time and a departure time of a first moving object on a first route including a plurality of first stop locations, one of the first stop locations being a first transfer location; route information on a second route including a plurality of second stop locations, one of the second stop locations being a second transfer location at which a transfer from the first transfer location or a transfer to the first transfer location is possible; and passenger number information regarding the number of passengers transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location. creating one or more pieces of second route information including the second stop position, stop time, and departure time of the second moving object on the second route; Processing section An information processing device comprising: [Item 2] The passenger number information includes the number of passengers making the transfer for each time period or for each of the first route information, The processing unit creates a plurality of candidate routes that are candidates for the second route information, and selects the one or more pieces of second route information from the plurality of candidate routes by optimizing or semi-optimizing an evaluation index related to a total waiting time of passengers at the second transfer location or the first transfer location when transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location under a constraint condition related to the number of the second mobile objects available on the second route. Item 1. An information processing device according to item 1. [Item 3] the processing unit sets a coefficient representing the number of passengers transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location when the candidate route is selected, and a first variable representing the waiting time when transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location when the candidate route is selected, generating a function of an evaluation index related to a total waiting time of the passengers using the coefficients and the first variable; The function is optimized or semi-optimized under a first constraint condition regarding the waiting time of passengers using a plurality of second variables each representing a binary value of whether or not to select the plurality of candidate routes, thereby calculating values ​​of the plurality of second variables, and selecting the one or more pieces of second route information from the candidate routes based on the values ​​of the plurality of second variables. Item 3. An information processing device according to item 2. [Item 4] The processing unit selects the one or more second route information from the plurality of candidate routes by optimizing or quasi-optimizing an evaluation index related to a total waiting time of the passengers under a second constraint condition related to a turnaround time that needs to be opened between the arrival of the second moving body operated according to a certain second route information at the second transfer position and the departure of the second moving body according to another second route information. Item 2. The information processing device according to item 2 or 3. [Item 5] The processing unit selects the one or more second route information from the plurality of candidate routes based on a constraint on the number of the second moving bodies that can simultaneously stop at the second transfer position. Item 5. An information processing device according to item 4. [Item 6] The processing unit selects the one or more second route information from the plurality of candidate routes by optimizing or semi-optimizing an evaluation index related to a sum of a total of a crew cost of a crew member boarding the second moving object and a total of the waiting time based on information of the crew member on the second route. 6. The information processing device according to any one of items 4 to 5. [Item 7] The flight cost is flight time. Item 7. An information processing device according to item 6. [Item 8] The processing unit sets a plurality of candidates for an upper limit value of the number of second moving objects that can be used on the second route, optimizes or quasi-optimizes the evaluation index for each of the plurality of upper limit value candidates, and determines one of the upper limit value candidates as the upper limit value of the number of second moving objects that can be used on the second route based on the optimized or quasi-optimized evaluation index. The information processing device according to items 2 to 7. [Item 9] The processing unit uses a plurality of pieces of route information constituting an existing operation schedule of the second route as a part of the plurality of candidate routes. The information processing device according to items 2 to 8. [Item 10] The evaluation index is optimized or quasi-optimized under the constraint that the waiting time is equal to or longer than a transfer time required for a passenger to transfer from the first transfer location to the second transfer location or from the second transfer location to the first transfer location, and that the waiting time is between a stop or departure time of the second transfer location in the second route information and a departure or stop time of the first transfer location in the first route information. The information processing device according to items 2 to 9. [Item 11] The processing unit optimizes or quasi-optimizes the evaluation index under a constraint that the first moving object or the second moving object is delayed according to a distribution of delay times of the first route or a distribution of delay times of the second route. Item 11. An information processing device according to item 10. [Item 12] The processing unit adds a margin time according to the distribution of delay times of the first route or the distribution of delay times of the second route to the transfer time, and optimizes or quasi-optimizes the evaluation index under a constraint that the transfer time after the addition is equal to or greater than the stop or departure time of the second transfer location in the second route information and the departure or stop time of the first transfer location in the first route information. Item 12. An information processing device according to item 11. [Item 13] The one or more second line information includes line information moving in a first direction on the second line and line information moving in a second direction opposite to the first direction. 13. The information processing device according to any one of items 1 to 12. [Item 14] The route information for traveling in a first direction on the second route includes route information having the second transfer location as an end point, and the route information for traveling in a second direction opposite to the first direction includes route information having the second transfer location as a start point. Item 14. An information processing device according to item 13. [Item 15] the one or more first line information includes line information moving in a third direction on the first line and line information moving in a fourth direction opposite to the third direction, Item 15. The information processing device according to item 13 or 14. [Item 16] The first route is a train route and the second route is a bus route. 16. The information processing device according to any one of items 1 to 15. [Item 17] The processing unit assigns the second moving objects to each of the one or more pieces of second line information based on information of the second moving objects. 17. The information processing device according to any one of items 1 to 16. [Item 18] The second moving body is further provided with a control unit that controls the operation of the second moving body on the second route based on the second route information to which the second moving body is assigned. Item 18. An information processing device according to item 17. [Item 19] A first route includes a plurality of first stop locations, one of which is a first transfer location, and includes a plurality of first route information including the first stop locations and at least one of a stop time and a departure time of a first moving object on a first route; route information on a second route including a plurality of second stop locations, one of the second stop locations being a second transfer location at which a transfer from the first transfer location or a transfer to the first transfer location is possible; and passenger number information regarding the number of passengers transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location. creating one or more pieces of second route information including the second stop position, stop time, and departure time of the second moving object on the second route; Information processing methods. [Item 20] A first route includes a plurality of first stop locations, one of which is a first transfer location, and includes a plurality of first route information including the first stop locations and at least one of a stop time and a departure time of a first moving object on a first route; route information on a second route including a plurality of second stop locations, one of the second stop locations being a second transfer location at which a transfer from the first transfer location or a transfer to the first transfer location is possible; and passenger number information regarding the number of passengers transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location. creating one or more pieces of second route information including the second stop position, stop time, and departure time of the second moving object on the second route; A computer program for causing a computer to execute the above. [Explanation of symbols]

[0171] 10. Diamond making equipment 100 Branch line information input section 101 Main line 101 Main Line 102 branch line 102 Branch Line 103 Main Line Station 104 Main Line Transfer Station 105 Branch Line Transfer Station 106 Branch Station 107 Branch Line Terminal Station 108 Branch garage 110 Main line timetable information input section 120 Transfer passenger number information input section 130 Branch line timetable creation parameter input section 150 Vehicle control device 153 Communications Department 152 Control section (control circuit) 154A, 154B vehicles 151 Branch line timetable information storage unit 200 Branch line route information storage unit 210 Main Line Timetable Memory Unit 220 Transfer passenger number memory unit 230 Branch line timetable creation parameter storage unit 300 Branch line timetable creation processing unit 310 Candidate Line Creation Department 320 Time constraint condition creation unit 330 Constraint Creation Department 340 Schedule Optimization Department 350 Vehicle Allocation Department 360 Passenger Count Calculation Department 400 Candidate line storage unit 410 Branch Line Timetable Memory Unit 500 GUI output section 1000 Computers 1002 Input device 1003 Display device 1004 Communication equipment 1005 Storage device 1006 Bus

Claims

1. one or more pieces of first route information including a first stop location and at least one of a stop time and a departure time of a first moving object on a first route including a plurality of first stop locations, one of the first stop locations being a first transfer location; route information on a second route including a plurality of second stop locations, one of the second stop locations being a second transfer location at which a transfer from the first transfer location or a transfer to the first transfer location is possible; passenger number information regarding the number of passengers transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location; creating one or more pieces of second route information including the second stop position, stop time, and departure time of the second moving object on the second route; Processing section An information processing device comprising:

2. The passenger number information includes the number of passengers making the transfer for each time period or for each of the first route information, The processing unit creates a plurality of candidate routes that are candidates for the second route information, and selects the one or more pieces of second route information from the plurality of candidate routes by optimizing or semi-optimizing an evaluation index related to a total waiting time of passengers at the second transfer location or the first transfer location when transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location under a constraint condition related to the number of the second mobile objects available on the second route. The information processing device according to claim 1 .

3. the processing unit sets a coefficient representing the number of passengers transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location when the candidate route is selected, and a first variable representing the waiting time when transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location when the candidate route is selected, generating a function of an evaluation metric related to a total waiting time of the passengers using the coefficients and the first variable; The function is optimized or semi-optimized under a first constraint condition regarding the waiting time of the passengers using a plurality of second variables each representing a binary value of whether or not the plurality of candidate routes are to be selected, thereby calculating values ​​of the plurality of second variables, and selecting the one or more pieces of second route information from the candidate routes based on the values ​​of the plurality of second variables. The information processing device according to claim 2 .

4. The processing unit selects the one or more second route information from the plurality of candidate routes by optimizing or quasi-optimizing an evaluation index related to a total waiting time of the passengers under a second constraint condition related to a turnaround time that needs to be opened between the arrival of the second mobile body operated according to a certain second route information at the second transfer position and the departure of the second mobile body from the second transfer position according to another second route information.

4. The information processing device according to claim 2 or 3.

5. The processing unit selects the one or more second route information from the plurality of candidate routes based on a constraint on the number of the second moving bodies that can simultaneously stop at the second transfer position. The information processing device according to claim 4.

6. The processing unit selects the one or more second route information from the plurality of candidate routes by optimizing or semi-optimizing an evaluation index related to a sum of a total of a crew cost of a crew member boarding the second moving object and a total of the waiting time based on information of the crew member on the second route.

4. The information processing device according to claim 2 or 3.

7. The flight cost is flight time. The information processing device according to claim 6.

8. The processing unit sets a plurality of candidates for an upper limit value of the number of second moving objects that can be used on the second route, optimizes or quasi-optimizes the evaluation index for each of the plurality of upper limit value candidates, and determines one of the upper limit value candidates as the upper limit value of the number of second moving objects that can be used on the second route based on the optimized or quasi-optimized evaluation index.

4. The information processing device according to claim 2 or 3.

9. The processing unit uses a plurality of pieces of route information constituting an existing operation schedule of the second route as a part of the plurality of candidate routes.

4. The information processing device according to claim 2 or 3.

10. The evaluation index is optimized or quasi-optimized under the constraint that the waiting time is equal to or longer than a transfer time required for a passenger to transfer from the first transfer location to the second transfer location or from the second transfer location to the first transfer location, and that the waiting time is between a stop or departure time of the second transfer location in the second route information and a departure or stop time of the first transfer location in the first route information.

4. The information processing device according to claim 2 or 3.

11. The processing unit optimizes or quasi-optimizes the evaluation index under a constraint that the first moving object or the second moving object is delayed according to a distribution of delay times of the first route or a distribution of delay times of the second route. The information processing device according to claim 10.

12. The processing unit adds a margin time according to the distribution of delay times of the first route or the distribution of delay times of the second route to the transfer time, and optimizes or quasi-optimizes the evaluation index under a constraint that the transfer time after the addition is equal to or greater than the stop or departure time of the second transfer position in the second route information and the departure or stop time of the first transfer position in the first route information. The information processing device according to claim 11.

13. The one or more second line information includes line information moving in a first direction on the second line and line information moving in a second direction opposite to the first direction. The information processing device according to any one of claims 1 to 3.

14. The route information for traveling in a first direction on the second route includes route information having the second transfer location as an end point, and the route information for traveling in a second direction opposite to the first direction includes route information having the second transfer location as a start point. The information processing device according to claim 13.

15. the one or more first line information includes line information moving along the first line in a third direction and line information moving along the first line in a fourth direction opposite to the third direction, The information processing device according to claim 13.

16. The first route is a train route and the second route is a bus route. The information processing device according to any one of claims 1 to 3.

17. The processing unit assigns the second moving bodies to each of the one or more pieces of second line information based on information of the second moving bodies. The information processing device according to any one of claims 1 to 3.

18. The vehicle further includes a control unit that controls operation of the second vehicle on the second route based on the second route information to which the second vehicle is assigned. The information processing device according to claim 17.

19. a first route including a plurality of first stop locations, one of which is a first transfer location, and a plurality of first route information including the first stop locations and at least one of a stop time and a departure time of a first moving object on a first route; route information on a second route including a plurality of second stop locations, one of the second stop locations being a second transfer location at which a transfer from the first transfer location or a transfer to the first transfer location is possible; passenger number information regarding the number of passengers transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location; creating one or more pieces of second route information including the second stop position, stop time, and departure time of the second moving object on the second route; Information processing methods.

20. a first route including a plurality of first stop locations, one of which is a first transfer location, and a plurality of first route information including the first stop locations and at least one of a stop time and a departure time of a first moving object on a first route; route information on a second route including a plurality of second stop locations, one of the second stop locations being a second transfer location at which a transfer from the first transfer location or a transfer to the first transfer location is possible; passenger number information regarding the number of passengers transferring from the first transfer location to the second transfer location or from the second transfer location to the first transfer location; creating one or more pieces of second route information including the second stop position, stop time, and departure time of the second moving object on the second route; A computer program for causing a computer to execute the above.

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