Information processing device, information processing method, and computer program

Abstract

To generate a plurality of paths with fairness between the paths taken into account.SOLUTION: This information processing device comprises a processing unit that divides one or more pieces of stripe information containing a plurality of stop positions of a mobile body on which a crew member can board and at least one of the departure time and the arrival time of the stop positions on the basis of a stop position where the crew member can be replaced to generate a plurality of pieces of crew assignment fragment information indicating the crew assignment for each divided stripe part, and allocates each of the pieces of the crew assignment fragment information to one of a plurality of target periods longer than that of a basic path on the basis of constraints regarding the basic period including a period when the crew member continuously performs duty, thereby generating a plurality of paths indicating crew schedules for the respective target periods.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 route planning, which creates routes that represent the daily movements of crew members, it is desirable to consider conditions such as balanced timing and number of rest breaks, appropriate continuous driving time, and fairness. Methods for creating route plans include a method that generates an initial tentative solution for the route plan and creates a route plan by updating the tentative solution according to an allocation rule, and a method that uses crew rate, labor rate, freeloading rate, driving time, rest time, continuous driving time, etc. as evaluation indices. Even with these methods, efficiency can be improved for multiple routes as a whole, but fairness between individual routes is not taken into consideration. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2006-079440 A [Patent Document 2] JP 2012-113669 A Summary of the Invention [Problem to be solved by the invention]

[0004] The present embodiment provides an information processing device, an information processing method, and a computer program that enable creation of multiple routes while taking into account fairness between the routes. [Means for solving the problem]

[0005] The information processing device disclosed herein includes a processing unit that divides one or more route information including a plurality of stopping locations of a mobile body where a crew member can work and at least one of the departure times and arrival times of the plurality of stopping locations based on stopping locations where the crew member can be changed, creates a plurality of crew fragment information representing the work of each divided route portion, and creates a plurality of routes representing the work schedule for each target period by assigning each of the plurality of crew fragment information to one of a plurality of target periods longer than the period of the basic route based on constraints on a basic route including a period during which the crew member is on continuous work. [Brief description of the drawings]

[0006] [Figure 1] Conceptual diagram of crew operation plan. [Diagram 2] Conceptual diagram of basic route and rest times. [Diagram 3] FIG. 1 is a block diagram showing a configuration of a plan creation device according to an embodiment of the present invention. [Figure 4] FIG. 13 is a diagram showing an example of basic plan information. [Diagram 5] FIG. 4 is a diagram showing an example of schedule information. [Figure 6] FIG. 4 is a diagram showing an example of basic route definition information. [Figure 7] FIG. 4 is a diagram showing an example of evaluation condition information. [Figure 8] FIG. 4 is a diagram showing an example of crew fragment information. [Figure 9] FIG. 13 is a diagram showing an example of a route plan. [Figure 10] FIG. 11 is a block diagram showing the configuration of a plan creation device according to a second embodiment. [Figure 11] 13 is a flowchart of an example of processing by a route plan creation unit. [Figure 12] FIG. 13 is a diagram showing an example of allocating work segments without omissions or overlaps so as to satisfy constraints such as time zone conditions and continuous work conditions. [Figure 13] FIG. 13 is a diagram showing an example of an exchange operation. [Figure 14] FIG. 13 is a diagram showing the flow of a backtrack search method using exchange paths as a search flow for an improved solution. [Figure 15]FIG. 13 is a diagram showing an example of a backtrack search. [Figure 16] FIG. 13 is a diagram showing an example of a constraint violation. [Figure 17] FIG. 13 is a diagram showing an example of outputting a route plan in Gantt chart format. [Figure 18] FIG. 13 is a diagram showing an example of outputting a route plan in box diagram format. [Figure 19] An explanatory diagram of the route taking into account preparation, walking and switching operations. [Figure 20] An explanatory diagram of the route taking into account preparation, walking and switching operations. [Figure 21] FIG. 13 is an illustration of how inputs regarding preparation times, switching times, walking times, etc. can be provided. [Figure 22] 13A and 13B are diagrams showing other examples of outputting a route plan in Gantt chart format and box diagram format, respectively. [Diagram 23] FIG. 2 is a diagram showing a hardware configuration of a plan creation device which is an information processing device according to each embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0007] Hereinafter, the present embodiment will be described with reference to the drawings.

[0008] (First embodiment) In order for a railway company to operate trains, it creates a crew operation plan in advance and operates trains according to the created crew operation plan. Crew operation plans are often created manually. A crew member (driver, conductor, etc.) leaves their home base to work on one or more designated trains in order, and then returns to their home base to leave work is called a "journey" (or "task"). In other words, a journey represents a crew member's work schedule from their home base to leaving work. A work schedule can include not only the time on the train, but also various other times such as rest times, time between crew shifts (described below), preparation time before the first shift, and tidying up after the last shift.

[0009] The crew operation plan is divided into a route plan that creates multiple routes that represent the crew's movements in one day, and a rotation plan that assigns each created route to a crew. In this embodiment, the route plan is the subject of the analysis.

[0010] Figure 1 is a conceptual diagram of a crew operation plan. Figure 1 shows an example of a railway timetable with Station A and Station B as turnaround stations. In the example, multiple routes for up and down are shown. The direction from Station B to Station A is up, and the direction from Station A to Station B is down. Railway operators often define routes like this. Crew members can be replaced at turnaround stations (Station A, Station B) or at an intermediate station (Station C) where crew members can be replaced. Stations are the stopping points of trains. A unit called a "crew" is created by dividing (splitting) the route at turnaround stations (Station A, Station B) and intermediate stations (Station C). In other words, by dividing a normal timetable at stations where crew members can be replaced (starting station, ending station, intermediate stations where crew members can be replaced), the work of each divided part of the route is obtained as a "crew". In Fig. 1, for example, crew 1, crew 2, ... are shown in the up direction, and crew 101, crew 102, ... are shown in the down direction. For convenience, only some of the crews are labeled, but the other parts of the line divided between stations A, B, and C also correspond to crews.

[0011] These crews have attributes such as departure station (or departure station), departure time (or departure time), arrival station (or arrival station), and arrival time (or arrival time). For example, crew 1 leaves station C at 05:30 and arrives at station A at 05:50. Other crews include crews that depart from a depot in the early morning and arrive at a station, crews that depart from a station at night and arrive at a depot, and crews that are obtained by splitting the route of a deadhead or special train.

[0012] When crews are defined in advance like this, the route planning becomes a problem of allocating these crews to any of the routes (corresponding to crew members) without omissions or overlaps. A route corresponds to a target period having a start time and an end time, to which multiple crew members are assigned within the target period. In Figure 1, seven crew members, 1, 101, 102, 6, 108, 12, and 13, are assigned to the route represented by the dashed line. Here, there is a large interval between the first four crew members (1, 101, 102, 6) and the latter three crew members (108, 12, 13). This interval corresponds to a crew member's break. Crew members need to take a break at regular intervals, so this type of plan is often used.

[0013] Figure 2 is a conceptual diagram of basic routes and rest times. The dashed route in Figure 1 can be represented in a schematic diagram as in Figure 2. Figure 2 is equivalent to a Gantt chart with time on the horizontal axis, and each block arranged in the time direction represents a crew duty, with the departure and arrival stations written inside the block. When viewed in this way, adjacent blocks connected horizontally have the same departure and arrival stations.

[0014] Here, the time between blocks is called the gap time. If this gap time is shorter than a threshold, the two crews with the gap time between them are considered to be consecutive crews. The threshold may be set for each station. Here, a series of crews defined by a crew and a short gap time is called a basic route. In other words, the basic route is from the start of work or a break to the next break. The basic route may include preparation time (or movement for preparation) at the start of work, organization time (or movement for organization) at the end of work, entry time for bringing a vehicle from a station to a depot (and the movement of the crew returning from the depot to the station after entering the depot), and departure time for bringing a vehicle from the depot to a station (and the movement of the crew from the station to the depot before leaving the depot). When a basic route is defined in this way, the interval between basic routes is the rest time. In addition, the entire route can be expressed as multiple basic routes and the rest times between these basic routes. Since the basic route is a part of the route, the period of the basic route is shorter than the period of the route (target period).

[0015] The following describes in detail the plan creation device according to the present embodiment that creates such a route plan with reference to the drawings. In the following, the operation of a train is assumed as the target of the route plan, but other moving bodies such as airplanes, ships, and automobiles may be used as long as they are moving bodies that can be operated by crew members. In this case, the stopping positions of the moving bodies do not necessarily need to be called stations, and may be called ports, stops, etc.

[0016] FIG. 3 is a block diagram showing a configuration of the plan creation device 100 according to this embodiment. The plan creation device 100 includes a basic plan information input unit 21, a timetable information input unit 22, a basic itinerary definition information input unit 23, an evaluation condition input unit 24, a route plan creation unit 10, and an output unit 80. The itinerary plan creation unit 10 includes a crew fragment creation unit 11, a mathematical model creation unit 16, and an optimization unit 17. The plan creation device 100 includes, as storage units or databases for storing various information, a basic plan information storage unit 30, a timetable information storage unit 40, a basic itinerary definition information storage unit 50, an evaluation condition information storage unit 60, a crew fragment information storage unit 71, and a route plan storage unit 72. The itinerary plan creation unit 10 corresponds to a processing unit that creates multiple itineraries (route plans) according to this embodiment.

[0017] The plan basic information input unit 21 acquires plan basic information as input information, and stores the acquired information in the plan basic information storage unit 30. The plan basic information stored in the plan basic information storage unit 30 is referred to as plan basic information 30 using the same reference numeral as the plan basic information storage unit 30.

[0018] The diagram information input unit 22 acquires diagram information as input information, and stores the acquired information in the diagram information storage unit 40. The diagram information stored in the diagram information storage unit 40 will be referred to as diagram information 40 using the same reference numerals as the diagram information storage unit 40.

[0019] The basic itinerary definition information input unit 23 acquires basic itinerary definition information as input information, and stores the acquired information in the basic itinerary definition information storage unit 50. The basic itinerary definition information stored in the basic itinerary definition information storage unit 50 is referred to as basic itinerary definition information 50 using the same reference numeral as the basic itinerary definition information storage unit 50.

[0020] The evaluation condition input unit 24 acquires evaluation condition information as input information, and stores the acquired information in the evaluation condition information storage unit 60. The evaluation condition information stored in the evaluation condition information storage unit 60 is referred to as evaluation condition information 60 using the same reference numeral as the evaluation condition information storage unit 60.

[0021] The journey plan creation unit 10 creates a journey plan based on the basic plan information 30, the timetable information 40, the basic journey definition information 50, and the evaluation condition information 60, and stores it in the journey plan storage unit 72. The journey plan stored in the journey plan storage unit 72 is referred to as a journey plan 72 using the same reference numeral as the journey plan storage unit 72. Note that the journey plan creation unit 10 can also be configured to create a journey plan based on the basic plan information 30, the timetable information 40, and the basic journey definition information 50 without using the evaluation condition information 60.

[0022] The output unit 80 reads out the route plan 72 from the route plan storage unit 72 and outputs it so that it can be viewed by the user. The output unit 80 is, for example, a display, and displays the route plan 72 on a screen.

[0023] The basic plan information input unit 21, the timetable information input unit 22, the basic route definition information input unit 23, and the evaluation condition input unit 24 may be an operation device that can be operated by any user, such as a keyboard, a mouse, or a touch panel. In this case, each unit obtains its own input information based on the user's input. Alternatively, each unit may be a communication unit that receives information from an external device, or each unit may have a common communication unit. The output unit 80 may be the above-mentioned display, or may be a communication unit that transmits information to an external device such as a user terminal, or a printer. Note that if the evaluation condition information 60 is not used, the evaluation condition input unit 24 may be omitted.

[0024] The device 100 will now be described in further detail. [Plan Basic Information 30] 4 shows an example of the basic plan information 30. The basic plan information 30 includes information such as the route type, the number of routes, the time period, and the target value of the commitment time. The basic plan information 30 also includes information on turnaround stations and stations other than turnaround stations where crew replacement is possible (replacement possible stations).

[0025] The route types are divided into three types: morning, day shift, and overnight, and the number of routes, time periods, and target values ​​of working hours are determined for each type. In the example of FIG. 4, the number of routes for the morning route, day shift route, and overnight route are 3, 2, and 3, respectively. This corresponds to the need for three morning crew members, two day shift crew members, and three overnight crew members. In addition, the time periods for the morning route, day shift route, and overnight route have target periods including the start time and the end time of 4:00-13:00, 7:00-19:00, and 12:00-26:00, respectively. This means that the working hours of each route must be within this range. Furthermore, the target values ​​of working hours for the morning route, day shift route, and overnight route are 5 hours, 7 hours 30 minutes, and 8 hours, respectively. Note that only the target values ​​are shown here, but there may be at least one of an upper limit and a lower limit.

[0026] Here, there are three types of journeys: morning journeys, day shift journeys, and overnight journeys, but other types may be used. For example, since morning journeys are often carried out the day after overnight journeys, a journey that connects an overnight journey and a morning journey (called an overnight journey) may be defined. In this case, there are two types of journeys: overnight journeys and day shift journeys, and conditions such as the number of journeys are set for each. Furthermore, since morning journeys and overnight journeys are often operated together in the order of overnight journey → morning journey, the target value may be set by regarding the time from the start time of the overnight journey to the end time of the morning journey as the commitment time. A target value may also be set for the total value of the commitment time for the morning and overnight journeys. Since a morning route is often operated the day after an overnight route, the number of morning routes and overnight routes is the same even when there are three route types in the example in Figure 4. However, when a special timetable is included, the number of morning routes and overnight routes may not be the same.

[0027] [Diagram information 40] FIG. 5 shows an example of the timetable information 40. The timetable information 40 includes information on routes (route information) related to operation from the starting point to the end point. Specifically, the route information includes at least the arrival and departure times at each station from the starting point to the end point. In the example of FIG. 5, route information is defined for each upbound / downbound direction, but in the case of a line that does not distinguish between upbound / downbound directions, it is not necessary to define the route separately for upbound / downbound directions. In addition, here, only the arrival and departure times for turnaround stations (stations A and B) or intermediate stations (station C) where crew change is possible are shown, but the timetable information 40 may be defined for each type, such as weekdays, Saturdays, holidays (or Saturdays and holidays combined). In the example of FIG. 5, there is one intermediate station where crew change is possible, but there may be two or more.

[0028] [Basic route definition information 50] Fig. 6 shows an example of basic journey definition information 50. The basic journey definition information 50 defines constraints or information related to basic journeys. As described above, the breaks in a basic journey are defined by the size of an interval (such as a rest period), so a basic journey is defined by determining the size of this interval (called a basic journey interval). As shown in Fig. 6, the basic journey definition information 50 includes crew connection information and time length constraint information for the basic journey.

[0029] FIG. 6(a) shows an example of crew connection information. The crew connection information defines the basic route interval for each station. For example, at Station A, the basic route interval is set to an interval of 10 minutes or more, which means that if there is a gap of 10 minutes or more between two crews, the two crews will each follow a different basic route. In-house rules often stipulate that if the basic route interval is short, the next crew will start immediately after the previous one ends, and if the basic route interval is long, the next crew will enter a rest area. At Station B, a slightly longer basic interval of 15 minutes or more is set, which reflects the fact that it takes a long time for crew members to turn around at Station B. Here, crew connection is defined by the interval time, but crew connection may also be defined according to the train order, such as "always connect to the next crew departing after arriving" or "always connect to the next crew departing after arriving".

[0030] For intermediate stations such as Station C, the basic journey interval may vary depending on the direction (upbound / downbound) of the previous and next trains. For example, the basic journey interval may be set to be short when the trains are in the same direction (changing to a train in the same direction, or continuing on the same train without changing), and long when the trains are in the opposite direction (changing to a train in the opposite direction, or turning around at the terminal station). It may also be set to prohibit the trains from reversing their directions.

[0031] 6B shows an example of time length constraint information of a basic journey. The time length constraint information of a basic journey defines the number of basic journeys, upper and lower limit constraints on the length of a basic journey, and the like.

[0032] The basic number of journeys is determined for each type of journey, such as morning journey (morning / day shift / overnight). Here, the basic number of journeys for morning journeys is 2, the basic number of journeys for day shift journeys is 3 to 5, and the basic number of journeys for overnight journeys is 3 to 5. Regardless of the journey type, meal breaks are often included in the journey, so the basic number of journeys is usually two or more. As for meal breaks, there are various conditions (restrictions) regarding them, as described below, and the conditions regarding meal breaks may be included as part of the basic journey definition information 50.

[0033] The upper and lower limit constraints on the basic journey length determine the maximum and minimum lengths of the basic journey length. The upper limit constraint on the basic journey length is often strictly determined by company rules, etc. In addition, a series of short basic journeys can be stressful for crew members, as it increases the walking distance to and from rest areas, so a lower limit condition for the basic journey length is often also determined. Furthermore, since it may be difficult to take a rest in the early morning or late at night, there may be cases where it is desirable to set the basic journey length to a long period of time.

[0034] In addition, since the basic number of routes corresponds to the number of rest breaks, and the basic route length corresponds to the length of continuous duty, equalizing the basic number of routes and basic route length among crew members (routes) is important as an indicator of fairness among crew members.

[0035] In addition, there are many other constraints and evaluation items related to the basic route, as described later, and these may be input by the user or an external device as necessary. For example, "The first half of the basic route can be long, but we want to keep the second half as short as possible." "Avoid long continuous basic routes" "If there are three basic routes, I would like to make the second and third routes shorter." "The longer the shift after the meal break, the better." Such conditions are possible.

[0036] [Evaluation Condition Information 60] Fig. 7 shows an example of the evaluation condition information 60. The evaluation condition information 60 defines conditions (constraints) that are widely used in route planning. As shown in Fig. 7, there are the following:

[0037] - Break time conditions (max / min etc.) - Each break should be no more than 90 minutes - The total rest period for one trip must be within 3 hours. - Each route includes at least one meal break for the crew. The meal break should be at least 30 minutes, preferably about 50 minutes. The meal break time should be 7:00-10:00 for morning routes, 11:00-14:00 for daytime routes, and 18:00-21:00 for overnight routes.

[0038] · Crew connection conditions - Duty A must be followed by Duty B - Crew C must be assigned to the "morning" route - Duty d is the last of the basic route. - Crew e is the first of the basic route. -At alternate stations, there must be an interval of at least 15 minutes before connecting to a train going in the opposite direction (switching to a train going in the opposite direction). -At turnaround stations, there must be a gap of at least 5 minutes between connections to the next shift (before the next shift begins) - If a vehicle is depoted after a shift, there must be a 60 minute or longer gap before the next shift. If leaving the depot before a shift, there must be a 60 minute or more gap between the previous shift and the next shift.

[0039] ·Conditions for number of transfers by crew members -The number of vehicle changes during the trip is limited to one. At the return station B, the driver will be on the second train to depart, not the train that departs immediately after the arrival.

[0040] Here, we will provide additional information on the depot entry and exit operations in the crew connection conditions. Timetable data is usually accompanied by information indicating the departure and entry of vehicles. For example, in Fig. 1, a △ is attached to the part indicating departure, and a ○ is attached to the part indicating entry. When there is a ○ for exit at Station C, the depot exit operation of the vehicle from Station C to Station is actually carried out before this main line timetable. On the other hand, when there is a △ at Station C, the depot entry operation of the vehicle from Station C to Station is carried out after this main line timetable. This depot entry and exit operation may be the job of the crew.

[0041] For example, the work of leaving the depot may be the job of the driver who is in charge of the next shift immediately after leaving the depot. In this case, the driver needs a long interval before starting the shift, because the time includes not only the work of leaving the depot, but also the time for moving from the station to the depot and the time for inspecting the train. Therefore, if another shift is to be assigned before the driver who leaves the depot, it is necessary to secure a sufficient time.

[0042] Similarly, when depot operations are the responsibility of the crew member in charge of the last shift prior to entering the depot, in addition to the depot operations themselves, time is required to inspect the train and return to the depot, so a sufficiently long interval of time must be secured after the end of the shift.

[0043] In addition, when entering or leaving the depot during a break, it is sometimes desirable to avoid doing so because of the time required to travel between the station and the depot. In such cases, it may be desirable to allocate the first crew member of the route to depart the depot as much as possible, and the last crew member of the route to enter the depot as much as possible.

[0044] [Fragmented crew information 71] The crew work fragment information 71 is created by the crew work fragment creation unit 11 described later, and is used by the mathematical model creation unit 16 and the optimization unit 17. The created crew work fragment information is stored in the crew work fragment information storage unit 71. The crew work fragment information stored in the crew work fragment information storage unit 71 is referred to as the crew work fragment information 71 using the same reference numeral as the crew work fragment information storage unit 71. It is also possible to configure the crew work fragment information 71 to be input by a user, in which case the crew work fragment information input by the user is stored in the crew work fragment information storage unit 71. The crew work fragment creation unit 11 may be omitted.

[0045] The crew fragment creation unit 11 creates crew fragment information from the timetable information 40. Based on the timetable information 40, the crew fragment creation unit 11 divides the timetable into lines for each one-way trip, and further divides each line by transfer stations, thereby creating crew fragment information 71 that represents the crew work between the divided stations. The crew fragment creation unit 11 stores the created crew fragment information 71 in the crew fragment information storage unit 71. For example, in the example of FIG. 5, each upbound or downbound line is divided by transfer stations, and crew fragment information 71 that represents the crew work between the divided stations can be obtained.

[0046] Fig. 8 shows an example of the crew fragment information 71. The crew fragment information 71 represents information on each crew. Each crew has at least attribute information such as a crew ID, departure time, departure station, arrival station, and arrival time. Information on the crew kilometres, which represents the distance from the departure station to the arrival station, may also be added.

[0047] [Route Plan 72] Before describing the mathematical model creation unit 16 and the optimization unit 17 of the path plan creation unit 10, the path plan 72 created and output by the path plan creation unit 10 will be described with reference to FIG.

[0048] FIG. 9 shows an example of a route plan 72. The route plan 72 is information in which multiple routes are associated with multiple crews. In the example of FIG. 9, the route plan 72 includes a route, multiple basic routes included in the route, multiple crews included in the basic route, and the departure time, departure station, arrival station, and arrival time for each crew. Other information may include the required time for each crew, and the driving distance (the distance traveled by the train the crew is driving. Also called the driving distance). Note that "ake 1" and "ake 2" in the figure are routes with a driving type of early morning.

[0049] [Problem setting] (Continuous driving conditions, continuous return and transfer conditions, time period conditions) This section describes the conditions (constraints) for crews assigned to each route to be connectable (feasible) in time and space. Here, assuming that a crew has four pieces of information, namely, departure station, departure time, arrival location, and arrival time, consecutive crews (preceding crew a and succeeding crew b) belonging to the same route must satisfy the following two conditions (1) and (2). Note that consecutive crews may be consecutive crews within a basic route, or may be the last crew of an earlier basic route and the first crew of a later basic route. These conditions are called crew continuity conditions, and when creating a route plan (multiple routes), it is necessary to set and satisfy these crew continuity conditions. JPEG2025043243000002.jpg12165

[0050] In addition to the continuous crew conditions, additional continuous conditions regarding turnarounds and transfers may be required for consecutive crew a and b on the same route. For example, at a terminal station, crew members need time to move when turning around, so even if the condition of formula (2) is met, crew b may not be able to be performed after crew a. In this case, a condition for the relationship between the arrival time and departure time, including the travel time, is set. This condition is called a turnaround condition. Also, at intermediate stations, it may not be permitted to perform opposite-direction crew b after crew a (for example, crew a is working on an upbound route and crew b is working on a downbound route). In this case, a condition that prohibits the performance of such consecutive tasks is set. This condition is called a transfer continuous condition. If a transfer continuous condition is set, the transfer continuous condition must be satisfied when creating a route plan (multiple routes).

[0051] (Definition of basic travel time, rest time, and commitment time) The journey commitment time (the time from the start time to the end time of the journey) includes the on-duty time and the on-duty interval (see Figure 2 above). On-duty time is the time that the crew is actually on the train, and on-duty interval is the time from the end of the previous duty to the start of the next duty.

[0052] The headway between work shifts must be greater than or equal to the minimum limit (denoted as x) minutes set for each station. Any headway between work shifts greater than a threshold (denoted as y) corresponds to a rest period. In other words, any headway between work shifts less than y minutes is not considered a rest period.

[0053] A basic route is a series of work trips and intervals between those trips of less than y minutes. The commitment time of a basic route (the time from the start time to the end time of a basic route) is the sum of a series of work trips and intervals between those trips (x minutes or more but less than y minutes). The commitment time of a route is the sum of a series of basic routes and rest times (intervals between y minutes or more).

[0054] The lower limit of the inter-drive time (x minutes) and the threshold of the rest time (y minutes) may differ for each station.

[0055] The routes, basic routes, and rest breaks specified above must meet the following conditions based on labor laws, work regulations, and various agreements. The duration of a route must be included in the time slots set for morning routes, daytime routes, and overnight routes. This is called the time slot condition. Among the time slot conditions, the condition related to the start time is called the earliest start time condition, and the condition related to the end time is called the latest end time condition. - The commitment time of the basic route must be less than the upper limit. However, within the range of the upper limit, it is desirable to make it as long as possible. Each route must have a total rest period of at least 60 minutes. However, the rest period must be within the designated time period for each route. It is desirable that the on-duty time, number of rest breaks, total on-duty time for the basic route, and total on-duty time be equalized among morning routes, day shift routes, and overnight routes.

[0056] [Problem setting details] The mathematical model creation unit 16 of the route plan creation unit 10 formulates a mathematical model that reflects the above problem setting. This mathematical model defines an objective function (evaluation function) that calculates the sum of the penalty values ​​of each route as the penalty value of the entire route plan, and defines that the value of the objective function (evaluation value) is minimized or quasi-minimized under various constraints. The optimization unit 17 obtains a route plan by solving this mathematical model. Here, the set of all crews is I, the set of all candidate routes is J, the number of morning routes is p, the number of daytime routes is q, the number of overnight routes is r, and each crew is assigned to one of the p+q+r routes without any overlaps. The mathematical model can be formulated as follows:

[0057] JPEG2025043243000003.jpg69168

[0058] Where: I: Crew assembly J: A set of possible routes that can be performed either in the morning, during the day, or overnight. p, q, r: Number of morning, day shift, and overnight trips ·c a j , c n j , c t j : Constants representing the penalty for adopting route candidate j as a morning, day shift, or overnight route, respectively a ij : A constant that is 1 if route candidate j includes crew member i, and 0 otherwise. x j , y j , z j : This variable is set to 1 if route candidate j is used as a morning, day shift, or overnight route, and 0 otherwise.

[0059] Equation (3) represents the minimization of the objective function that calculates the sum of the penalties of each route as the evaluation value. Note that when the crew train of route candidate j is given for the morning, day shift, and overnight shift, the penalty of each route, c a j , c n j , c t j is calculated using the method described later. Constraint (4) represents a set partitioning constraint, which means that a route candidate is adopted as only one of the morning, day shift, and overnight routes, and a crew member is included in only one route candidate (basic route). Constraints (5) to (7) respectively represent the constraints that there are p morning routes, q daytime routes, and r overnight routes. The constraint equation (8) is a constraint that indicates that each of the variables xj, yj, and zj is a variable that takes the value of 0 or 1.

[0060] The mathematical model creation unit 16 of the itinerary plan creation unit 10 generates a set J of itinerary candidates in order to create a mathematical model formulated by the above equation. Specifically, it generates all itinerary candidates (itinary route candidates) that satisfy the above-mentioned crew continuity conditions, turnaround conditions, transfer continuity conditions, time zone conditions, and conditions related to the basic itinerary. This generates the set J, and the constant aij is also determined. In other words, the itinerary plan creation unit 10 generates multiple itinerary candidates in multiple patterns, each of which is assigned to multiple target periods (the period from the start to the end of the itinerary) for multiple crew fragment information (see FIG. 8). This corresponds to the set J. The variable that indicates whether or not to select the itinerary candidate of each pattern for each of the multiple target periods with 0 or 1 corresponds to the above variable x.

[0061] Next, the route planning unit 10 calculates the penalty values ​​(c a j , c n j , c t j ) is determined (the method will be described later). This penalty value corresponds to a penalty value determined according to the satisfaction state of various constraints when the route candidate is selected.

[0062] The optimization unit 17 calculates the above parameters (set of route candidates J, constants aij, penalty values ​​(c a j , c n j , c t j ) is created based on the mathematical model, that is, the solution of the route plan is obtained by minimizing or quasi-minimizing the objective function. The solution of the route plan is the result of assigning multiple crews to each route (morning, day, and overnight routes) without overlapping and without omission. Specifically, from the route candidates created as the set J above, j , y j , z j By selecting the one with a value of 1, you can get morning, day shift, and overnight routes, respectively.

[0063] A mathematical programming solver such as Gurobi or CPLEX may be used to solve the mathematical model. 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 the present device via a network such as the Internet. In this case, the present device transmits data of the optimization problem to the mathematical programming solver and obtains data of the solution obtained by the mathematical programming solver.

[0064] It should be noted that instead of generating all the route candidates in advance, a method of partially generating them, or a method of sequentially generating route candidates as required, such as a column generation method, may be used.

[0065] [Variations of objective functions (evaluation functions)] Depending on the settings of the basic route definition information 50 and the evaluation condition information 60, the following evaluation function may be designed.

[0066] (1) Feasible routes may be limited by the following conditions based on labor laws, work regulations, and various agreements:

[0067] (1-1) The condition that the duration of the journey is included in the time periods specified for the morning journey, the daytime journey, and the overnight journey (time period condition).

[0068] (1-2) Conditions under which the journey commitment time is above the lower limit and below the upper limit (route commitment time conditions).

[0069] (1-3) Conditions under which the binding time of the basic route is above the lower limit and below the upper limit (binding time conditions of the basic route).

[0070] (1-4) For a route or basic route, the conditions under which the driving distance (driving kilometres) is above the lower limit or below the upper limit (driving kilometres conditions).

[0071] (1-5) For each route, conditions for ensuring that rest times are equal to or greater than a minimum value, and equal to or less than an maximum value. Also, conditions for including rest times within a certain time period (e.g., meal times) and ensuring that rest times are equal to or greater than a minimum value (rest time conditions). Conditions for including rest times within a certain time period (e.g., meal times) and ensuring that rest times are equal to or less than an maximum value (rest time conditions).

[0072] (1-6) Crew v is not assigned after crew u. Crew v is assigned after crew u (crew connection condition).

[0073] (1-7) Crew u is the first crew member on a route or basic route (initial crew member condition).

[0074] (1-8) Crew u is not assigned to morning routes (or daytime routes, or overnight routes) (condition for crew route correspondence). Or, crew u is always assigned to morning routes (condition for crew route correspondence).

[0075] (2) For the route, the following penalty values ​​may be calculated and evaluated based on labor laws, work regulations, and various agreements. The penalty values ​​may be added to the value of the evaluation function described above. Alternatively, a term for adding the penalty value may be included in the evaluation function.

[0076] (2-1) If the above time zone conditions or target values ​​are not met, a penalty value equal to the absolute value of the time outside the time zone, or a penalty value equal to the absolute value of the deviation from the target value, is imposed.

[0077] (2-2) For routes and basic routes, target values ​​or upper and lower limits are set for the number of kilometers (travel distance) driven, rather than the time commitment, and a penalty value is imposed for any deviation from that limit.

[0078] (2-3) In the above, the absolute value of the deviation is replaced with the squared, cubed, or exponent of the deviation (for example, 2 to the power of "deviation") to give a penalty value. Alternatively, the absolute value of the deviation is divided by n minutes to calculate the quotient (for example, when n=10 minutes, the penalty value is 2 for a deviation of 25 minutes, and 0 for a deviation of 7 minutes), and the absolute value of this value or the squared, cubed, or exponent of this value can be used as the penalty value. If these values ​​are too large, a maximum value can be determined.

[0079] (2-4) If the conditions that should be met as much as possible are not met, a penalty value calculated by multiplying the number of violations by a predetermined weight is given. If the conditions that should be met without fail are not met, the predetermined weight is increased, and a penalty value calculated by multiplying the number of violations by a predetermined large weight is given.

[0080] (2-5) In order to ensure fairness, target values ​​such as working hours, number of breaks, total working hours for basic routes, and total working hours are calculated in advance for each of the morning route group, day shift route group, and overnight route group, and penalty values ​​are assigned for deviations from the target values.

[0081] The formulation of this embodiment is an example and can be expanded in various ways. For example, if you want to include in the formulation a case where an off-duty crew member travels along a route where another crew member is working, you can handle it within the framework of this formulation by preparing a crew member to ride along in advance.

[0082] In the formulation of this embodiment, the penalty value of the entire route plan is evaluated as the sum of the penalties for each route, but conditions may be considered to equalize the commitment time, number of rest periods, total commitment time for basic routes, total on-duty time, etc., for each of the morning route group, day shift route group, and overnight route group. For example, the penalty value may be calculated taking these conditions into consideration for each of the morning route group, day shift route group, and overnight route group, and the penalty value for the entire plan may be calculated by summing up these penalty values.

[0083] As described above, according to this embodiment, the journey portion between breaks is treated as a basic journey, and a journey plan is automatically created so as to satisfy as much as possible the constraints (lower limit, upper limit) and target values ​​related to the number of basic journeys for each journey type (morning / day shift / overnight) and the duration of the basic journey. This makes it possible to create a journey plan that can reduce the number of transfers and breaks while maintaining the fairness of the journeys.

[0084] Second embodiment In the first embodiment, a route plan is obtained by directly solving a mathematical model, but when the number of route candidates that satisfy various constraints, which corresponds to set J, becomes huge, the amount of calculation processing or the calculation time may become large. Therefore, in the second embodiment, a method is used that makes it possible to reduce the amount of calculation processing or the calculation time even for large-scale problems.

[0085] FIG. 10 is a block diagram showing the configuration of a plan creation device 100 according to the second embodiment. Elements with the same names as those in the first embodiment are given the same reference numerals, and descriptions will be omitted as appropriate. The difference from the first embodiment is in the journey plan creation unit 10. The journey plan creation unit 10 includes a crew fragment creation unit 11, an initial plan creation unit 12 (initial solution generation unit), a plan improvement unit 13, and a plan evaluation unit 14. The crew fragment creation unit 11 is the same as in the first embodiment. The journey plan creation unit 10 corresponds to a processing unit that creates multiple journeys (route plans) according to this embodiment.

[0086] The initial plan creation unit 12 creates an initial solution (provisional solution) for the route plan. The plan improvement unit 13 creates an improved solution (provisional solution) from the initial solution. The plan evaluation unit 14 evaluates the solution (provisional solution) for the route plan.

[0087] The procedure for creating a route plan in the route plan creating unit 10 will be described below.

[0088] FIG. 11 is a flowchart of an example of the process of the route plan creation unit 10. In Step 1, the crew segment creation unit 11 creates crew segment information from the diagram information 40. The creation method may be the same as in the first embodiment. As a result, the crew segment information as shown in FIG. 8 is created.

[0089] In Step 2, the initial plan creation unit 12 creates an initial solution (initial plan) for the route plan that satisfies the 1:1 condition, the earliest start time condition, and the consecutive duty condition based on the crew fragment information 71, etc. The 1:1 condition corresponds to the constraint that multiple crews are assigned to any of the routes without overlapping with each other and without omission. In other words, the initial plan creation unit 12 generates, as an initial solution, a tentative solution that assigns each of the multiple crew fragment information to one of multiple target periods corresponding to the multiple routes to be generated.

[0090] In order to explain an example of creating an initial solution, consider the situation shown in FIG. 12 as a specific situation.

[0091] FIG. 12 shows an example of allocating crew fragment information without omission or duplication to a table with the vertical axis representing the route (crew member) and the horizontal axis representing the time from the crew fragment information 71 in FIG. 8 and the basic route definition information 50 in FIG. 6 (particularly the number of basic routes) so as to satisfy constraints such as time zone conditions and crew continuity conditions. In this case, there are eight crews, 4 to 11. As time zone conditions, in this example, crews 4 to 8 can be allocated to the first basic route of the morning route h1, crews 5 to 10 can be allocated to the first basic route of the daytime route h2, and crews 7 to 11 can be allocated to the first basic route of the overnight route h3. As an example of crew continuity conditions, for example, the end location of crew 4 is location C, so crews 8, 9, and 11, whose start location is not location C, cannot be allocated next to crew 4. Also, the start time of crew 5 is before the end time of crew 4, so crew 5 cannot be allocated next to crew 4.

[0092] The method of allocation is to first sort the crews by departure time, and then greedily allocate each crew to a route. For example, it is possible to give priority to unassigned routes, and among the already assigned routes, to the route with the shortest arrival time of the last crew. In the case of crews 4 to 11 in FIG. 12, crews 4 to 11 are in the order of departure time, so they can be allocated in this order. The first crew 4 is assigned to route h1. Crew 5 is assigned to route h2 because it gives priority to unassigned routes. Crew 6 is assigned to route h3 because it gives priority to unassigned routes. Next, since there are no more unassigned routes for crew 7, it is assigned to route h1, which is the route with the shortest arrival time of the last crew among the already assigned routes (crew 4 assigned at the end of route h1, crew 5 assigned at the end of route h2, and crew 6 assigned at the end of route h3). As an allocation technique, a method may be adopted in which constraints (here, time-of-day conditions) are also taken into consideration during greedy allocation, and priority is given to routes that satisfy the time-of-day conditions among allocatable routes. In the example of Figure 12, crews 11 and 6, which are prohibited from being assigned, are assigned to routes h1 and h3, respectively, so the time-of-day conditions are not met, and crews 11 and 6 are marked with "X", and routes h1 and h3 are marked with "X". Route h2 satisfies the constraints (time-of-day conditions, etc.), so it is marked with "O".

[0093] In Step 3, the plan improvement unit 13 uses the plan evaluation unit 14 to improve the initial solution (provisional solution) at the start to create an improved solution (new tentative solution). The plan evaluation unit 14 calculates an evaluation value of the tentative solution based on constraints on the basic route, etc. The plan improvement unit 13 updates the tentative solution so as to improve the evaluation value of the tentative solution. In Step 4, it is determined whether the termination condition is satisfied, and if the termination condition is satisfied, the improved solution at that time is output and this process is terminated. As the improved solution to be output, a route plan 72 as shown in FIG. 9 is obtained as in the first embodiment. If the termination condition is not satisfied, the process returns to Step 3 and repeats the process of creating (updating) the improved solution. Examples of the termination condition include the penalty value of the improved solution becoming equal to or less than a predetermined value, or the upper limit of the calculation time being reached. In this way, in Step 3, the initial solution (provisional solution) at the start is improved to generate an improved solution (new tentative solution), and further improvement of this improved solution is repeated recursively (repeatedly updating the improved solution) to generate a solution with a small evaluation value (for example, the sum of the penalty values ​​for each route). Step 3 will be explained in detail below.

[0094] FIG. 13 shows an example of the exchange operation performed in Step 3. The exchange operation is an operation called "exchange" that exchanges all crew assignments from a certain time onward between two routes from a tentative solution (initial solution or improved solution), and new tentative solutions are generated one after another by repeating the exchange operation. For this purpose, for example, a backtrack search method using an exchange path shown in Japanese Patent No. 5075577 can be used. The example in FIG. 13 shows an example of exchanging the crew sequence from crew 8 onward on route h2 with the crew sequence from crew 9 onward on route h3.

[0095] Figure 14 shows the flow of the backtrack search method using exchange paths as the search flow for an improved solution in Step 3. Here, the input route h1 (origin route) is one of the routes (origin route) with a penalty value greater than 0. K is a parameter that determines the upper limit of the number of exchanges of the route generated below. This method is a process that aims to generate various provisional solutions and discover an improved solution by generating exchanges in a chained manner. Below, we will explain how to generate K consecutive exchange operations. Specifically, we consider a route of a series of nodes (called a change route) starting from the start node of the origin route on a network in which crews are nodes and crew connection relationships are arcs. When the nodes on this route are arranged, a chain of exchange operations can be generated by generating an exchange based on the part where one route moves to another route.

[0096] In this method, first, an evaluation value (penalty) f(A) of the current plan A (initial solution) is calculated (Step 3-1). A method for calculating the evaluation value (penalty) will be described later. The calculation method of the evaluation value in this embodiment may be applied to the first embodiment.

[0097] Next, a route with K or fewer exchanges from the first node of the starting route h1 is searched for, and a solution (provisional solution) A' obtained based on the route is generated (Step 3-2). "Xk·Xk-1···X1·A" in the block of Step 3-2 represents the sequential exchange of each crew in the provisional solution A corresponding to the route p, and "X1, X2,···Xk" represents the solution after the exchange. In Step 3-3, it is determined whether f(A)>f(A'), and if f(A)>f(A'), an improved solution has been found, so tentative solution A' is output and this process is terminated. If not, the process returns to Step 3-2 and the process of searching for the next route is performed. Note that an improved solution is a solution in which the value of the evaluation function f(A), which is defined for a solution (a tentative route plan, here A) and calculates the sum of penalty values ​​as the evaluation value, is smaller than the initial value. Note that after outputting tentative solution A', a further improved solution may be found by repeating this process again using tentative solution A' as the initial solution.

[0098] If no solution is found after k′ (<K) exchange operations, then in that state, derive the constraint propagation range associated with the exchanges up to that point (the set of routes for which the penalty value has increased due to k′ exchange operations), and recursively search by using one of them as a new starting route (Step3-4).

[0099] In this method, by focusing on one of the routes with a penalty value greater than 0 (the starting route) and narrowing down the search range to only the exchange routes starting from the start node of the starting route, enumeration can be performed efficiently. Also, by associating each exchange route with an exchange sequence (crew sequence) and performing the search within that range, the depth-first search of the route can be associated with the search for the improved solution.

[0100] Therefore, an efficient and exhaustive search for improved solutions can be performed by this method. When the evaluation value (penalty) of the entire plan is represented by the sum of the penalty values for each route, since the value of f(A) can be updated by difference when an exchange occurs, this method can be implemented at high speed.

[0101] Here, a method for searching for an improved solution based on K exchanges has been described, but various methods are known for neighborhood search, and other well-known methods such as the simulated annealing method, genetic algorithm, and large-scale neighborhood search may also be used.

[0102] The following shows a specific example of the processing of Step3 in FIG. 11 (the processing of the flowchart in FIG. 14). Assume that the initial solution calculated by the initial plan generation unit 12 in Step2 of FIG. 11 is the one shown in FIG. 12 described above. In the example of FIG. 12, as described above, for the first basic route of the morning route h1, assignments are possible for crews 4 to 8; for the first basic route of the day route h2, assignments are possible for crews 5 to 10; and for the first basic route of the overnight route h3, assignments are possible for crews 7 to 11. Crew 11 is assigned to route h1 and crew 6 is assigned to route h3, and since the constraints are not satisfied, it is necessary to update (improve) the solution in Step3 of FIG. 11. The following explains an example of generating an improved solution in Step3 of FIG. 11.

[0103] FIG. 15 shows an example of a backtrack search (executing two exchanges) as a specific example of the processing in Step 3 of FIG. 11. FIG. 15(a) shows the plan before the exchange (initial solution or tentative solution), and FIG. 15(b) shows the plan after the exchange (improved solution or tentative solution). In the initial solution of FIG. 15(a), a modified route P (=1→4→6→8) is considered, starting from the start node (node ​​1) of path h1. To implement this modified route, A swap operation that swaps 4 → 7 on path h1 and 3 → 6 on path h3 to 4 → 6 and 3 → 7, respectively. Two swap operations are performed: 5 → 8 on route h2 and 6 → 9 on route h1 are swapped to 5 → 9 and 6 → 8, respectively. These two swap operations result in the improved solution shown in Figure 15(b). In the plan before the swap (Figure 15(a)), the time zone conditions for routes h1 and h2 are not met, whereas in the plan after the swap (Figure 15(b)), the time zone conditions for all routes are met.

[0104] In addition, this exchange operation is performed so as to satisfy the connection constraints of the replaced parts, so there are no violations of constraints such as new 1:1 conditions, earliest start time conditions, consecutive work conditions, etc. Therefore, by comprehensively searching the plans within the range of these K exchanges, it is expected that an improved solution can be obtained.

[0105] [Details of the penalty calculation method by the Planning Evaluation Unit 14] We will now explain how to calculate the evaluation value in Step 3 of Figure 11 (how to calculate f(A) for plan A). The penalty value is calculated for the crew train assigned to the journey, and the penalty (evaluation value) for the entire plan can be calculated by adding up the penalty values ​​for each journey. The penalty value is calculated according to the degree of violation or the number of violations of the constraints imposed on the journey. Therefore, for the sake of explanation, The constraints on the route are as follows: The minimum number of basic routes is 2. · Maximum basic route length: 2 hours 30 minutes Maximum journey length: 7 hours Take a break of at least 30 minutes during meal times A minimum wage of 100% will be imposed on all employees.

[0106] Figure 16 shows examples of constraint violations. Figure 16(a) has two constraint violations: the number of basic journeys is 1, which is below the lower limit of 2, and the length of a basic journey is 5 hours, which is above the upper limit of 2 hours and 30 minutes. The "x" in the figure indicates a constraint violation.

[0107] In Figure 16(b), the number of basic routes is three, which satisfies the condition of lower limit 2, but there are two violations of constraints: the total length of the route is eight hours, which exceeds the lower limit of seven hours, and although rest periods are secured, the rest period during meal times is 20 minutes, which falls short of the lower limit of 30 minutes.

[0108] When a constraint violation occurs as in FIG. 16(a) or FIG. 16(b), M is a very large constant, and a penalty value calculated by M×the number of violations is assigned to the route that violated the constraint.

[0109] In Figure 16(c), the number of basic routes is 2 (2 or more), the length of each basic route is within 2 hours 30 minutes, the route length is 4 hours 30 minutes (7 hours or less), and the meal break time is 40 minutes (30 minutes or more), so all constraints are satisfied. Therefore, the penalty value is zero.

[0110] In the above example, the penalty value was calculated based on the number of constraint violations under the assumption that the constraint conditions must be satisfied, but the penalty value may also be calculated based on the deviation from the constraint. For example, if a target value is set, the penalty value may be calculated based on the deviation from the target value. In this way, it is possible to calculate the penalty value based on the satisfaction of the constraints, such as the number of constraint violations and the deviation.

[0111] for example The initial target length for the basic route is 2 hours and 30 minutes. - The target break time during meal times is 50 minutes In this case, the square of the difference from the target value may be calculated and the calculated value may be used as the penalty value. For example, in the route shown in FIG. 16(c), the length of the first basic route is 2 hours and 10 minutes, while the target value is 2 hours and 30 minutes, and the deviation is 20 minutes, so the penalty value is 400 (=20 2 ) As for the meal time, the route shown in FIG. 16(c) is 40 minutes, while the target value is 50 minutes, and the deviation is 10 minutes, so the penalty value is 100 (=10 2 ) Therefore, the penalty value for the entire journey shown in Figure 16(c) is calculated as 400 + 100 = 500. Here, the weight of the basic journey length and the weight of the rest time are set to the same, but the weights of both may be changed and the evaluation value (penalty) for the entire journey may be calculated by the weighted sum of the penalty values ​​of both. For example, if the weight of the basic journey length is W1 and the weight of the rest time is W2, the evaluation value (penalty) for the entire journey is calculated as 400 * W1 + 100 * W2.

[0112] The above-mentioned calculation method of the penalty value may be different depending on the route type (morning / day shift / overnight).

[0113] Third embodiment In the first and second embodiments, the output format of the journey plan 72 is a table format as shown in Fig. 9. In the third embodiment, another example of the output format of the journey plan 72 will be shown.

[0114] Fig. 17 shows an example of outputting a route plan 72 in Gantt chart format. In this example, the vertical axis represents each route, and the horizontal axis represents the time axis. Information about each route is displayed in two rows, with horizontal bars 91, each representing a crew duty, arranged in the time direction in the upper row, and horizontal bars 92, each representing a basic route (a series of crew duties), arranged in the time direction in the lower row. The interval between the horizontal bars 92 of a basic route corresponds to a rest time 94, and the interval between the horizontal bars 91 within one basic route corresponds to a crew duty interval 93.

[0115] The start time, end time, and duration may be added to the horizontal bar 91 corresponding to the crew or the horizontal bar 92 corresponding to the basic route. Alternatively, the start time, end time, and duration may be output in a pop-up format when the mouse cursor is placed on the horizontal bar 91 or the horizontal bar 92.

[0116] Furthermore, the commitment time, driving kilometers (driving distance), etc. of each journey may be added. Also, when a solution satisfying the constraints cannot be obtained, the constraint violation part of the tentative solution, or the penalty occurrence part when a solution satisfying the constraints is obtained, may be added. Alternatively, when the mouse cursor is placed on a predetermined part of the screen (for example, the part where the constraint violation occurs), the constraint violation part of the tentative solution or the penalty occurrence part may be output as a pop-up (see FIG. 18 described later). The present device 100 may be equipped with a detection unit that detects that the cursor is placed on a predetermined part. If the user wants to correct the crew assignment for the constraint violation part or the penalty occurrence part that is popped up, the user may add a constraint condition from the operation device and reflect it in the constraint when creating the journey plan.

[0117] FIG. 18 shows an example of outputting a route plan 72 in a box diagram format.

[0118] In the box timetable format of Figure 18, the routes are divided into basic routes and the columns between basic routes are defined as rest periods, which allows the movement of crew members to be output more effectively.

[0119] In this case, too, the constraint violation points of the tentative solution when a solution that satisfies the constraints cannot be obtained, and the penalty occurrence points (e.g., points where there is a deviation from the target value) when a solution that satisfies the constraints is obtained may be noted. Alternatively, when the mouse cursor is placed on a predetermined location on the screen, the constraint violation points of the tentative solution and the penalty occurrence points may be output as a pop-up. The device 100 may be equipped with a detection unit that detects that the cursor is placed on a predetermined location. If the user wishes to modify the crew assignment for the constraint violation points or penalty occurrence points that have been popped up, the user may add constraint conditions from the operation device and have them reflected in the constraints when creating the route plan.

[0120] FIG. 18 shows an example of a pop-up 95 that appears when you place the mouse cursor over "Break 1" if you are unable to take a meal break. In this pop-up 95, Meal break time: 7:00-10:00 Minimum time requirement (30 minutes or more) → OK - Target time 60 minutes, planned time 36 minutes → OK (24 minutes short of target, penalty 576 points) Such information is included. The square of the difference from the target value is calculated as the penalty value.

[0121] Also shown in Figure 18 is an example of a pop-up 96 that appears when you place the mouse cursor on "Basic Route 1." In the pop-up 96, the difference from the target value is calculated as the penalty value.

[0122] By using this method, when creating a plan, the constraint violation points and the points with large penalty values ​​for each journey can be reviewed from the perspective of the basic journey, which has the effect of obtaining visually easy-to-understand output.

[0123] (Fourth embodiment) In the first and second embodiments, the time spent on commercial driving is considered to be working time and the on-duty time is calculated. However, if various preparation times, organizing times, and shunting times when entering and leaving the depot are also considered working time in addition to the time spent on commercial driving, it is necessary to calculate the on-duty time taking these into consideration.

[0124] Since a duty is defined as a segment of a timetable, it is decided whether it starts with leaving the depot or ends with entering the depot. In the case of a duty that starts with leaving the depot, if the journey begins with that duty, the driver must first perform the task of leaving the depot. Also, if a duty that starts with leaving the depot is assigned in the middle of a journey, after completing the previous duty, the driver must walk from the station to the depot, perform the task of leaving the depot, and then perform the duty.

[0125] The same applies to depot entry: if a driver is assigned a depot entry task during a route, the driver must perform depot entry work at the end, and then walk or return from the depot to the station before carrying out the next shift.

[0126] Examples are shown in Figure 19(a), Figure 19(b), Figure 20(a), and Figure 20(b). Here, there is a train depot near Station C, and the crew usually starts and ends their shifts (journeys) at the train depot office.

[0127] FIG. 19(a) shows a case where the first crew member 1 is a crew member leaving the depot and the last crew member 12 is a crew member entering the depot.

[0128] First, let us focus on the first departure operation on the left side of Figure 19(a). Here, the first duty 1 is written as departing from Station C, but this notation only shows the time span related to commercial operation. In reality, duty 1 is a duty that starts commercial operation after the vehicle leaves the depot from Station C. When a driver performs duty 1 as the first duty on a route, the driver will also need to go to the depot office first, and a total of 25 minutes is required before commercial operation, including preparation time (equivalent to the 5 minutes of preparation at the far left of Figure 19(a)), the time to walk from the depot office to the vehicle stored in the designated track at the depot (equivalent to the 5 minutes of walking at the far left of Figure 19(a)), the time to inspect the vehicle for departure, perform the departure operation, and move the vehicle to Station C (equivalent to the 15 minutes of shunting at the far left of Figure 19(a)).

[0129] In this case, the total 25 minutes required before commercial operation is considered to be included in the commitment time of the first basic route. Therefore, this 25 minutes is also considered to be included in the commitment time of the route. In other words, in the process of creating the route plan described above, when the crew needs to perform preparation work, walking, and leaving work before performing the first driving duty on the basic route, the route plan creation unit 10 (processing unit) needs to assign preparation work information including the period for performing preparation work, crew movement information including the period for moving, and shunting work information including the period for performing shunting work (leaving work) to the same route (target period) as the crew work fragment information representing the first driving duty.

[0130] Next, let us look at the final depot work on the right side of Figure 19(a). Here, the final duty 12 is notated as arriving at Station C, but in reality, duty 12 is the duty of depotting the vehicle from Station C to the depot after the commercial operation at Station C is completed. When the driver performs duty 12 as the final duty, taking into consideration that the driver will also leave work at the depot office, a total of 25 minutes is required after the commercial operation for the time to move the vehicle from Station C to the designated platform at the depot and inspect it for depot entry (corresponding to the 15 minutes for switching at the far right of Figure 19(a)), the time to walk from the designated platform at the depot to the depot office (corresponding to the 5 minutes for walking at the far right of Figure 19(a)), and the sorting time (corresponding to the 5 minutes for preparation at the far right of Figure 19(a)).

[0131] In this case, the total 25 minutes required after the commercial operation is considered to be included in the commitment time of the second basic route. Therefore, this 25 minutes is also considered to be included in the commitment time of the route. In other words, in the process of creating the route plan described above, when the crew needs to perform warehousing work, walking, and reorganization work after performing the last driving duty on the basic route, the route plan creation unit 10 (processing unit) needs to assign shunting work information including the period for shunting work (warehousing work), crew movement information including the period for movement, and reorganization work information including the period for reorganization work to the same route (target period) as the crew work fragment information representing the last driving duty.

[0132] As described above, when the time required for the first entering work and the last leaving work of a shift is taken into consideration, the time required for the route to be bound becomes longer than in the first and second embodiments.

[0133] If the first shift departs from Station C (without leaving the depot), as shown in the left side of Figure 19(b), the time required before the first basic route consists of only two parts: preparation time and the time to walk from the depot office to Station C, in which case 15 minutes are added to the commitment time for the first basic route. Note that it is also possible that the time required before the first basic route consists only of preparation time, or only of the time to walk from the depot office to Station C. It is also possible that the time required before the first basic route consists only of the time for leaving the depot.

[0134] Also, when the last crew arrives at Station C, as shown in the right of Figure 19(b), the time required after the last basic route consists of only two times: the time to walk from Station C to the depot office and the time for sorting, in which case 15 minutes are added to the commitment time of the last basic route. Note that it is also possible that the time required after the last basic route consists only of the time to walk from Station C to the depot office, or only of sorting time. It is also possible that the time required after the last basic route consists only of the time for leaving the depot.

[0135] Next, consider the case where there is a depot operation between basic routes, as in Figure 19(b). Here, the last crew duty 111 of the first basic route is a crew duty to enter the depot. In this case, the time required after the first basic route consists of two times: the time to move the vehicle from Station C to the designated platform at the depot and inspect it for depot (shunting time, in this case 15 minutes), and the time to walk from the designated platform at the depot to Station C (15 minutes in this case), in which case 30 minutes are added to the commitment time of the first basic route. Note that the walking time may be divided into the walking time from the designated platform at the depot to the depot office and the walking time from the depot office to Station C, in which case the latter may be included in the commitment time of the second basic route.

[0136] Similarly, consider the case where there is a departure operation between basic routes as shown in Figure 20(a). Here, the first crew duty 128 of the second basic route is a crew duty to leave the depot. In this case, the time required before the second basic route is two times: the time to walk from Station C to the designated platform at the depot (15 minutes in this case), and the time to move the vehicle from the designated platform at the depot to Station C after the departure inspection (shunting time, 15 minutes in this case), in which case 30 minutes are added to the commitment time of the last basic route. Note that the walking time may be divided into the walking time from Station C to the depot office and the walking time from the depot office to the designated platform at the depot, in which case the former may be included in the commitment time of the first basic route.

[0137] When warehousing or unloading work is performed between the above basic routes, the rest time between the basic routes will be shorter than in the first and second embodiments. In other words, when the period between basic routes includes a period for shunting work (warehousing or unloading work) and a period for crew movement, the route plan creation unit 10 (processing unit) determines the rest time to be the period between the basic routes minus the period for shunting work and the period for crew movement. Here, both shunting work and a period for movement exist between basic routes, but there may be cases where only one of them exists.

[0138] However, such a connection of trips may be undesirable because it adds unnecessary walking time. In such cases, a penalty can be added when the two trips are consecutive, and this can be reflected in the evaluation function.

[0139] Finally, as a case where entering and leaving the depot are consecutive, consider the case where there are both entering and leaving work between basic routes, as shown in Figure 20(b). Here, the last crew duty 131 of the first basic route is a crew duty to enter the depot (this vehicle is vehicle a), and the first crew duty 138 of the second basic route is a crew duty to leave the depot (this vehicle is vehicle b). In this case, the time required after the first basic route and before the second basic route is only two times: the time to move vehicle a from station C to the designated track of the depot and inspect it for entering the depot (shunting time, in this case 15 minutes), and the time to move vehicle b from the designated track of the depot to station C after inspection for leaving the depot (shunting time, in this case 15 minutes). If the movement from the entry track of vehicle a to the exit track of vehicle b is considered to be 0 minutes, no walking time is required. In this case, 15 minutes are added to the commitment time of the first basic route and the commitment time of the last basic route. The walking time may include the travel time between platforms and the round trip time from a specific platform to the depot office.

[0140] In some cases, such connections are preferred because they avoid the wasted walking time shown in Figures 19(b) and 20(a). In such cases, it is possible to make such connections more likely to occur by giving the connections a negative penalty.

[0141] As described above, when work arrival and departure times and time related to entering and leaving the depot are included in the binding time, only the calculation method of the evaluation function is different from the route planning method of the first and second embodiments. Specifically, as explained above, the binding time of the basic route, rest time, and binding time of the route can be uniquely calculated once the allocation of crew members to the route is determined. Note that conditions such as the upper limit of the binding time of the basic route may be applied to the binding time of the basic route defined in the first and second embodiments, or may be applied to the binding time of the new basic route defined in the fourth embodiment, depending on the rules of each railway operator.

[0142] Except for the calculation method of this evaluation function, the processing corresponding to the flowchart in FIG. 11 is the same as in the first and second embodiments, and therefore a description thereof will be omitted.

[0143] In the fourth embodiment, in addition to the evaluation items in the first and second embodiments, the following evaluation items related to entering and leaving the warehouse may be newly added. · Do not allow entry or exit on daytime routes - Avoid entering and leaving the warehouse between basic routes as much as possible. · There is no need to avoid cases where both entry and exit are included between basic routes. After entering the warehouse with a certain crew, leave the warehouse with a specific crew as much as possible.

[0144] In the fourth embodiment, in order to calculate the calculation rules for the above-mentioned commitment time and rest time, it is necessary to give inputs regarding preparation time, tidying up time, switching time, walking time, and the like.

[0145] Figure 21(a) shows an example of defining these values ​​as required time information for each depot. Here, data such as 5 minutes for preparation time (when arriving at work) and tidying time (when leaving work), and 15 minutes for shunting work (when leaving the depot) are given for each item.

[0146] As another way of inputting, as shown in Fig. 21(b), it is also possible to input "pre-addition time for the first basic route", "pre-addition time for routes other than the first basic route", "post-addition time for routes other than the last basic route", and so on, as additional information for each crew fragment. For example, crew ID1 and ID2 are crews with departure from the depot, and ID3 is a crew with entry into the depot. In this case, for crew ID1 and ID2, the calculated values ​​of the preparation time, shunting time, and walking time required at the time of departure are given as the additional time for each of "the first basic route" and "the route other than the first basic route". For crew ID3, the calculated values ​​of the arranging time, shunting time, and walking time required at the time of entry into the depot are given as the additional time for each of "the last basic route" and "the route other than the last basic route". For crew ID4, which does not enter or leave the depot, only the preparation time for the first basic route and the arranging time for the last basic route are counted as the additional time, so relatively small values ​​are set. In the table in Fig. 21(b), all four types of added time values ​​are defined for each crew, but it is also possible to define values ​​for only some of the added times. For example, if crew ID 1 is the first crew on the first train, it will not be assigned to any route other than the first basic route, so the value of "pre-added time for routes other than the first basic route" does not have to be defined.

[0147] By using a format such as "pre-addition time for the first basic route" that is additionally defined in the crew fragment as shown here, if there is a task required at the beginning of the crew, not only for entering and leaving the depot, the value of that task can be added. For example, in a case where a driver jumps on a different train before performing a certain crew task, the time required for that jumping on may be added to the "pre-addition time for the first basic route". Conversely, in a case where a driver jumps on a different train after performing a certain crew task, the time required for that jumping on may be added to the "post-addition time for the last basic route".

[0148] In addition, when outputting the results of the fourth embodiment, the preparation time, rearrangement time, shunting time, etc. may be explicitly output as shown in FIG. 22. FIG. 22(a) is an extension of the Gantt chart shown in FIG. 17 so that the preparation time, rearrangement time, shunting time, etc. are explicitly output. In this case, the upper horizontal bar represents each crew member, and the lower horizontal bar represents the basic route and rest, as in the first and second embodiments. However, the difference from the first and second embodiments is that the preparation time, rearrangement time, shunting time, etc. 98 are added to the lower horizontal bar. This notation has the effect of explicitly expressing that the rest time is longer due to entering the depot before the first basic route or leaving the depot after the last basic route. In addition, by explicitly indicating the entry and exit between the basic routes along the way, it has the effect of explicitly expressing that the rest time between the basic routes is shorter.

[0149] Next, Figure 22(b) shows an extension of the box schedule shown in Figure 18 so that preparation time, organizing time, shunting time, etc. are explicitly output. In this case, in addition to the basic expression of the box schedule, the preparation and organizing time, walking time (travel time), and shunting time are added with vertical dotted lines at the beginning and end. This notation has the effect of explicitly expressing that the commitment time is longer due to entering the depot before the first basic route or leaving the depot after the last basic route. Also, by clearly indicating the entry and exit between basic routes along the way, it has the effect of explicitly expressing that the rest time between basic routes is shorter.

[0150] (Hardware configuration) Finally, the hardware configuration of the plan creation device according to each of the above-described embodiments will be described with reference to FIG.

[0151] 23 shows the hardware configuration of a plan creation device which is an information processing device according to each embodiment. The plan creation device according to each 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.

[0152] 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.

[0153] Specifically, the CPU 1001 executes the OS (operating system) of the computer 1000, a planning program, and the like, and controls each device constituting the computer 1000. The planning program is a program that causes the computer 1000 to realize each of the above-mentioned functional configurations of the planning device. The CPU 1001 executes the planning program, causing the computer 1000 to function as the planning device.

[0154] The input device 1002 is a device for inputting information to the computer 1000. The input device 1002 is, for example, but is not limited to, a keyboard, a mouse, and a touch panel. A user can input information by using the input device 1002.

[0155] 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.

[0156] 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.

[0157] The storage device 1005 is a storage medium that stores the OS of the computer 1000, the planning program, data required for executing the planning program, and data generated by executing the planning 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, or a magnetic tape.

[0158] 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, and may be connected to peripheral devices such as a printer and a scanner. The plan creation device may be configured as a single computer 1000, or may be configured as a system consisting of multiple computers 1000 connected to each other.

[0159] Furthermore, the plan creation program may be stored in advance in storage device 1005 of computer 1000, may be stored in a storage medium such as a CD-ROM, or may be uploaded onto the Internet. In any case, the plan creation device can be configured by installing and executing the plan creation program in computer 1000.

[0160] 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.

[0161] This embodiment can also have the following configuration. [Item 1] Dividing one or more pieces of route information, which includes a plurality of stop positions of a mobile body where a driver can work and at least one of the departure time and the arrival time of the plurality of stop positions, based on the stop positions where the driver can be replaced, and creating a plurality of pieces of work segment information representing the work of each divided route portion; a processing unit that generates a plurality of routes representing a crew schedule for each of a plurality of target periods by allocating each of the plurality of crew work fragment information to one of a plurality of target periods that are longer than the period of the basic route based on a constraint on a basic route including a period during which the crew member is on continuous duty; An information processing device comprising: [Item 2] The constraint on the basic routes includes a constraint on the number of the basic routes included in the route. Item 1. An information processing device according to item 1. [Item 3] The constraints on the basic routes include constraints on the time required to be spaced between the basic routes included in the route. Item 3. An information processing device according to item 2. [Item 4] The crew member is continuously on duty when the difference between the arrival time indicated by the crew segment information and the departure time of the crew segment information arranged next to the crew segment information in the time direction is less than a threshold value; The time between the basic routes is equal to or greater than the threshold value. Item 3. An information processing device according to item 3. [Item 5] The constraints on the basic route include constraints on a lower limit, an upper limit, or a target value of a binding time of the basic route. 5. The information processing device according to any one of items 1 to 4. [Item 6] The constraints on the basic route include constraints on a lower limit, an upper limit, or a target value of the driving distance of the basic route. 6. The information processing device according to any one of items 1 to 5. [Item 7] The plurality of routes have route types corresponding to time periods to which the routes belong, At least two of the plurality of journeys have different action types; The constraints on the basic route differ for each route type. 7. The information processing device according to any one of items 1 to 6. [Item 8] The time between the basic routes is a rest time, The constraints on the basic route include constraints on a lower limit, a maximum limit, or a target value of the rest time. 5. The information processing device according to item 3 or 4. [Item 9] The constraints on the basic routes include a constraint on a lower limit, an upper limit, or a target value of a binding time of the basic route only for a specific basic route among the plurality of basic routes included in the route. Item 5. An information processing device according to item 5. [Item 10] The constraints on the basic routes include constraints on a lower limit, an upper limit, or a target value of a riding distance of the basic route only for a specific basic route among the plurality of basic routes included in the route. Item 7. An information processing device according to item 6. [Item 11] The constraints on the basic routes include a constraint on a lower limit, an upper limit, or a target value of a commitment time of the first basic route including a preparation time for a first flight on the first basic route included in the route, or a constraint on a lower limit, an upper limit, or a target value of a commitment time of the last basic route including a tidying up time after a last flight on the last basic route included in the route. Item 5. An information processing device according to item 5. [Item 12] The constraints on the basic routes include a constraint on a lower limit, an upper limit, or a target value of a driving distance of the first basic route, including a movement for preparation for the first driving duty on the first basic route included in the route, or a constraint on a lower limit, an upper limit, or a target value of a driving distance of the last basic route, including a movement for arrangement after the last driving duty on the last basic route included in the route. Item 7. An information processing device according to item 6. [Item 13] The processing unit generates a tentative solution that assigns each of the plurality of pieces of crew fragment information to one of the plurality of target periods, calculates an evaluation value of the tentative solution based on the constraints on the basic route, and updates the tentative solution so as to improve the evaluation value of the tentative solution, thereby creating the plurality of routes. 13. The information processing device according to any one of items 1 to 12. [Item 14] The processing unit calculates an evaluation value of the tentative solution based on the number of times the tentative solution does not satisfy the constraint. Item 14. An information processing device according to item 13. [Item 15] The constraints on the basic routes include a constraint on a lower limit, an upper limit, or a target value of at least one of a commitment time of the basic route, a time required to be left between the basic routes, or a driving distance; The processing unit calculates an evaluation value of the provisional solution based on a deviation of the provisional solution from the lower limit value, the upper limit value, or the target value. Item 15. The information processing device according to item 13 or 14. [Item 16] an output unit that outputs the information on the plurality of routes in a Gantt chart format in which the information is divided into a column of the basic route and a column of the crew for each route; 16. The information processing device according to any one of items 1 to 15, comprising: [Item 17] When a user operates a cursor to place a cursor on a display location of a basic route that violates the constraint, the output unit displays information including details of the constraint violation in a pop-up display on a screen. The information processing device according to claim 16. [Item 18] an output unit that outputs information on the plurality of routes in a box diagram format in which the information is divided for each route into the basic route and a rest period which is a time section between the basic routes; 17. The information processing device according to any one of items 1 to 16, comprising: [Item 19] When a user operates to place a cursor on a display location of the basic route or the rest time that violates the constraint, the output unit displays information including the content of the constraint violation in a pop-up display on a screen. 19. The information processing device according to claim 18. [Item 20] The processing unit generates a plurality of route candidates in a plurality of patterns in which each of the plurality of pieces of crew information is assigned to each of the plurality of target periods, The processing unit determines a value of the variable so as to minimize or quasi-minimize a value of an evaluation function based on a sum of multiplication values ​​of a variable representing, by 0 or 1, whether or not each of the plurality of patterns of route candidates is to be selected for each of the plurality of target periods and a penalty value according to a satisfaction state of the constraint when the route candidate is selected, and creates the plurality of routes based on the value of the variable. 20. An information processing device according to any one of items 1 to 19. [Item 21] When the crew needs to perform a shunting operation of the moving body before performing the first crew work on the basic route or after the last crew work on the basic route, the processing unit assigns shunting operation information including a period during which the shunting operation is performed to the same target period as the crew work fragment information representing the crew work. Item 1. An information processing device according to item 1. [Item 22] When a crew member needs to move to a start position or an end position of the crew member before performing a first crew member on the basic route or after a last crew member on the basic route, the processing unit assigns crew member movement information including a period during which the crew member will move to the same target period as the crew member fragment information representing the crew member. Item 1. An information processing device according to item 1. [Item 23] When a preparatory work for the crew is required before the first crew on the basic route or a reorganization work for the crew is required after the last crew on the basic route, the processing unit assigns preparatory work information or reorganization work information including a period for performing the preparatory work or the reorganization work to the same target period as the crew fragment information representing the crew. Item 1. An information processing device according to item 1. [Item 24] the constraints on the basic routes include constraints on rest times as time that needs to be provided between the basic routes included in the route; When the period between the basic routes includes the period during which the switching operation is performed, the processing unit determines the rest time by subtracting the period during which the switching operation is performed from the period between the basic routes. Item 22. An information processing device according to item 21. [Item 25] the constraints on the basic routes include constraints on rest times as time that needs to be provided between the basic routes included in the route; When the period during which the crew performs the movement is included in the period between the basic routes, the processing unit determines the rest time by subtracting the period during which the crew performs the movement from the period between the basic routes. Item 23. An information processing device according to item 22. [Item 26] Dividing one or more pieces of route information, which includes a plurality of stop positions of a mobile body where a driver can work and at least one of the departure time and the arrival time of the plurality of stop positions, based on the stop positions where the driver can be replaced, and creating a plurality of pieces of work segment information representing the work of each divided route portion; creating a plurality of journeys representing a crew schedule for each of a plurality of target periods, the plurality of crew fragment information being assigned to one of a plurality of target periods longer than the period of the basic journey, based on a constraint on a basic journey including a period during which the crew is on continuous duty; Information processing methods. [Item 27] A step of dividing one or more route information including a plurality of stop positions of a mobile body where a driver can work and at least one of a departure time and an arrival time of the plurality of stop positions based on stop positions where the driver can be changed, and creating a plurality of pieces of work segment information representing the work of each divided route portion; A step of creating a plurality of journeys representing a crew schedule for each of a plurality of target periods, the plurality of crew fragment information being assigned to one of a plurality of target periods longer than the period of the basic journey, based on a constraint on a basic journey including a period during which the crew is continuously on duty; A computer program for causing a computer to execute the above. [Explanation of symbols]

[0162] 10 Route Planning Department 11 Crew Snippet Creation Department 12 Initial Planning Department 13 Planning and Improvement Department 14 Planning and Evaluation Department 16 Mathematical Model Creation Department 17 Optimization Section 21 Basic Plan Information Input Section 22 Timetable information input section 23 Basic route definition information input section 24 Evaluation condition input section 30 Planning basic information storage section 40 Diagram information storage unit 50 Basic route definition information storage section 60 Evaluation condition information storage unit 71 Crew Fragment Information Storage Unit 72 Route planning memory section 80 Output section 91 Horizontal bar 92 Horizontal bar 93 Crew Intervals 94 Break Time 95,96 Popup 100 Planning device 1000 Computers 1001 CPU (Central Processing Unit) 1002 Input device 1003 Display device 1004 Communication equipment 1005 Storage device 1006 Bus

Claims

1. Dividing one or more pieces of route information, including a plurality of stop positions of a mobile body where a driver can work and at least one of a departure time and an arrival time of the plurality of stop positions, based on stop positions where the driver can be replaced, to create a plurality of pieces of work segment information representing the work of each divided route portion; a processing unit that generates a plurality of routes representing a crew schedule for each of a plurality of target periods by allocating each of the plurality of crew work fragment information to one of a plurality of target periods that are longer than the period of the basic route based on a constraint on a basic route including a period during which the crew member is on continuous duty; An information processing device comprising:

2. The constraint on the basic routes includes a constraint on the number of the basic routes included in the route. The information processing device according to claim 1 .

3. The constraints on the basic routes include constraints on the time required to be provided between the basic routes included in the route. The information processing device according to claim 2 .

4. The crew member is continuously on duty when the difference between the arrival time indicated by the crew segment information and the departure time of the crew segment information arranged next to the crew segment information in the time direction is less than a threshold value; The time between the basic routes is equal to or greater than the threshold value. The information processing device according to claim 3 .

5. The constraints on the basic route include constraints on a lower limit, an upper limit, or a target value of a binding time of the basic route. The information processing device according to claim 1 .

6. The constraints on the basic route include constraints on a lower limit, an upper limit, or a target value of the driving distance of the basic route. The information processing device according to claim 1 .

7. The plurality of routes have route types corresponding to time periods to which the routes belong, At least two of the plurality of journeys have different activity types; The constraints on the basic route differ for each route type. The information processing device according to claim 1 .

8. The time between the basic routes is a rest time, The constraints on the basic route include constraints on a lower limit, a maximum limit, or a target value of the rest time. The information processing device according to claim 3 .

9. The constraints on the basic routes include a constraint on a lower limit, an upper limit, or a target value of a binding time of the basic route only for a specific basic route among the plurality of basic routes included in the route. The information processing device according to claim 5 .

10. The constraints on the basic routes include constraints on a lower limit, an upper limit, or a target value of a riding distance of the basic route only for a specific basic route among the plurality of basic routes included in the route. The information processing device according to claim 6.

11. The constraints on the basic routes include a constraint on a lower limit, an upper limit, or a target value of a commitment time of the first basic route including a preparation time for a first flight on the first basic route included in the route, or a constraint on a lower limit, an upper limit, or a target value of a commitment time of the last basic route including a tidying up time after a last flight on the last basic route included in the route. The information processing device according to claim 5 .

12. The constraints on the basic routes include a constraint on a lower limit, an upper limit, or a target value of a driving distance of the first basic route, including a movement for preparation for the first driving duty on the first basic route included in the route, or a constraint on a lower limit, an upper limit, or a target value of a driving distance of the last basic route, including a movement for arrangement after the last driving duty on the last basic route included in the route. The information processing device according to claim 6.

13. The processing unit generates a tentative solution that assigns each of the plurality of pieces of crew fragment information to one of the plurality of target periods, calculates an evaluation value of the tentative solution based on the constraints on the basic route, and updates the tentative solution so as to improve the evaluation value of the tentative solution, thereby creating the plurality of routes. The information processing device according to claim 1 .

14. The processing unit calculates an evaluation value of the tentative solution based on the number of times the tentative solution does not satisfy the constraint. The information processing device according to claim 13.

15. The constraints on the basic routes include a constraint on a lower limit, an upper limit, or a target value of at least one of a commitment time of the basic route, a time required to be left between the basic routes, or a driving distance; The processing unit calculates an evaluation value of the provisional solution based on a deviation amount of the provisional solution from the lower limit value, the upper limit value, or the target value. The information processing device according to claim 13.

16. an output unit that outputs the information on the plurality of routes in a Gantt chart format in which the information is divided into a column of the basic route and a column of the crew for each route; The information processing device according to claim 1 .

17. The output unit outputs information including details of the constraint violation on a screen when a user places a cursor on a display location of a basic route that violates the constraint. The information processing device according to claim 16.

18. an output unit that outputs information on the plurality of routes in a box diagram format in which the information is divided for each route into the basic route and a rest period which is a time section between the basic routes; The information processing device according to claim 1 .

19. The output unit outputs information including details of the constraint violation on a screen when a cursor is placed by a user operation on a display location of the basic route or the rest time that violates the constraint. The information processing device according to claim 18.

20. The processing unit generates a plurality of route candidates in a plurality of patterns in which each of the plurality of pieces of crew information is assigned to each of the plurality of target periods, The processing unit determines a value of the variable so as to minimize or quasi-minimize a value of an evaluation function based on a sum of a multiplication value of a variable representing, by 0 or 1, whether or not each of the plurality of patterns of route candidates is to be selected for each of the plurality of target periods and a penalty value according to a satisfaction state of the constraint when the route candidate is selected, and creates the plurality of routes based on the value of the variable. The information processing device according to claim 1 .

21. When the crew needs to perform a shunting operation of the moving body before performing the first crew work on the basic route or after the last crew work on the basic route, the processing unit assigns shunting operation information including a period during which the shunting operation is performed to the same target period as the crew work fragment information representing the crew work. The information processing device according to claim 1 .

22. When a crew member needs to move to a start position or an end position of the crew member before performing a first crew member on the basic route or after a last crew member on the basic route, the processing unit assigns crew member movement information including a period during which the crew member will move to the same target period as the crew member fragment information representing the crew member. The information processing device according to claim 1 .

23. When a preparatory work for the crew is required before the first crew on the basic route or a reorganization work for the crew is required after the last crew on the basic route, the processing unit assigns preparatory work information or reorganization work information including a period for performing the preparatory work or the reorganization work to the same target period as the crew fragment information representing the crew. The information processing device according to claim 1 .

24. the constraints on the basic routes include constraints on rest times as time that needs to be provided between the basic routes included in the route; When the period between the basic routes includes the period during which the switching operation is performed, the processing unit determines the rest time by subtracting the period during which the switching operation is performed from the period between the basic routes. The information processing device according to claim 21.

25. the constraints on the basic routes include constraints on rest times as time that needs to be provided between the basic routes included in the route; When the period during which the crew performs the movement is included in the period between the basic routes, the processing unit determines the rest time by subtracting the period during which the crew performs the movement from the period between the basic routes. The information processing device according to claim 22.

26. Dividing one or more pieces of route information, which includes a plurality of stop positions of a mobile body where a driver can work and at least one of the departure time and the arrival time of the plurality of stop positions, based on the stop positions where the driver can be replaced, and creating a plurality of pieces of work segment information representing the work of each divided route portion; creating a plurality of journeys representing a crew schedule for each of a plurality of target periods, the plurality of crew fragment information being assigned to one of a plurality of target periods longer than the period of the basic journey, based on a constraint on a basic journey including a period during which the crew is on continuous duty; Information processing methods.

27. A step of dividing one or more route information including a plurality of stop positions of a mobile body where a driver can work and at least one of a departure time and an arrival time of the plurality of stop positions based on stop positions where the driver can be changed, and creating a plurality of pieces of work segment information representing the work of each divided route portion; A step of creating a plurality of journeys representing a crew schedule for each of a plurality of target periods, the plurality of crew fragment information being assigned to one of a plurality of target periods longer than the period of the basic journey, based on a constraint on a basic journey including a period during which the crew is continuously on duty; A computer program for causing a computer to execute the above.

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