Information processing device, information processing method, and computer program

Abstract

To make it possible to efficiently creating a plan about a mobile body.SOLUTION: An information processing device includes a processing unit for determining a stop section for stopping a plurality of mobile bodies among a plurality of stop sections based on: time information about an arrival time at which the plurality of mobile bodies arrive at a target area including a plurality of stop sections where one or more mobile bodies can stop and a departure time at which the plurality of mobile bodies depart from the target area; and direction information about a direction toward which the plurality of mobile bodies can enter the plurality of stop sections and a direction toward which the plurality of mobile bodies can advance from the plurality of stop sections.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] FIELD Embodiments of the present invention relate to an information processing device, an information processing method, and a computer program. [Background technology]

[0002] Railway operators create operation plans for vehicle formations (hereafter referred to as "formations") to realize a given train schedule, and also create storage plans for storing the formations at depots or storage stations after commercial operations have ended. There are many constraints that must be taken into consideration when creating storage plans and operation plans. For example, when creating a storage plan, it is desirable to satisfy as many constraints as possible, but creating it manually takes a long time. Constraint logic programming can be used, but there are problems such as the need for complex input data. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-086779 [Patent Document 2] Japanese Patent Application Laid-Open No. 2005-178742 [Patent Document 3] Patent Publication No. 2021-54305 [Patent Document 4] Japanese Patent Application Publication No. 2018-45312 [Patent Document 5] Japanese Patent Application Laid-Open No. 2005-259052 Summary of the Invention [Problem to be solved by the invention]

[0004] The embodiments of the present invention provide an information processing device, an information processing method, and a computer program that enable efficient creation of plans related to moving objects. [Means for solving the problem]

[0005] The information processing device of this embodiment includes a processing unit that determines a stop section in which one or more moving bodies will stop from among the plurality of stop sections, based on time information regarding the arrival time at which multiple moving bodies will arrive at a target area including multiple stop sections where one or more moving bodies can stop and the departure time at which the multiple moving bodies will depart from the target area, and direction information regarding the directions in which the multiple moving bodies can enter the multiple stop sections and the directions in which the multiple moving bodies can exit from the multiple stop sections. [Brief explanation of the drawings]

[0006] [Figure 1] FIG. 2 is a block diagram of a placement plan creation device which is an information processing device according to a first configuration example of the first embodiment. [Figure 2] A schematic diagram showing an example of a track configuration in which the first train to enter the station is the last to leave. [Figure 3] A schematic diagram showing an example of a track configuration in which the first train to enter the station is the first to leave. [Figure 4] A schematic diagram showing another example of a track configuration in which the first train to enter the station is the last to leave. [Figure 5] A schematic diagram showing another example of a track configuration in which the first train to enter the station is the first to leave. [Figure 6] FIG. 10 is a diagram showing an example of time information indicating the arrival and departure times of each train. [Figure 7] FIG. 10 is a diagram illustrating an example of arrival and departure order information indicating the order in which each train arrives at its destination and departs the next day. [Figure 8] FIG. 10 is a diagram showing an example of track number information at a target depot. [Figure 9] FIG. 10 is a diagram showing an example of a placement plan created by a placement plan optimization unit. [Figure 10] FIG. 10 is a diagram showing an example of an output format of a placement plan. [Figure 11] FIG. 10 is a diagram showing an example of an output format of a placement plan. [Figure 12] 10 is a flowchart of an example of the operation of a placement plan creation device which is an information processing device according to a first configuration example of the first embodiment. [Figure 13] FIG. 4 is a block diagram of a placement planning device which is an information processing device according to a second configuration example of the first embodiment. [Figure 14] FIG. 10 is a diagram showing an example of information on the number of cars in each formation. [Figure 15] FIG. 10 is a diagram showing an example of track number information at a target depot when information on the number of cars in a train formation is given. [Figure 16] FIG. 10 is a diagram showing an example of an output format of a storage plan when information on the number of cars in a train formation is given. [Figure 17] FIG. 10 is a block diagram of a placement plan creation device which is an information processing device according to a third configuration example of the first embodiment. [Figure 18] FIG. 10 is a diagram showing an example of a track number structure represented by route connection information. [Figure 19] FIG. 10 is a block diagram of a placement plan creation device which is an information processing device according to a fourth configuration example of the first embodiment. [Figure 20] FIG. 10 is a diagram illustrating an example of storage condition information. [Figure 21] FIG. 10 is a block diagram of a placement plan creation device which is an information processing device according to a fifth configuration example of the first embodiment. [Figure 22] FIG. 10 is a block diagram of an operation plan creation device which is an information processing device according to a first configuration example of the second embodiment. [Figure 23] FIG. 10 is a diagram showing an example of creating a vehicle operation plan using an operation tour pattern. [Figure 24] FIG. 10 is a diagram showing information (a correspondence table) that provides a one-to-one correspondence between the weekday schedule route bundles and the weekend schedule route bundles. [Figure 25] FIG. 4 is a diagram showing an example of train schedule information. [Figure 26] FIG. 4 is a diagram showing an example of work information stored in a work information storage unit. [Figure 27] FIG. 4 is a diagram showing an example of period information stored in a period information storage unit. [Figure 28] A diagram showing multiple route bundles created for each weekday schedule and holiday schedule. [Figure 29] FIG. 10 shows an example of a route bundle table for each weekday and holiday schedule. [Figure 30] FIG. 10 is a diagram showing an example in which the operation pat- tern and the correspondence table are compiled in tabular form and output to the output section as an optimization result table. [Figure 31] FIG. 10 is a diagram showing another example of displaying an operation pat- tern and a correspondence table. [Figure 32] 10 is a flowchart of an example of an operation plan creation process executed by an operation plan creation device. [Figure 33] FIG. 10 is a block diagram of an operation plan creation device, which is an information processing device according to a second configuration example of the second embodiment. [Figure 34] FIG. 11 is a block diagram of an operation plan creation device which is an information processing device according to a first configuration example of the third embodiment. [Figure 35] FIG. 10 is a diagram showing an example of track number information as route information. [Figure 36] FIG. 10 is a diagram showing an example of a display of an operation plan (including a storage plan, an operation patrol pattern, and a correspondence table). [Figure 37] 10 is a flowchart of an example of an operation plan creation process executed by an operation plan creation device. [Figure 38] FIG. 13 is a block diagram of an operation plan creation device which is an information processing device according to a second configuration example of the third embodiment. [Figure 39] FIG. 13 is a block diagram of an operation plan creation device that is an information processing device according to a third configuration example of the third embodiment. [Figure 40] FIG. 10 is a diagram showing an example of an output of a placement plan. [Figure 41] FIG. 1 is a diagram showing the hardware configuration of an information processing apparatus according to each embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0007] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, a vehicle formation (train) will be described as the subject, but the present invention can also be applied to any moving body, such as a bus, a ship, a robot, an AGV (Automatic Guided Vehicle), or transportation equipment, in the same manner as a formation.

[0008] (First embodiment) [First configuration example] FIG. 1 is a block diagram of a storage plan creation device 101, which is an information processing device according to a first configuration example of the first embodiment. The storage plan creation device 101 creates a storage plan for stopping a train set in a target area (storage area) such as a railway station or a depot. Stopping a train set in a target area is called "storage." The target area is provided with one or more stopping sections where the train set is stopped, i.e., storage sections where the train set is stored. A storage section (stopping section) is also called a track or a route. One or more train sets can be stored (stopped) in a vertical line on one track, depending on the length of the track.

[0009] In this embodiment, a storage plan is created so that there is no need to shunt train sets at track platforms, or so that the number of train sets requiring shunting is minimized or minimized as much as possible. The storage plan creation device 101 determines the track platform (storage section) on which each train set will be stored based on time information including the arrival time of the train set at the target area and the departure time of the train set from the target area, and route information (section length information) including the length of the track platform. The arrival of a train set at the target area is called "entry," and the departure of a train set from the target area is called "departure." The time at which a train set enters the target area is called "entry time," and the time at which a train set departs from the target area is called "departure time." The storage plan creation device 101 creates a storage plan that includes the track platform determined for each train set.

[0010] The storage plan creation device 101 includes a time information input unit 100, a route information input unit 110, a time information storage unit 200, a route information storage unit 210, a storage plan creation unit 300, a storage plan storage unit 400, and an output unit 500. The storage plan creation unit 300 is a processing unit including an entry / exit sequence creation unit 310 and a storage plan optimization unit 320.

[0011] The time information input unit 100 receives input operations for time information including at least the times when each train set enters and leaves (enters and leaves) a vehicle depot, etc., from a user who is the operator of the storage plan creation device 101, and acquires the time information.

[0012] The route information input unit 110 receives an input operation of route information including at least the length and type of track number within a railway depot or the like from a user of the storage plan creation device 101, and acquires the route information. The track number type determines the directions in which a train can enter and exit the track number. Track number types include the LIFO (Last In First Out) system, the FIFO (First In First Out) system, and the FREE system, which will be described in detail later. A track number is an example of a storage section where a trainset is stored in a depot or the like, and is not limited to being called a track number.

[0013] The time information storage unit 200 stores the time information input to the time information input unit 100. The time information storage unit 200 is configured by a storage medium such as a memory or a hard disk, for example.

[0014] The route information storage unit 210 stores the route information input to the route information input unit 110. The route information storage unit 210 is configured by a storage medium such as a memory or a hard disk, for example.

[0015] The output unit 500 is a device that outputs information (placement plan output information) based on the placement plan created by the placement plan creation device 101. The output unit 500 is, for example, a display device capable of displaying data, such as a liquid crystal display, an organic electroluminescence display, an LED (Light Emitting Diode) display, or other types of display device. The output unit 500 may be a printer that prints data on paper, or a transmitting device that transmits data wirelessly or via a cable. In the following description, it is assumed that the output unit 500 is a display device.

[0016] A storage plan is data that assigns one or more target train sets to track numbers at a rolling stock depot, etc. A storage plan is created by assigning one or more target train sets to track numbers at a rolling stock depot, etc. Track numbers at a rolling stock depot, etc., include track numbers that can store multiple train sets in a row, track numbers with branches, and complex track number structures that combine these track numbers. The maximum number of cars that can be stored in a row on a certain track number is called the row storage capacity (capacity) of that track number. If the number of cars in a single train set (hereinafter referred to as the number of cars in a train set) is the same for all train sets, the row storage capacity may be the maximum number of train sets that can be stored in a row. In other words, the unit of row storage capacity may be the train set. In the first configuration example, all train sets have the same number of cars, and the row storage capacity (capacity) is set to the maximum number of train sets that can be stored in a row on a certain track platform.

[0017] Nighttime storage is an example of storage outside of business hours. Entering a depot means putting a train set into a depot or track number. Leaving a depot means leaving a train set from a depot or track number. In overnight storage, all train sets that have entered the depot cannot generally be shunted with other train sets until the start of commercial operations the next day, so restrictions are placed on departure the next day depending on the depot's track number structure, the type of each track, or which track numbers other train sets are parked on.

[0018] Figure 2 shows an example of a typical type of track layout. Long, thin lines indicate track numbers, and short, thick lines indicate train sets. Four train sets, L1 to L4, are parked on track R1. Track R1 allows entry and exit on only one side, with the other side being a dead end. This means that the last train set to enter the track is the first to leave, resulting in a "last in, first out" system. Therefore, a restriction is imposed that the order of entry and exit must be reversed for the same track. This type of track layout is called the LIFO system. In other words, the LIFO system is a system in which trains can enter a track (stop section) from a first direction, and can exit from the first direction, but cannot exit from a second direction opposite the first direction, and cannot enter from the second direction.

[0019] Figure 3 shows another example of a typical type of track platform structure. In this track platform structure, only trains can enter the station from one side of track platform R1, and only trains can leave from the other side. In this track platform structure, the first train to enter the station is the first to leave, a "first-in, first-out" system. A restriction is imposed that the order of entry and exit must match on the same track. This type of track platform is called the FIFO system. In other words, the FIFO system is a system in which trains can enter a track platform (stop section) from a first direction, but cannot exit from the first direction, and can exit from a second direction opposite the first direction, but cannot enter from the second direction.

[0020] In addition to the LIFO and FIFO systems, there is also a type of track structure that allows entry and exit from both ends of the track (not shown). This type of track structure will be called the FREE system. In other words, the FREE system means that trains can enter the track (stop section) from a first direction, exit from the first direction, and exit from a second direction opposite the first direction, and enter from the second direction.

[0021] The depot described below has the LIFO track layout shown in Figure 2.

[0022] In the above, a simplified track layout including only one track is shown for the purpose of explaining the track layout, but a vehicle depot or the like may have multiple track layouts.

[0023] Figure 4 shows an example of a depot with multiple track platforms using a LIFO track platform structure. Figure 5 shows an example of a depot with multiple track platforms using a FIFO track platform structure.

[0024] FIG. 6 shows an example of time information stored in the time information storage unit 200. It shows that the storage plans are being created for the sets L1 to L5. The time information includes the arrival time of each set at a rolling stock depot, etc. (a rolling stock depot or a storage station in the case of station storage) and the departure time of the next day. If there are multiple rolling stock depots, etc., the time information may also include information on the departure and arrival locations of each set.

[0025] The storage plan creation unit 300 (processing unit) in Figure 1 creates a storage plan that assigns each train set to a track number in a rolling stock depot or the like as a storage section where the train set will be stored, based on the time information in the time information storage unit 200 and the route information in the route information storage unit 210. The entry / exit sequence creation unit 310 in the storage plan creation unit 300 calculates the entry sequence (arrival sequence) and departure sequence (departure sequence) of the train sets based on the entry time and departure time (also called the next departure time) of each train set included in the time information. The departure sequence is also called the next departure sequence. Train sets with determined entry times and next departure times are sorted in order of their entry time and next departure time, respectively, to determine their entry sequence and departure sequence. FIG. 7 shows information on the order of arrival and departure of each train set (entry and departure order information) obtained as a result of sorting.

[0026] Here we will explain how to handle train sets that will not depart the next day, will not be switched tracks (moved to a different track), and whose departure time for the next day is not yet determined. Such train sets are called spare train sets. If there is one spare train set and there are n arbitrary train sets with determined departure times for the next day, the departure order of these spare train sets will be n+1. If there are multiple spare train sets, an appropriate departure order will be set that will not change the departure order of the spare train sets. For example, if there are two train sets that are spares the next day and are assigned to commercial operation the day after that, the departure order will be n+1 and n+2, in order of the earliest start time of commercial operation the day after that.

[0027] FIG. 8 shows an example of route information (track number information) in the route information storage unit 210. The track number information includes information about the track number length and track number type. The track number length information corresponds to information about the length of the storage section. The track number type information corresponds to direction information about the directions in which a train can enter a track number (storage section) and exit a track number (storage section).

[0028] The example in Figure 8 shows that there are two tracks, R1 and R2, in the target depot (target depot). The route lengths of tracks R1 and R2, i.e., the number of tandem storages, are 4 and 2, respectively. Both tracks R1 and R2 are LIFO type. As the number of target trains (target trains) for which a storage plan is to be created is 5 (see Figure 6), there is spare storage position (space) for one train in the target depot.

[0029] Information indicating the entry and exit sequence calculated by the entry and exit sequence creation unit 310 (entry and exit sequence information) is input to the storage plan optimization unit 320 (processing unit). The storage plan optimization unit 320 constructs a mathematical model in which the track number where each train set is stored is used as a decision variable. The storage plan optimization unit 320 calculates a solution to the mathematical model based on the entry and exit sequence information and route information (track number information), and creates a storage plan based on the calculated solution. First, we define the symbols used to describe the mathematical model when each train has the same number of cars.

[0030] TIFF0007735190000001.tif53164

[0031] An example of a constraint for creating a storage plan is shown in the following formula 1. Formula 1 is a constraint that all train sets p are stored on any track t.

[0032]

number

[0033] An example of a constraint that the number of stored train sets p does not exceed the number of trains stored in a column on track t is shown in the following equation 2.

[0034]

number

[0035] As mentioned above, the order of arrival and departure is restricted by the track type. If the order of arrival and departure times is equal for a LIFO system track, that is, Suppose a pair of train sets p and q, TIFF0007735190000004.tif11150, are stored in a vertical line. In this case, if the trains enter the depot according to their entry time, they will be lined up in the order of p and q from the back. Even if train set p attempts to depart according to its departure time, it will be unable to do so because train set q is already in its path. Therefore, it will be necessary to shunt train sets p and q when train set q enters the depot or before train set p departs. Therefore, on track t under the LIFO system, a constraint is required that prevents train set p and q, which require shunting, from being stored on the same track (allowing storage of only one of them). An example of this constraint is shown in Equation 3 below.

[0036]

number

[0037] In the FIFO system, a constraint is required to prevent a pair of trains p and q with opposite arrival and departure times from being stored on the same track (allowing only one of them to be stored). An example of this constraint is shown in the following equation 4.

[0038]

number

[0039] In the FREE system where trains can enter and exit from both ends, it is necessary to specify the direction of entry (also called the direction of entry) or the direction of exit (also called the direction of exit). pt Instead of the variable y ptio is used as a decision variable. ptio is a variable that is 1 when train set p enters (enters) from direction i, is parked on track t, and exits (departs) from direction o. The first direction is 0, and the second direction opposite the first direction is 1, with direction i and direction o each taking the value of 0 or 1. An example of a constraint on track t for the FREE system is shown in the following equation 5.

[0040]

number

[0041] Since formulas 3, 4, and 5 are written for each track, multiple track types can be mixed. Also, if there is a FREE type track, the variable y in formulas 1 and 2 pt variable y ptio Change to.

[0042] The placement plan optimization unit 320 generates constraint conditions that represent the above constraints, and solves the equations of the mathematical model based on the constraint conditions to find the variable y pt (y ptio ) is found to be an optimal or sub-optimal solution. That is, the storage plan optimization unit 320 determines the track number where the train set will be stored based on the constraint that prohibits shunting of train sets in the same track number (storage section). As a solution method, a mathematical programming solver such as GurobiOptimizer or CPLEX may be used, or a metaheuristic solution method such as gradient method, simulated annealing, or genetic algorithm may be used. As a result, for example, A solution such as TIFF0007735190000008.tif10146 is obtained. Based on the obtained solution, a placement plan is obtained.

[0043] FIG. 9 shows an example of a storage plan. The "Train Form" column and the "Train Platform" column in FIG. 9 show the allocation of each train set to a track platform. Taking train set L1 as an example, the track platform assigned to train set L1 is as follows: The stack is track R1 (t=R1), which corresponds to TIFF0007735190000009.tif11146. Stacks indicate each storage location within a single track, and are assigned identifiers Sx (x=1, 2, 3,...) in ascending order from the outbound side. The stack for each train set is determined based on the number of train sets to be stored on the track and the order in which they enter that track. For example, if the number of storage spaces on a track exceeds the number of train sets, the train sets may be arranged closer to the outbound side. In the example in Figure 9, the train set closest to the outbound side of that track is S1, the next closest is S2, and so on. If no shunting is required, the stacks of each train set after commercial operation will match the stacks of each train set before the next commercial operation. Figure 9 shows that the order in which each train set assigned to that track enters the track matches the reverse order of the next day's departure of each set. Therefore, the constraints on the order of entering and leaving the track under the LIFO system are satisfied. Specifically, taking track R1 as an example, the trains enter the track in the order of L1, L2, and L4, so they are stored in a vertical line from the outgoing side in the order of L4, L2, and L1. The next day's departure order is L4, L2, and L1, so each train departs in order from just before track R1. Therefore, a storage plan without shunting is obtained.

[0044] The placement plan optimization unit 320 generates placement plan output information for displaying the contents of the placement plan to the user based on the created placement plan (see FIG. 9) and time information (see FIG. 6). The placement plan storage unit 400 stores the placement plan output information generated by the placement plan optimization unit 320.

[0045] The output unit 500 is an output GUI that presents information to the user. It reads placement plan output information from the placement plan storage unit 400 and displays the read information on a screen. The output unit 500 may be a communication unit. In this case, the output unit 500 may transmit the placement plan output information to the user's terminal.

[0046] 10 and 11 show examples of storage plan output information. The storage plan output information in FIGS. 10 and 11 shows objects L1 to L5 (car train objects) for each train set and objects R1 and R2 (track object) for each track. Each train set object is located at the corresponding stack position in the track object for the track to which the train set is assigned. In FIG. 10, the object representing each train set is associated with the end time of commercial operation. In FIG. 11, the object representing each train set is associated with the start time of the next commercial operation. Referring to FIGS. 10 and 11, it can be seen that, for example, train set L2 will enter track R1 at 10:30 p.m., be stored at stack S2, and depart from track R1 at 5:45 a.m. the following day. Note that FIGS. 10 and 11 are merely examples of storage plan output formats, and the display format is not limited to these. For example, the end time of commercial operation and the start time of the next commercial operation may be displayed together. Alternatively, the displayed storage plan may be changed by displaying a bar for specifying the time and moving slides E1 and E2 to change the time. For example, if the end time of commercial operation and the start time of the next commercial operation are specified, the storage plans shown in Figures 10 and 11 may be displayed, respectively.

[0047] Below, we will explain what to do when there is no solution (a solution that satisfies the constraints) for the above-mentioned mathematical model, in other words, when a storage plan that does not require shunting cannot be obtained. In this case, in addition to the above-mentioned mathematical model, new symbols are defined. When there are multiple types of train schedules, symbols may be defined for each train schedule. As an example, if there is a train schedule for weekdays (weekday schedule) and a train schedule for holidays (holiday schedule), a symbol is defined for each. An example of this case is shown below. The symbols with "'' are the symbols that correspond to the holiday schedule.

[0048] TIFF0007735190000010.tif35170

[0049] The constraint that determines whether a pair of train sets that need to be shunted on a LIFO track platform should be kept on the same track platform is shown in the following equation 6. In other words, this constraint allows shunting of train sets on a LIFO track platform.

[0050]

number

[0051] The constraint that determines whether a set of train sets that need to be shunted on a FIFO track platform should be kept on the same track platform is shown in the following equation 7. In other words, this constraint allows shunting of train sets on a FIFO track platform.

[0052]

number

[0053] The constraint that determines whether a pair of train sets that need to be shunted on a FREE system track platform should be kept on the same track platform is shown in the following equation 8. In other words, this constraint allows shunting of train sets on a FREE system track platform.

[0054]

number

[0055] The following equation 9 is used to calculate the penalty for the number of train sets that require shunting. Since a storage plan with a small number of shunting sets is desirable, equation 9 is used as the objective function in this mathematical model. Alternatively, the objective function may be the sum of the term shown as the objective function in equation 9 and one or more terms shown as other objective functions in this embodiment or other embodiments described later, weighted by a coefficient. Based on the above constraints, the objective function is minimized or quasi-minimized. As a result, the variable y pt (y ptio) is found to be an optimal or quasi-optimal solution. As a solution method, a mathematical programming solver such as GurobiOptimizer or CPLEX may be used, or a metaheuristic solution method such as gradient method, simulated annealing, or genetic algorithm may be used. In this way, by determining the track on which to store a train based on the number of sets of trains that will undergo shunting on the same track, it is possible to minimize or quasi-minimize the number of sets of trains that will undergo shunting. A storage plan with low shunting costs can be obtained.

[0056]

number

[0057] If there is a set of trains that needs to be swapped, the output unit 500 may display information indicating that the set of trains needs to be swapped. pq If a solution of ≠1 is obtained, the output unit 500 may display information indicating that the pairs of train sets p and q need to be shunted. This information may be displayed by shading the objects representing the train sets p and q. Because it may be possible to create a storage plan that does not require shunting by changing the arrival times and next departure times of the train sets p and q, the output unit 500 may display information urging the user to change the arrival times and next departure times of the train sets p and q.

[0058] The operation of the placement planning device 101 in FIG. 1 will be described. FIG. 12 is a flowchart of an example of a placement plan creation process executed by the placement plan creation device 101.

[0059] First, the time information input unit 100 receives, via user input or the like, time information (see FIG. 6) including the arrival and departure times of each formation within a rolling stock depot or the like (step S101). The route information input unit 110 receives, via user input or the like, route information (see FIG. 8) including the track length and track type within a rolling stock depot or the like (same step S101). The time information input unit 100 and the route information input unit 110 store the time information and the route information in the time information storage unit 200 and the route information storage unit 210, respectively.

[0060] Next, the entry / departure sequence creation unit 310 calculates the entry / departure sequence of the trains based on the entry time and departure time of each train set included in the time information stored in the time information storage unit 200 (step S102). Information indicating the calculated entry / departure sequence (entry / departure sequence information) is input to the storage plan optimization unit 320.

[0061] Next, the storage plan optimization unit 320 creates a storage plan based on the entry / departure sequence information and the route information in the route information storage unit 210 so as to prohibit shunting or to minimize or reduce the number of shuntings as much as possible (step S103). Specifically, a solution is found for variables (variables indicating whether each train set is to be assigned to each track) that satisfy constraint conditions based on various constraints that achieve this objective. Alternatively, a solution is found for the variables so as to minimize or quasi-minimize the objective function while satisfying the constraint conditions. The storage plan optimization unit 320 stores the created storage plan in the storage plan storage unit 400. The storage plan optimization unit 320 may also generate storage plan output information for displaying the contents of the storage plan to the user, and store the storage plan output information in the storage plan storage unit 400.

[0062] The output unit 500 reads out the retention plan output information or the retention plan stored in the retention plan storage unit 400 and displays it on the screen (step S104). The user can easily understand the contents of the retention plan by checking the retention plan output information. This completes the retention plan creation process.

[0063] As described above, according to the first configuration example of the first embodiment, it is possible to create a storage plan that does not cause shunting of train sets on track platforms, or a storage plan that minimizes or quasi-minimizes the number of shunting train sets.

[0064] [Second configuration example] FIG. 13 is a block diagram of a storage plan creation device 101A, which is an information processing device according to a second configuration example of the first embodiment. Elements with the same names or functions as those in FIG. 1 in the first configuration example described above are assigned the same reference numerals. In the first configuration example, the number of cars (number of carriages) in all train formations is the same, but in the second configuration example, a case where the number of carriages in each train formation is different is described. Therefore, information on the number of carriages in each train formation is added. The storage plan creation device 101A according to the second configuration example further includes a moving object length information input unit 120 and a moving object length information storage unit 220 in addition to the storage plan creation device 101 according to the first configuration example. Hereinafter, explanations will be omitted except for changes or additions.

[0065] The moving body length information input unit 120 receives an input operation of moving body length information including the number of cars in each train as length information of each train (moving body) from the user of the storage plan creation device 101, and acquires moving body length information. The moving body length information includes information about the length of the moving body (train).

[0066] The moving object length information storage unit 220 stores the moving object length information input to the moving object length information input unit 120. The moving object length information storage unit 220 is configured by a storage medium such as a memory or a hard disk, for example.

[0067] The processing of the placement plan optimizing unit 320 in FIG. 13 will be described below, focusing on the differences from the first configuration example. 14 shows an example of information on the number of cars in a train set as moving body length information, which includes the number of cars for each train set as information on the length of the train set. Figure 15 shows an example of track number information as route information. The number of vehicles stored in a column is expressed by the number of cars.

[0068] Below, we will explain a mathematical model that can also be used when the number of cars in each train set is different.In addition to the mathematical model when the number of cars in each train set is the same, new symbols will be defined.

[0069] TIFF0007735190000015.tif9146

[0070] The constraint that the sum of the number of train cars to be stored does not exceed the number of cars stored in a column is shown in the following equation (10).

[0071]

number

[0072] The storage plan optimization unit 320 solves the mathematical model by replacing equation 2, which is a constraint in the mathematical model when the number of cars in each train set in the first configuration example is the same, with equation 10. In this way, the storage plan optimization unit 320 obtains a storage plan when given track number information in which cars are used as a unit of the number of cars in a row to be stored and information on the number of cars in the train set. Based on the storage plan, the storage plan optimization unit 320 creates storage plan output information for presenting the contents of the storage plan to the user. The output unit 500 displays the storage plan output information.

[0073] FIG. 16 shows an example of output from the output unit 500. FIG. 16 shows a storage plan before the next commercial operation. On platform R1, which has a 5-car tandem storage capacity, there are five cars stored: two-car trains L1 and L2, and one-car train L4. On platform R2, which has a 3-car tandem storage capacity, there are two cars stored: one-car trains L3 and L5. There is one car available on platform R2.

[0074] As described above, according to the second configuration example of the first embodiment, even if the number of cars in each train set is different, it is possible to create a storage plan that does not exceed the number of tandem storages on the platform.

[0075] [Third configuration example] 17 is a block diagram of a placement plan creation device 101B which is an information processing device according to a third configuration example of the first embodiment. The placement plan creation device 101 according to the third configuration example further includes a route connection information input unit 130, a route connection information storage unit 230, and an entry / exit constraint creation unit 330 in addition to the components of the placement plan creation device 101 according to the second configuration example.

[0076] The route connection information input unit 130 receives input operations of route connection information including at least the connection relationship of track numbers (track number structure) within a railway depot, etc. from the user of the storage plan creation device 101, and acquires the route connection information.

[0077] The route connection information storage unit 230 stores the route connection information input to the route connection information input unit 130. The route connection information storage unit 230 is configured by a storage medium such as a memory or a hard disk, for example.

[0078] The processing of the entry / exit constraint creation unit 330 in FIG. 17 will be described in detail below. Figure 18 shows an example of a track number structure represented by route connection information. The track number structure has a branching tree structure. From the track number structure, it is possible to identify other routes that a train set passes through when entering or leaving a route. In this example, track number R1 branches out to tracks R2 and R3. Track numbers R1 to R3 are connected in a LIFO system, and trains must pass through track number R1 when entering or leaving tracks R2 or R3. In other words, because track number R2 and track number R1 are connected in series, trains must pass through track number R1 when entering or leaving track number R2. Similarly, because track number R3 and track number R1 are connected in series, trains must pass through track number R1 when entering or leaving track number R3.

[0079] The entry / exit constraint creating unit 330 in Fig. 17 creates entry / exit constraints based on the route connection information. Below, a mathematical model in the case where the track platform has a tree structure or the like will be described using the track platform structure in Fig. 18 as an example.

[0080] The constraints that prevent a pair of trains that need to be shunted from being parked on multiple tracks that are in a serial relationship are shown in the following equations 11 and 12. Equations 11 and 12 are equivalent to equation 3 when platform R2 and platform R1, which trains pass through when entering and leaving platform R2, are considered to be one platform. Equation 12 represents the constraint that train set p, which has an earlier entry time, should not be parked on platform R1 and train set q, which has a later entry time, should not be parked on platform R2 at the same time.

[0081]

number

number

[0082] Equation 12 can be decomposed into equations 13 and 14, which are the track assignments that require one shunting when entering the station and the track assignments that require two shuntings when entering and leaving the station.

number

number

[0083] The constraints expressed by equations 11 and 12 relate to track number R2 and track number R1, but the constraints relating to track number R3 and track number R1 can be written in a similar manner. Also, if the track number type is FIFO or FREE, equations 11 and 12 can be modified appropriately.

[0084] The storage plan optimization unit 320 solves the mathematical model using the constraints of Equation 11 and Equation 12, instead of the constraint of Equation 3 in the first configuration example. The storage plan optimization unit 320 determines the track number (storage section) on which the train set will be stored, based on the constraint that prohibits shunting of train sets between multiple track numbers (first storage section and second storage section) in series. This allows the storage plan optimization unit 320 to create a storage plan that does not cause shunting when the track numbers have a branched structure.

[0085] If shunting of trains is allowed, add S to the right side of equations 11 to 14. pq(a variable that is 1 when shunting occurs) is added. The storage plan optimization unit 320 calculates the number of sets of trains that will require shunting between multiple line platforms (first storage section and second storage section) in series, and determines the track platform (storage section) where the trains will be stored based on the number of sets (by minimizing or quasi-minimizing the number of sets). This makes it possible to obtain a storage plan that minimizes or quasi-minimizes the number of shuntings.

[0086] As described above, according to the third configuration example of the first embodiment, even when the track has a branched structure, it is possible to create a storage plan that does not cause shunting, or a storage plan that minimizes or quasi-minimizes the number of shuntings.

[0087] [Fourth configuration example] 19 is a block diagram of a retention plan creation device 101C which is an information processing device according to a fourth configuration example of the first embodiment. The retention plan creation device 101C according to the fourth configuration example further includes a retention condition information input unit 140, a retention condition information storage unit 240, and a retention constraint creation unit 340 in addition to the components of the retention plan creation device 101B according to the third configuration example.

[0088] The storage condition information input unit 140 accepts input operations for storage condition information from a user of the storage plan creation device 101, and acquires the storage condition information. The storage condition information includes storage conditions for storing a train set on each platform, or storage conditions for storing a train set at a storage position (stack) within each platform. The storage condition information includes a penalty value that is assigned when the storage condition is not met. For example, there is at least one of a penalty value for each storage position on the platform and a penalty value related to the entry / exit time of each platform.

[0089] The storage condition information storage unit 240 stores the storage condition information input to the storage condition information input unit 140. The storage condition information storage unit 240 is configured by a storage medium such as a memory or a hard disk, for example.

[0090] The processing of the retention constraint creating unit 340 in FIG. 19 will be described in detail below. FIG. 20 is a diagram illustrating an example of storage condition information. The storage condition information includes penalty values ​​for each storage position and penalty values ​​related to the entry and exit times for each route. For simplicity, it is assumed that the number of cars in each formation is the same. Furthermore, it is assumed that the track number information as route information is as shown in FIG. 8.

[0091] As shown in Figure 20, platform R1, which has four trains stored in a tandem, can be interpreted as including four stacks S1 to S4, and similarly, platform R2, which has two trains stored in a tandem, can be interpreted as including two stacks S1 and S2. A stack represents a storage position. A penalty based on the storage position is added to the objective function when a train is stored in a position corresponding to a specific stack.

[0092] As shown in Figure 20, the penalty value for the storage position corresponding to stack S2 on track platform R2 is 1, and the penalty value for stacks other than stack S2 is 0. Therefore, when four and one train sets are assigned to tracks R1 and R2, respectively, the increase in the objective function value is 0. When three and two train sets are assigned to tracks R1 and R2, respectively, the increase in the objective function value is 1.

[0093] Penalties based on storage positions include the above-mentioned penalties related to specific storage positions, as well as penalties related to a combination of a specific train set and a storage position, such as specifying the storage position of the train set.

[0094] The penalty for the entry and departure times for each platform is a penalty for the entry and departure times of trains parked on each platform. For example, a condition for the entry time (entry time condition) and a condition for the departure time (departure time condition) can be set for each stack or platform. A penalty value is added depending on whether each condition is met. For example, a range of entry times can be set, and if the entry time is within the range, the entry time condition is met, and if it is not within the range, the entry condition is not met, and a penalty value is added. If neither condition is met, both penalty values ​​corresponding to both conditions can be added. Introducing a penalty for the entry time and a penalty for the departure time can satisfy the request to give priority to trains that depart earlier on that platform. One reason for this request is that a platform used for overnight storage can also be used for yard work. The penalty for the entry and departure times reflects such user preferences.

[0095] 19 creates constraints (placement constraints) based on the placement condition information. In addition to the mathematical model described above, new symbols are defined.

[0096] TIFF0007735190000021.tif18160

[0097] The constraint for storing the train set closer to the front of the platform (the side of the platform where the train set can enter and leave (the side where it can enter and leave)) is shown in the following equation 15. ti is a variable introduced to count the number of trains parked on track t. In reality, it is not necessary to park trains assigned to a track in a forward direction.

[0098]

number

[0099] The constraint on the track capacity is shown in the following equation 16. This constraint is similar to equation 2 of the mathematical model when each train has the same number of cars.

[0100]

number

[0101] The calculation formula for the penalty due to the placement position is shown in the following formula 17. The placement plan optimization unit 320 generates formula 17 as an objective function. The placement plan optimization unit 320 generates constraint conditions representing constraints such as the above formulas 15 and 16, and minimizes or quasi-minimizes the objective function of formula 17 so as to satisfy the constraint conditions. Alternatively, the objective function may be obtained by weighting the term shown as the objective function in formula 17 and one or more terms shown as other objective functions in this embodiment or other embodiments by a coefficient and adding them together.

number

[0102] In this way, the storage plan optimization unit 320 determines the track number on which each train set will be stored based on the sum of at least one penalty value among the penalty value related to the storage position, the penalty value related to the arrival time, and the penalty value related to the departure time. This makes it possible to create a storage plan that minimizes the number of shunting train sets while suppressing the number of train sets stored at undesired storage positions.

[0103] As described above, according to the fourth configuration example of the first embodiment, it is possible to create a storage plan that minimizes the number of shunting trains while suppressing the number of trains that are stored at positions where users do not want them to be stored.

[0104] [5th ​​configuration example] 21 is a block diagram of a placement plan creation device 101D that is an information processing device according to a fifth configuration example of the first embodiment. The placement plan creation device 101D according to the fifth configuration example further includes an original placement plan information input unit 150, an original placement plan storage unit 250, and a difference constraint creation unit 350, in addition to the components of the placement plan creation device 101C according to the fourth configuration example.

[0105] The original retention plan information input unit 150 receives an input operation of original retention plan information from a user of the retention plan creation device 101, and acquires the original retention plan information. The original retention plan information includes, for example, a retention plan of the previous day, a retention plan before a schedule change, or a retention plan before or after a change due to a schedule disruption.

[0106] The original placement plan storage unit 250 stores the original placement plan information input to the original placement plan information input unit 150. The original placement plan storage unit 250 is configured by a storage medium such as a memory or a hard disk, for example.

[0107] The processing of the differential constraint creating unit 350 in Fig. 21 will be described in detail below. The differential constraint creating unit 350 creates a constraint (differential constraint) that evaluates the difference between the original placement plan information and the placement plan to be created. In this configuration example 5, by using the differential constraint, a placement plan with a small difference from the original placement plan is created. For this reason, in addition to the mathematical model described above, new symbols are defined.

[0108] TIFF0007735190000025.tif25170

[0109] The constraint that the track where the train set p is to be stored matches the original storage plan is shown in the following equation 18. In other words, if it does not match the original storage plan, the left side is 1, and accordingly the right side becomes z p = 1. If it matches the original placement plan, the left side will be 0, and the right side will be z p = 0. The differential constraint creating unit 350 creates the constraint of Expression 18 as the differential constraint.

[0110]

number

[0111] The penalty for a discrepancy with the original storage plan is shown in the following equation 19. The storage plan optimization unit 320 generates equation 19 as an objective function. The storage plan optimization unit 320 generates constraint conditions representing constraints such as equation 18, and minimizes or quasi-minimizes the objective function so as to satisfy the constraint conditions. Alternatively, the objective function may be a weighted sum of the term shown as the objective function in equation 19 and one or more terms shown as other objective functions in this or other embodiments. This makes it possible to obtain a storage plan that minimizes or quasi-minimizes the number of trainsets to be stored on tracks different from those in the original storage plan.

[0112]

number

[0113] The solution is z p If y^ = 1 is obtained, it means that the track number where the train set p is to be stored is different from the original storage plan. The storage plan optimization unit 320 may generate information indicating that the track number where the train set p is to be stored is different from the original storage plan, and may display the generated information on the output unit 500. pt The storage plan optimization unit 320 may generate information indicating the track number t (in the original storage plan) for which y = 1, and display the generated information on the output unit 500. pt = 1 (i.e., the track number t where the train set p is parked) may be shaded.

[0114] The above mathematical model is an example, and other objective functions and constraint equations may be used.

[0115] As described above, according to the fifth configuration example of the first embodiment, it is possible to create a storage plan in which the number of train sets to be stored on tracks different from those in the original storage plan is minimized or quasi-minimized.

[0116] (Second embodiment) The second embodiment of the present invention will be described below by taking the case of creating a railway vehicle operation plan as an example.

[0117] A rolling stock operation plan is a plan that determines the allocation of train sets to a timetable that specifies departure times (departure times) and arrival times (arrival times) for target areas such as stations and rolling stock depots. The target area from which a train set departs is called the departure location or departure area, and the target area from which a train set enters is called the entry location or entry area. For example, if a train set leaves a rolling stock depot and enters a station for storage (storage station), the departure area is the rolling stock depot and the entry area is the station.

[0118] An operation schedule to which the same vehicle is assigned is called a "route." A route is a schedule from departure from a target area such as a depot or storage station to arrival at the target area. An example of a route is "Departure from depot at 05:10 - Arrival at Station A at 06:00 - Departure from Station A at 06:10 - Arrival at Station B at 06:20 - Departure from Station B at 06:25 - Arrival at depot at 23:50," which is a combination (arranged in order) of a series of operations from departure from a depot to arrival at the depot. In this example, the route covers a long period from early morning to late afternoon, but there are also short routes, such as a route from early morning to late morning. Therefore, a single vehicle may be assigned not only one route per day, but also multiple routes.

[0119] A set of routes that are assigned to the same train set per day is called a "route bundle" (operation schedule bundle). Therefore, a route bundle may contain either one route or multiple routes. For example, a train set may be assigned one route from early morning to late afternoon, or two routes, one for part of the morning and one for part of the afternoon. If a route bundle contains only one route, it corresponds to one route.

[0120] Based on the train schedule, multiple trip bundles to which one of the trains should be assigned in a day are obtained. The number of trip bundles corresponds to the number of trains in operation.

[0121] When multiple route bundles are arranged in order (when multiple route bundles are combined), if the entrance location (entrance area) of the former route bundle and the departure location (departure area) of the latter route bundle in consecutive route bundles match, the sequence of route bundles is called an operational pat- tern. In other words, when a route bundle sequence is cyclically assigned to each train set by shifting one route bundle (or multiple route bundles) at a time, and the entrance location on the previous day (previous business day) and the departure location on the next day (next business day) match, the route bundle sequence is called an operational pat- tern.

[0122] For example, consider a case where there are six trip bundles (let's say L1 to L6). If (L4, L5, L2, L1, L6, L3) is the operating route pattern, the departure point of trip bundle L3 coincides with the arrival point of trip bundle L6, the departure point of trip bundle L6 coincides with the arrival point of trip bundle L1, and so on. The departure point of trip bundle L4 coincides with the arrival point of trip bundle L3.

[0123] The entry location (entrance area) of a journey bundle is the entry location (entrance area) of the last journey among one or more journeys included in the journey bundle. The departure location (departure area) of a journey bundle is the departure location (departure area) of the first journey among those one or more journeys included in the journey bundle. Therefore, if a journey bundle contains only one journey, the entry location of the journey bundle is the entry location of that one journey, and the departure location of the journey bundle is the departure location of that one journey.

[0124] The entry location (entrance area) and departure location (departure area) refer to target areas such as a train depot or storage station. When multiple trains depart from the same target area, the platform they leave (depart), i.e., the platform they were stored on, may be different or the same, as long as they depart from the same target area. Similarly, when multiple trains enter the same target area, the platform they enter (enter), i.e., the platform they are stored on, may be different or the same, as long as they enter the same target area.

[0125] When assigning a bundle of journeys to each of multiple trains, the assignment of the bundles of journeys included in the operational pat- tern is shifted by one journey each business day (the last bundle of journeys moves to the front; in other words, the bundles of journeys move cyclically within the operational pat- tern), making it possible to assign journeys to multiple trains efficiently and easily. Specific examples of operational pat- terns will be described later.

[0126] Many railway operators prepare multiple operation schedules, such as weekday schedules and holiday schedules, to accommodate changes in demand depending on the day of the week. In this case, an operation patrol pattern is created for each operation schedule, and the operation patrol pattern is switched in accordance with the change in operation schedule. For example, if there are operation schedules for weekdays and holidays, the weekday operation patrol pattern is assigned for normal Monday through Friday, and the holiday operation patrol pattern is assigned for Saturdays, Sundays, and non-periodic holidays.

[0127] [First configuration example] 22 is a block diagram of an operation plan creation device 102, which is an information processing device according to a first configuration example of the second embodiment. Based on multiple pieces of bus schedule information indicating different bus schedules, the operation plan creation device 102 creates an operation route pattern in which journey bundles are arranged for each bus schedule, and a correspondence table in which journey bundles are associated with each other between bus schedules. The journey bundles associated in the correspondence table have the same departure and arrival locations. In this example, an operation route pattern for each bus schedule is created so that journey bundles at the same position in the operation route pattern for each bus schedule are associated with each other in the correspondence table. This is called the operation route patterns being synchronized (details will be described later).

[0128] The operation plan creation device 102 includes a bus schedule information input unit 160, a bus schedule information storage unit 260, a work information input unit 170, a work information storage unit 270, a period information input unit 180, a period information storage unit 280, an operation plan creation unit 302 (processing unit), an operation tour pattern storage unit 410, a correspondence table storage unit 420, and an output unit 500.

[0129] The operation plan creation unit 302 is a processing unit including a route bundle creation unit 361 , an entry / exit sequence creation unit 362 , an operation plan optimization unit 360 , an operation label creation unit 370 , and a periodic constraint creation unit 380 .

[0130] The bus schedule information input unit 160 receives an input operation of bus schedule information including bus schedules of at least one or more routes from a user of the operation plan creation device 102, and acquires bus schedule information. For example, bus schedule information for weekdays and bus schedule information for holidays are acquired.

[0131] The bus schedule information storage unit 260 stores the bus schedule information acquired by the bus schedule information input unit 160. The bus schedule information storage unit 260 is configured by a storage medium such as a memory or a hard disk, for example.

[0132] The route bundle creation unit 361 creates one or more route bundles by combining routes included in the bus schedule based on the bus schedule information in the bus schedule information storage unit 260.

[0133] The entry / exit sequence creation unit 362 creates an entry sequence and an exit sequence for one or more route bundles created by the route bundle creation unit 361.

[0134] Figure 23 shows an example of creating a vehicle operation plan for weekdays using a single operational patrol pattern, and then switching to another single operational patrol pattern midway to create a vehicle operation plan for holidays. The upper diagram in Figure 23 shows (L3, L6, L1, L2, L5, L4) as an example of an operational patrol pattern (in this example, an operational patrol pattern for weekdays). A black triangle indicates that work will be performed. For example, route bundle L1 will perform at least one of inspection and cleaning as work.

[0135] The lower diagram in Figure 23 shows an example of obtaining a periodic vehicle operation plan by repeatedly assigning the weekday operation pat- tern to vehicles 1 to 6, shifting it cyclically by one route bundle per day, from January 1st to January 5th. The period of the vehicle operation plan created in this way is the length (number of elements) of the operation pat- tern, i.e., the number of vehicles.

[0136] Since January 6th and January 7th are holidays, it is necessary to switch the operational route pattern in accordance with the change in the train schedule from January 5th to January 6th. A method for switching multiple operational route patterns in accordance with the train schedule will be explained using an example different from that shown in Figure 23.

[0137] On the first day, operation schedule 1 (hereafter referred to as schedule 1) is used, and from the second day onwards it switches to operation schedule 2 (hereafter referred to as schedule 2). Operational patrol pattern 1 corresponds to schedule 1, and operation schedule 2 corresponds to schedule 2. The allocation of multiple route bundles to each train set based on schedule 1 on the first day is assumed to be given in advance. There is a one-to-one correspondence between the route bundles in the operation schedule 1 and the route bundles in the operation schedule 2. In other words, the departure and arrival locations of corresponding route bundles (on the same day) are the same. In such a case, the operation schedule 1 and operation schedule 2 patterns are said to be synchronized with each other.

[0138] When they are synchronized with each other, the trip bundle assigned to each unit on the second day after switching to timetable 2 will be the trip bundle in operational circuit pattern 2 (hereinafter referred to as the next trip bundle), which corresponds to the trip bundle on the day after (the next position) of the trip bundle assigned to each unit on the first day in operational circuit pattern 1. Similarly, the trip bundle on the third day will be the trip bundle on the day after (the next trip bundle) of the trip bundle assigned in operational circuit pattern 2. For example, if a unit is assigned the first trip bundle in operational circuit pattern 1, on the second day it will be assigned the second trip bundle in operational circuit pattern 2, and on the third day it will be assigned the third trip bundle in operational circuit pattern 2. In this way, from the second day onwards, operational circuit pattern 2 is assigned to operational circuit pattern 1, shifting the trip bundle by one trip bundle at a time. Note that consecutive trip bundles in operational circuit pattern (1 or 2) have connected entry and exit points (the entry point of the former trip bundle matches the departure point of the latter trip bundle). In this way, when switching from timetable 1 to timetable 2, the operation plan after the switch can be easily created by shifting the operation pat- tern 2 by one bundle of routes from the operation pat- tern 1 and allocating it.

[0139] The above explanation has been given using timetables 1 and 2 as examples, but further explanation will be given using weekday timetables and holiday timetables as examples. Figure 24 shows information (a correspondence table) that provides a one-to-one correspondence between the weekday schedule and the holiday schedule. The departure and arrival locations of corresponding journey bundles match (departure locations are not shown). In other words, the departure and arrival locations of corresponding journey bundles between different schedules match. Also shown is the operational route pattern based on the weekday schedule (L4 → L5 → L2 → L3 → L1) and the operational route pattern based on the holiday schedule (L'2 → L'5 → L'3 → L'4 → L'1). Journey bundles in the same row of the weekday and holiday operation route patterns correspond to each other in the correspondence table. L1 and L'1 correspond, L3 and L'4 correspond, L2 and L'3 correspond, L5 and L'5 correspond, and L4 and L'2 correspond. Therefore, the route bundles that are in the same position (same day number) in the weekday and holiday operation pat- terns correspond to each other in the correspondence table (their departure and arrival points match). Therefore, the weekday and holiday operation pat- terns are synchronized with each other.

[0140] If the weekday and holiday operation patterns are synchronized, the operation pattern can be switched when a timetable change occurs by shifting the holiday operation pattern by one route bundle, just as when shifting the weekday operation pattern for the next day by one route bundle.

[0141] As shown in the lower diagram of Figure 24, when switching the operation route pattern from January 5th to January 6th, the holiday operation route pattern can be assigned with one route bundle shifted. This makes it easier to create an operation plan after the switch, even when the timetable is changed.

[0142] In this embodiment, it is possible to create operational route patterns that are synchronized with each other among a plurality of bus schedules.

[0143] Below, we will explain how to create a vehicle operation plan for a certain route (target route). The target route is given two timetables, one for weekdays and one for holidays. Each timetable includes the IDs of multiple routes, the departure and arrival locations for that route, and the departure and arrival times for that route. The arrival and departure locations are either a vehicle depot or a station (in other words, in this example, there is only one vehicle depot and only one storage station). There are six train sets. For simplicity, we will assume that each train set has the same number of cars.

[0144] Figure 25 shows an example of bus schedule information. The weekday bus schedule (weekday schedule) includes eight routes L1, L2, L3, ..., L8. The holiday bus schedule (holiday schedule) includes seven routes L'1, L'2, L'3, ..., L'7.

[0145] The weekday timetable includes route L1 entering the station and route L5 departing the station, and all other routes enter and exit the depot. Similarly, the weekend timetable includes route L'1 entering the station and route L'5 departing the station, and all other routes enter and exit the depot.

[0146] Route L'6 is not technically a route, but indicates that the train will not be put into commercial operation and will be kept at a depot. When a train is kept at a depot all day, such an operation is assigned to the train as a route (reserve route). Since it is necessary to take into account the case where a train is kept at a depot all day, such an operation is also treated as a route (reserve route). Entry and departure times (entry and departure times) are not given to reserve routes.

[0147] Routes L5, L6, and L'5 enter and depart in the morning. These routes are called "morning routes." Routes L7, L8, and L'7 enter and depart in the afternoon. These routes are called "afternoon routes."

[0148] After commercial operation ends, a train set is stored on a track number at a depot or a station (storage station) until commercial operation begins the next day. This type of storage is called overnight storage. Of overnight storage, overnight storage at a station is specifically called "outside storage." A route (route bundle) that is designated to enter a station track number for outside storage at the end of commercial operation is called a "route (route bundle) with outside storage." In this example, the routes with outside storage in the weekday and holiday timetables are routes L1 and L'1, respectively.

[0149] FIG. 26 shows an example of work information stored in the work information storage unit 270. A specific task needs to be performed on a train set. Examples of the task include at least one of a routine inspection (e.g., inspection of brake equipment, signal lights, etc.) and cleaning. The ability to perform work on a certain route bundle (journey) means that the task can be assigned to the train set to which the route bundle (journey) is assigned. The time periods and locations (mainly depots) where the work can be performed are specified. The availability of the work can be determined by whether the train set assigned to the route bundle satisfies the time and location conditions. For example, the fulfillment of the conditions can be determined by whether the train set is parked at the specified location during the specified time period. These conditions are referred to as "work execution conditions," and the aforementioned time periods and locations related to these conditions are referred to as "work information." In the example of FIG. 26, the work location where the work can be performed is the depot, and the time period is 11:00 to 15:00. In the weekday timetable example of FIG. 25, routes L5, L6, L7, and L8 satisfy the work execution conditions.

[0150] FIG. 27 shows an example of the periodicity information stored in the periodicity information storage unit 280. The periodicity information includes conditions (periodicity conditions) regarding the intervals between work tasks. For example, a statutory period is set for daily inspections. It is desirable to periodically perform cleaning and other tasks. Furthermore, a trainset assigned a bundle of trips involving outside storage will not enter the depot for a certain period of time, during which time daily inspections and cleaning and other tasks cannot be performed. For safety reasons, it is generally preferable not to assign the same trainset to bundles of trips involving outside storage consecutively or at short time intervals. In an operation plan created using a single operational pat- tern (e.g., a weekday or holiday operational pat- tern), the time intervals during which workable trip bundles are assigned and the time intervals during which trip bundles involving outside storage are assigned are equal to the intervals in the operational pat- tern. Therefore, it is desirable to allocate these trip bundles (workable trip bundles and trip bundles involving outside storage) in the operational pat- tern according to the periodicity conditions, i.e., evenly.

[0151] The periodic conditions shown in the example of Figure 27 include the maximum work interval (four days in this example) and the minimum work interval (two days in this example) as the number of days for the interval (called the work interval) at which workable journey bundles are placed in the operational patrol pattern. Other examples of periodic conditions may include the maximum value or minimum value, or both, of the outside retention interval, which is the interval at which outside retention (if there are multiple) is placed. By appropriately setting the periodic conditions, such as at least one of the work interval and the outside retention interval, workable journey bundles and journey bundles with outside retention can be placed at appropriate intervals.

[0152] The process of creating an operational route pattern for each of a plurality of bus schedules by the operation plan creation unit 302 in FIG. 22 will be described in detail below.

[0153] The journey bundle creation unit 361 in Figure 22 creates one or more journey bundles for each bus schedule by combining the journeys included in the bus schedule. The journey bundle is created according to the following rules. The journey bundle ID is the ID of the first journey among the journeys included in the journey bundle. If the journey bundle contains one journey, the ID of that journey becomes the journey bundle ID. Rule A: For routes that operate commercially throughout the day, create a route bundle that includes only that route. Rule B: For multiple routes, such as a morning route and an afternoon route, if the arrival and departure locations match (for example, the arrival location (entry location) of the morning route matches the departure location (departure location) of the afternoon route), and the time periods do not overlap, then these multiple routes are combined to create a single route bundle. Rule C: For a backup route, create a route bundle that includes only that backup route.

[0154] Six journey bundles, equal to the number of trains, are created from each of the weekday and holiday timetables. When creating a single journey bundle by combining one morning journey and one afternoon journey, this journey bundle is described as (morning journey ID, afternoon journey ID). Specifically, from the weekday timetable, two journey bundles (L5, L7) and (L6, L8) or two journey bundles (L5, L8) and (L6, L7) can be created. Here, the former is adopted, and two journey bundles (L5, L7) and (L6, L8) are created. From the holiday timetable, either two journey bundles containing only one each of journey L'5 and L'7, or one journey bundle (L'5, L'7) can be created. In this example, one of the six trains is designated as a spare train (spare car), and the latter is adopted to enable a spare route to be assigned to the spare train, and one route bundle (L'5, L'7) is created.

[0155] Figure 28 shows the route bundles L1 to L6 and route bundles L'1 to L'6 created from the weekday and holiday timetables shown in Figure 25, respectively, in accordance with rules A to C. In both the weekday and holiday timetables, the number of route bundles matches the number of train formations.

[0156] The arrival and departure sequence creation unit 362 in FIG. 22 calculates the arrival and departure sequences of a plurality of journey bundles for each weekday schedule and holiday schedule according to the following procedure. Step 1: For a trip bundle containing multiple trips created using Rule B, the departure time of the first trip included in the trip bundle and the arrival time of the last trip included in the trip bundle are set as the departure time and arrival time of the trip bundle, respectively. Step 2: The route bundles created by Rule A and Rule B are sorted by arrival time and departure time, respectively, and are then sorted into arrival order and departure order. Step 3: Numbers are assigned to the trip bundles created by rule C in ascending order, starting from 1. The arrival and departure orders are determined by adding this number to the number of trip bundles created by rule A and rule B, and by subtracting this number from the total number of trip bundles plus 1. For example, if the total number of trip bundles is N and the sum of the number of trip bundles created by rule A and rule B is M (the number of trip bundles created by rule C is N-M), then the departure order of the first trip bundle created by rule C is M+1 and the arrival order is N. Similarly, the arrival and departure order of the second trip bundle created by rule C is M+2 and N-1, respectively, and so on. The arrival and departure order of the (N-M)th trip bundle is M+(N-M)=N and N+1-(N-M)=M+1, respectively.

[0157] As can be seen from Figure 28, on the target lines, the departure order for weekday timetables is L2, L3, L5, L1, L6, L4, and the arrival order is L2, L3, L5, L6, L1, L4. Similarly, the departure order for weekend timetables is L'2, L'3, L'5, L'1, L'4, L'6, ​​and the arrival order is L'6, ​​L'2, L'3, L'5, L'1, L'4.

[0158] The work label creation unit 370 in Figure 22 sets the work label of a journey bundle that satisfies the work execution conditions (see Figure 26) to "1", and sets the work label of a journey bundle that does not satisfy the work execution conditions to "0". On the target route, the work labels of journey bundles L5, L6, L'5, and L'6 that include storage at the vehicle depot from 11:00 to 15:00 will be "1", and the work labels of other journey bundles will be "0".

[0159] As a result of the above processing, the operation plan creation unit 302 creates a journey bundle table that indicates the attributes of the journey bundle for each weekday schedule and holiday schedule. Figure 29 shows examples of journey bundle tables for weekday and holiday schedules. The journey bundle table includes the journey bundle ID, departure order, arrival order, departure location, arrival location, and operation label.

[0160] The operation plan optimization unit 360 in FIG. 22 creates an operation tour pattern and a correspondence table by constructing a mathematical model and calculating its solution.

[0161] The mathematical model is defined as a traveling salesman problem (or Hamiltonian cycle problem) on a graph, with route bundles as vertices and connections between route bundles as edges. We use a free formulation (ff), which is a formulation in which a virtual salesman picks up one item each time he visits a city (vertex) and transports the item along the edges between cities. In ff, it is necessary to determine a city (vertex) that serves as the base point for resetting the number of items to zero. This is equivalent to determining the route bundle that serves as the base point for the operating route pattern. In this example, the route bundles that serve as the base points for the operating route patterns corresponding to the weekday and holiday schedules, respectively, are route bundles L1 and L'1 with station storage, respectively. The symbols used to describe the mathematical model are defined below.

[0162] TIFF0007735190000028.tif126170

[0163] <Constraints on operational patrol patterns> The constraints on the operational patrol pattern are as follows: First, we show the constraint that the arrival location of a trip bundle connects with the departure location (next departure location) of the next trip bundle. This constraint is common to both weekday and holiday schedules, so only the weekday schedule is described. The constraint for the holiday schedule can be obtained by replacing the variables in the weekday schedule with the variables in the holiday schedule. The following equations 20 and 21 are constraints that determine the next trip bundle so that the arrival point of a trip bundle matches the departure point of the next trip bundle. In other words, this constraint uniquely determines the trip bundle q (or p) that comes after trip bundle p (or q).

[0164]

number

number

[0165] If a salesman does not virtually pass between cities p and q (between cities p and q), the constraint that the number of items passing between cities p and q is zero is shown in the following equation 22.

number

[0166] The number of items that a salesman is carrying when he virtually departs from city p is shown in the following formula 23. The number of items is calculated from the starting city p depot In other words, it corresponds to the order of the route bundle p counted from the starting point of the route bundle. depot Assuming that city p is visited as the 0th city, this represents the number of times city p was visited. For city q, which is not passed after city p, u is used as the number of times city p was visited. qp becomes zero.

number

[0167] The salesman hypothetically travels to a city other than the base city, p (≠p depot The constraint that the number of items carried when departing from the destination increases by one from the number of items carried when arriving is shown in the following equation 24.

number

[0168] The salesman is based in the virtual city p depot The constraint that the number of items carried when departing is reduced by (P-1) from the number when arriving is shown in the following equation 25.

number

[0169] <Cyclic conditions> Next, the period constraint will be described. 22 creates constraints (period constraints) relating to period conditions based on period information. First, period constraints relating to a single operational patrol pattern are shown. The following formulas 26 to 30 are period constraints relating to work.

[0170] More specifically, Equations 26 to 28 are constraints that count the number of days elapsed since the workable journey bundle p(k p = 1) p The constraint that k is zero is shown in the following equation 26. p If =1, then d p Set to zero.

number

[0171] The constraint that the number of days elapsed for journey bundle q, which is the next journey bundle of journey bundle p, is one greater than the number of days elapsed for journey bundle p is shown in the following equations 27 and 28.

number

number

[0172] The constraint that the work interval is equal to or less than the maximum work interval is shown in the following equation (29).

number

[0173] The constraint that the work interval is equal to or greater than the minimum work interval is shown in the following equation 30.

number

[0174] [Constraints for creating a correspondence table of weekday and weekend schedules] Next, we present the constraints for creating a correspondence table of weekday and weekend schedules. The constraints for one-to-one correspondence between the weekday and holiday schedules are shown in the following equations 31 and 32. In other words, this constraint prevents a situation in which a weekday schedule has a corresponding trip bundle in the holiday schedule that does not exist, or a situation in which multiple trip bundles in the holiday schedule have a corresponding trip bundle in the weekday schedule.

number

number

[0175] [Constraints for synchronizing operational patrol patterns] This shows the constraints for synchronizing operational patrol patterns. Corresponding trip bundles in the correspondence table must have the same departure and arrival locations. On the target route, there is one trip bundle with outside storage, trip bundles L1 and L'1, for the weekday and holiday timetables, respectively, and these trip bundles correspond. As trip bundles L1 and L'1 are set as the base points of the operating pat- terns for the weekday and holiday timetables, respectively, in order to obtain mutually synchronized operating pat- terns, it is sufficient to make trip bundles that are in the same order counting from the base points of each operating pat- tern correspond to each other (their departure and arrival locations match). The constraint for matching trip bundles p and q that are in the same order counting from the base points of the weekday and holiday timetables is shown in Equation 33 below.

number

[0176] [Periodic constraints on operational patrol patterns across different timetables] This shows the periodicity constraints on operational patrol patterns across different timetables. Since schedule changes occur aperiodically due to holidays, etc., it is desirable to create operational patrol patterns that satisfy the periodicity conditions for changes at any time interval (number of days). Each operational patrol pattern (operational patrol patterns for weekdays and holidays) is assumed to satisfy the periodicity conditions for the single operational patrol pattern described above. In this case, a constraint is imposed that route bundles with the same or similar number of days since the available route bundle are matched between operational patrol patterns. This makes it possible to satisfy the periodicity conditions for work for changes at any interval of days. Since the constraint for creating mutually synchronized operational patrol patterns is satisfied and the periodicity constraint of a single operational patrol pattern is satisfied, matching available route bundles will naturally satisfy the constraint that route bundles with the same or similar number of days since the available route bundle are matched. The available route bundles p, q(k p =k' q The constraints for one-to-one correspondence between ∑ i = 1 and ∑ j = 1 are shown in the following Equations 34 and 35.

number

number

[0177] When the operation plan optimization unit 360 finds a solution that satisfies the various constraints described above, the solution is obtained as follows. TIFF0007735190000045.tif22147

[0178] Based on the obtained solution, the operation plan optimization unit 360 obtains an operation route pattern for each bus schedule and a correspondence table of route bundles between multiple bus schedules. The operation route pattern and correspondence table are stored in the operation route pattern storage unit 410 and the correspondence table storage unit 420, respectively.

[0179] The output unit 500 is a GUI (Graphical User Interface) that reads out the operation cycle patterns and the correspondence tables stored in the operation cycle pattern storage unit 410 and the correspondence table storage unit 420, and displays them on the screen.

[0180] Figure 30(A) shows an example in which the operation pat- terns and correspondence tables are compiled in tabular form and output to the output unit 500 as an optimization result table. The first and second columns of the table, "Weekday timetable route bundle" and "Holiday timetable route bundle," are route bundle columns and correspond to the operation pat- terns of the weekday and holiday timetables, respectively. The operation pat- tern of the weekday timetable is (L1, L5, L4, L3, L6, L2), and the operation pat- tern of the holiday timetable is (L'1, L'5, L'2, L'3, L'6, ​​L'4).

[0181] The first line of the optimization result table is the route bundles L1 and L'1 that are the base points of the weekday and holiday schedules, and the second and subsequent lines show the next route bundles of the route bundles listed in the line above. For example, if the route bundle L1 is the base point of the weekday schedule (the base point of the weekday operation route pattern), the next route bundle is x 1,p = 1.

[0182] The remaining columns are information about each trip bundle obtained from the trip bundle table in Figure 29. It can be seen that the arrival location of each trip bundle matches the departure location of the next trip bundle. It can also be seen that the interval between available trip bundles is three (three days), which satisfies the periodicity condition in Figure 27. Therefore, if a rolling stock operation plan (see Figure 23) is created using only one of the obtained weekday / holiday timetable operation pat- terns, since the arrival location of the trip bundle matches the departure location of the next trip bundle, it is possible to assign work every three days, and there is no need to send trains out.

[0183] The data including the first and second columns of the optimization result table in Figure 30 also serves as a correspondence table. The operation patrol patterns for weekdays and holidays are synchronized with each other. In other words, the journey bundles for weekday and holiday schedules listed in the same row correspond to each other. In this case, the departure and arrival locations of the corresponding journey bundles for weekday and holiday schedules match, and the values ​​of the operation labels also match.

[0184] Therefore, even if the obtained weekday and holiday operation pat- terns are switched in accordance with the changeover between timetables as described above to create a vehicle operation plan that spans weekdays and holidays, it is possible to obtain a vehicle operation plan that does not require train forwarding (train formation forwarding) and that also satisfies the constraints of work intervals.

[0185] 30(B) shows another example of the display of the optimization result table. The "arrival location" and "next departure location" in FIG. 30(A) have been changed to "departure location" and "arrival location."

[0186] Figure 31 shows another example of the display of operational route patterns and correspondence tables. The operational route patterns are shown in two rows. The upper row shows the operational route pattern corresponding to the holiday schedule, and the lower row shows the operational route pattern corresponding to the weekday schedule. One block shows the information for one journey bundle. The upper left corner of the block shows the departure point of the journey bundle, and the lower right corner shows the arrival point. The center shows the journey bundle ID. For journey bundles containing multiple journeys, the IDs of the multiple journeys and the departure and arrival points of each journey are shown. In both operational route patterns, pairs of journey bundles shown by blocks in the same position (horizontal position) show the relationship between corresponding journey bundles.

[0187] <What to do if there is no solution> A description will be given of how to deal with the case where a solution that satisfies the various constraints cannot be found, that is, where there is no solution.

[0188] - When the number of available routes is not equal between weekday and holiday schedules If the number of workable journey bundles is not equal between the weekday and holiday schedules, either Equation 34 or Equation 35 will not be satisfied. In this case, a constraint can be set that allows a journey bundle in a certain row (position) in one schedule to be unworkable, while a journey bundle in the same row (position) in the other schedule to be workable. Below, a specific example of a constraint will be explained using an example where the number of workable journey bundles in the weekday schedule is less than the number of workable journey bundles in the holiday schedule. In addition to the above mathematical model, new symbols are defined.

[0189] TIFF0007735190000046.tif16170

[0190] The value of the variable is 1 if they do not correspond, and 0 if they do. A mismatch means that a bundle of routes at a certain position in one schedule is not workable, while a bundle of routes at the same position in the other schedule is workable.

[0191] The constraint that the workable journey bundle p in the holiday schedule does not have to correspond to the workable journey bundle in the weekday schedule is shown in the following equation 36. Equation 35 in the above mathematical model is replaced with equation 36.

number

[0192] If a solution that satisfies the maximum or minimum work interval cannot be found If there is no solution that satisfies the maximum operation interval, the following symbols are newly defined for each diagram to impose a constraint that allows the interval between operations to exceed the maximum operation interval.

[0193] TIFF0007735190000048.tif9169

[0194] The constraint for counting the number of days that have passed since the trip bundle p was available for work exceeded the maximum work interval is shown in the following equation 37. In the above mathematical model, equation 29 is replaced with equation 37.

number

[0195] For example, for a path bundle q, x pq For the trip bundle p (i.e., the day before the trip bundle q) for which =1, a p If =1, the operation interval for route bundle q is (d p -d max+1) days. The number of days that the maximum work interval is exceeded in a given route bundle is the number of days that the maximum work interval is exceeded in the operational pat- tern immediately before that. p It also corresponds to the number of consecutive path bundles where =1.

[0196] The equation for calculating the penalty for violating the maximum work interval is shown in the following equation 38. In the above mathematical model, this equation 38 is used as the objective function. Alternatively, the objective function may be the sum of the term shown as the objective function in equation 38 and one or more terms shown as other objective functions in this embodiment or other embodiments, weighted by a coefficient. This makes it possible to obtain an operation tour pattern that minimizes the total number of days that exceed the maximum work interval.

number

[0197] The output unit 500 may output the number of days exceeding the maximum work interval in association with the corresponding journey bundle, or may display the corresponding journey bundle by shading it.

[0198] Next, we will explain what to do if there is no solution that satisfies the minimum operation interval. If there is no solution that satisfies the minimum operation interval, we define the following symbols for each schedule to impose a constraint that allows the interval between operations to be less than the minimum operation interval.

[0199] TIFF0007735190000051.tif11170

[0200] The constraint for counting the number of days that the number of days since the trip bundle p becomes workable is less than the minimum work interval is shown in the following equation 39. In the above mathematical model, equation 30 is replaced with equation 39.

number

[0201] The equation for calculating the penalty for violating the minimum operation interval is shown in the following equation 40. In the above mathematical model, this equation is minimized or quasi-minimized as the objective function. Alternatively, the objective function may be the sum of the term shown as the objective function in equation 40 and one or more terms shown as other objective functions in this or other embodiments, weighted by a coefficient. This makes it possible to obtain an operation tour pattern that minimizes or quasi-minimizes the total number of days that the minimum operation interval is exceeded.

number

[0202] If a solution is found where bp≠0, then x pq The minimum interval between operations for the possible route bundle q where = 1 is b p The output unit 500 may output information indicating this, or may display the journey bundle q with shading.

[0203] - When there is no route bundle corresponding to the route bundle that can be operated in both directions in the weekday and holiday schedules This section explains what to do when a trip bundle corresponding to a workable trip bundle in one of the weekday and holiday schedules in the correspondence table does not exist in the other schedule, and a trip bundle corresponding to a workable trip bundle in the other schedule does not exist in one schedule. In other words, this section explains what to do when neither Equation 34 nor Equation 35 is satisfied. In order to set constraints that allow this case, the following symbols are newly defined.

[0204] TIFF0007735190000054.tif17170

[0205] The constraints that allow for the situation where the available route bundle p in one of the weekday and holiday schedules does not correspond to any of the available route bundles q in the other, and where none of the available route bundles p in the other corresponds to any of the available route bundles q in one, are shown in the following equations 41 and 42. In the above mathematical model, equation 34 is replaced with equation 41, and equation 35 is replaced with equation 42.

number

number

[0206] Due to the constraints of Equation 41 and Equation 42, it is also permissible that there is no solution where the workable route bundles between the weekday schedule and the holiday schedule correspond to each other.

[0207] The following equation (43) is used to calculate the penalty for violations that result in the periodicity condition for work not being met when the timetable is changed. In the above mathematical model, this equation is used as the objective function and is minimized or quasi-minimized. Alternatively, the objective function may be the sum of the term shown as the objective function in equation (40) and one or more terms shown as other objective functions in this or other embodiments, weighted by a coefficient. This makes it possible to minimize or quasi-minimize the number of trip bundle pairs in which trip bundles whose work availability does not match in the correspondence table can be matched. Even when creating a vehicle operation plan by switching the operation pat- tern to match weekday and holiday timetables, violations of the periodicity condition can be reduced.

number

[0208] c p If the solution obtained is ∇ ...

[0209] The above formulation is an example, and other objective functions and constraint equations may be used.

[0210] <Method for evaluating operational patrol patterns> The purpose of the periodicity condition in this embodiment is to perform work, outside parking, etc. evenly. Statistics regarding the intervals between work and outside parking, etc., are used as indicators for evaluating an operation plan from the perspective of evenness. The operation plan creation unit 302 may calculate statistics and evaluate the operation plan. Below, a method for calculating the variance of operation intervals will be described as an example of an evaluation indicator. To take into account non-periodic timetable changes due to holidays, etc., a vehicle operation plan is created by first fitting the actual calendar for a certain period (such as one month or one year) and then switching the operation route pattern in accordance with the timetable change when the timetable is changed. The intervals between any bundles of routes in this operation plan that can be worked on are calculated, and the variance of these intervals is used as one of the evaluation indicators for the operation route pattern. The statistical amount is not limited to the variance, and the average, minimum, maximum, etc. may also be used.

[0211] The operation of the management plan creation device 102 in FIG. 22 will be described below with reference to FIG. FIG. 32 is a flowchart of an example of the management plan creation process executed by the management plan creation device 102.

[0212] First, the bus schedule information input unit 160 receives a plurality of pieces of bus schedule information (for example, weekday schedule information, holiday schedule information) via user input or the like, the work information input unit 170 receives work information via user input or the like, and the cycle information input unit 180 receives work cycle information via user input or the like (step S201). The bus schedule information, work information, and cycle information are stored in the bus schedule information storage unit 260, the work information storage unit 270, and the cycle information storage unit 280, respectively.

[0213] Next, the journey bundle creation unit 361 creates a plurality of journey bundles for each of the plurality of bus schedules by combining one or more routes for each of the plurality of bus schedule information stored in the bus schedule information storage unit 260 (step S202). Each of the plurality of journey bundles includes one or more routes.

[0214] Next, the entry / exit sequence creation unit 362 creates an entry sequence and an exit sequence (entry / exit sequence) of the plurality of route bundles created in step S202 (step S203).

[0215] Next, the work label creation unit 370 determines whether multiple journey bundles satisfy the work execution conditions (see FIG. 26) based on the work information stored in the work information storage unit 270. The work execution conditions may, for example, define conditions such as the location or time period in which work can be performed. The work label creation unit 370 sets the work label of a journey bundle that satisfies the work execution conditions to 1, and sets the other journey bundles to 0 (step S204).

[0216] Next, the operation plan optimization unit 360 generates constraint conditions based on various constraints for creating operation route patterns that are synchronized between multiple bus schedules, and finds a solution that satisfies the constraint conditions (step S205). Alternatively, the operation plan optimization unit 360 generates the constraint conditions and an objective function, and finds a solution by optimizing or semi-optimizing the objective function so as to satisfy the constraint conditions (step S205). Based on the found solution, the operation plan optimization unit 360 acquires an operation route pattern for each bus schedule and a correspondence table of route bundles between multiple bus schedules. The operation route pattern and correspondence table are stored in the operation route pattern storage unit 410 and the correspondence table storage unit 420, respectively.

[0217] The output unit 500 reads out the operation circulation pattern and the correspondence table stored in the operation circulation pattern storage unit 410 and the correspondence table storage unit 420, and displays them on the screen (step S206). This completes the operation plan creation process.

[0218] As described above, according to the first configuration example of the second embodiment, it is possible to create synchronized weekday and holiday operation pat- terns while minimizing the number of pairs of matching trip bundles that do not match in terms of whether work can be performed in the weekday and holiday trip bundle correspondence table. Furthermore, even when switching between operation pat- terns according to the weekday and holiday schedules, it is possible to create a vehicle operation plan with fewer violations of periodic conditions.

[0219] [Second configuration example] 33 is a block diagram of an operation plan creation device 102A, which is an information processing device according to a second configuration example of the second embodiment. The operation plan creation device 102 according to the second configuration example further includes an original operation plan information input unit 190, an original operation plan storage unit 290, and a differential constraint creation unit 390, in addition to the components of the operation plan creation device 102 according to the first configuration example.

[0220] The original operation plan information input unit 190 receives input of original operation plan information from a user of the operation plan creation device 102, and acquires the original operation plan information. The original operation plan information represents, for example, a new proposed operation route pattern, or an operation route pattern before or after a change due to a schedule disruption, a vehicle breakdown, or the like.

[0221] The original operation plan storage unit 290 stores the original operation plan information acquired by the original operation plan information input unit 190 .

[0222] The processing of the difference constraint creating unit 390 in Fig. 33 will be described in detail below. The difference constraint creating unit 390 creates a constraint (difference constraint) that evaluates the difference from the operation circulation pattern to be created based on the original operation plan information. By using the difference constraint, it is possible to create an operation circulation pattern or an operation plan that has a small difference from the original operation plan information.

[0223] The mathematical model for imposing a penalty on discrepancies with the original operation plan will be explained below. In addition to the mathematical model shown in the first configuration example, new symbols are defined for each bus schedule.

[0224] TIFF0007735190000058.tif24170

[0225] When the next route bundle of route bundle p differs from the original operation plan, z p =1 is shown in the following equation 44. This constraint is added to the mathematical model shown in the first configuration example.

number

[0226] The equation for calculating the penalty for discrepancy with the original operation plan is shown in the following equation 45. In the above mathematical model, this equation is used as the objective function, and the objective function is minimized or quasi-minimized. Alternatively, the objective function may be the sum of the term shown as the objective function in equation 45 and one or more terms shown as other objective functions in this embodiment or other embodiments, weighted by a coefficient. This allows for an operation tour pattern in which the number of pairs of trip bundles and next trip bundles that are arranged differently from the original operation plan is minimized or quasi-minimized.

number

[0227] z p If the solution is obtained as =1, the next path bundle of path bundle p (i.e., x pq = 1) q is different from the original operation plan. The output unit 500 may output information indicating this. The output unit 500 may output either or both of the path bundles p and q with shading.

[0228] As described above, according to the second configuration example of the second embodiment, it is possible to create an operational tour pattern in which the number of pairs of a bundle of journeys and a bundle of subsequent journeys that are arranged differently from the original operation plan is minimized or quasi-minimized.

[0229] (Third embodiment) In the third embodiment, a railway storage plan and a railway operation patrol pattern are simultaneously created based on a combination of the first and second embodiments.

[0230] When multiple trains are stored overnight, whether or not the constraints on the order of entry and departure (entry / departure order) on the track where they can be lined up in tandem are met is determined by the order of entry of the multiple trains (vehicles) and the order of departure the next day. The order of entry and the order of departure the next day are determined by the order of entry of each route bundle in the operational pat- tern and the order of departure of the next route bundle. Whether or not a storage plan with minimal shunting can be created is determined by the operational pat- tern. Therefore, it is expected that a more efficient operation plan can be created by creating the storage plan at the same time as the operational pat- tern.

[0231] [First configuration example] 34 is a block diagram of an operation plan creation device 103, which is an information processing device according to a first configuration example of the third embodiment. The operation plan creation device 103 simultaneously creates an operation route pattern and a storage plan as a vehicle operation plan based on one or more pieces of bus schedule information and route information including the length of the route (track number) on which the formation (car, etc.) can be stored. When multiple pieces of bus schedule information are given, the operation plan creation device 103 may also create a correspondence table of the route bundles between bus schedules.

[0232] The following describes the case where a vehicle operation plan is created for a railway line (target line). Two train schedules are provided for the target line: one for weekdays and one for holidays. Each train schedule includes multiple route IDs, departure and arrival locations, departure and arrival times, etc. In this embodiment, the arrival and departure locations are two locations: a vehicle depot or a station. There are six train sets, and for simplicity, all train sets have the same number of vehicles. The definitions and contents of the train schedule information, work information, and cycle information are assumed to be the same as in the second embodiment.

[0233] Figure 35 shows an example of track number information as route information. The overnight storage area (target area) of the target line has one depot and one station. The depot has two tracks R1 and R2, and the station has one track R3. The route lengths of tracks R1, R2, and R3, i.e., the number of trains that can be stored in a column (number of trains stored in a column), are four, two, and one, respectively. The track type of tracks R1 and R2 are both LIFO. If there are six trains and one of the six is ​​stored outside (station storage), the number of trains stored in the depot overnight will be five, and there will be room for one more train in the depot.

[0234] The process of creating an operation route pattern by the operation plan creation unit 302 in FIG. 34 will be described below. The journey bundle creation unit 361 in FIG. 34 creates a journey bundle in the same way as the journey bundle creation unit 361 in FIG. 22. The entry / exit sequence creation unit 362 in FIG. 34 calculates the entry / exit sequence of the journey bundle in the same way as the entry / exit sequence creation unit 362 in FIG. 22. The work label creation unit 370 in FIG. 34 creates work labels in the same way as the work label creation unit 370 in FIG. 22. As a result of the above processing, a journey bundle table (see FIG. 29) for each weekday schedule and holiday schedule is obtained, as in the second embodiment. The journey bundle table includes the journey bundle ID, departure sequence, arrival sequence, departure location, arrival location, and work label. The operation plan optimization unit 360 in FIG. 35 builds a mathematical model and calculates a solution to the mathematical model, as in the first or second embodiment. On the target line, the trip bundles that are the base points of the operational pat- terns corresponding to weekday and holiday schedules are trip bundles L1 and L'1 with station storage, respectively. The trip bundles that are the base points correspond to the cities (vertices) that are the base points for resetting the number of items to zero in the free formulation (ff) described in the second embodiment. The symbols used to describe the mathematical model are defined below.

[0235] TIFF0007735190000061.tif134170

[0236] The constraints for creating an operational circulation pattern and a storage plan are shown below. First, equations 20 to 25 of the second embodiment are used as constraints for creating an operational circulation pattern. Equations 1 and 2 of the first embodiment are used as constraints for creating a storage plan. Furthermore, the constraints described below are also used.

[0237] The constraint for determining whether shunting is necessary when trains assigned to route bundles p and q are stored on the same track in the LIFO system is shown in the following equation 46.

[0238]

number

[0239] When replacement is necessary, pqWhether is 1 or 0 depends on the track type. A more detailed explanation is as follows. As mentioned above, the track type imposes restrictions on the order of entry and exit. The next track bundles of trip bundles p and q are respectively p next , q next The next departure order is the departure order of the next route bundle, and the next route bundle of route bundle p is x pr = 1. Assume that there is a relationship of TIFF0007735190000063.tif11158. When a train set (referred to as train set p) that is assigned route bundle p in the order of entry, and a train set (referred to as train set q) that is assigned route bundle q enter the station, they will line up vertically in the order of train sets p and q from the back of the track (the side where entry and exit are not possible). Even if train set p tries to depart in the order of departure, it cannot depart because train set q exists in its direction of travel. For this reason, when train set q enters the station or when train set p departs, it is necessary to swap train sets p and q. The constraint in Equation 46 is that the variable z corresponding to such a set of route bundles p and q pq = 1. In the FIFO system, the relationship between the order of entry and the order of departure is If a pair of cars p and q, which are TIFF0007735190000064.tif9158, are parked on the same track, shunting is required. Therefore, contrary to the LIFO system track type, pq When = 0, vehicles p and q cannot be stored on the same track. In other words, the variable z corresponding to such a set of trip bundles p and q pq =0.

[0240] In the LIFO system, the constraint that a set of trains that need to be shunted cannot be kept on the same track is shown in the following equation 47. pq For a pair of cars p and q where p = 1, only one of them can be stored on track t in the LIFO system.

number

[0241] In the FIFO system, pq= 0, only one of the pairs of cars p and q can be stored, so the constraint that pairs of trains that need to be shunted are not stored on the same track is expressed by the following equation 48.

number

[0242] In the FREE system track t where trains can enter and exit from both ends, the direction of entry or exit (also called the direction of entry and exit) is also specified. pt Instead of the variable y ptio is a new decision variable. ptio is a variable that becomes 1 when train set p enters (enters) from direction i, is stored on track t, and exits (departs) from direction o. The following equation 49 is a constraint that prevents a pair of train sets that need to be shunted at track t in the FREE system from being stored on the same track.

number

[0243] Formulas 47, 48, and 49 can be written for each track type, so track types can be mixed. Also, if there is a FREE track type, change the symbols in Formulas 1 and 2 as appropriate.

[0244] Equation 50 is a constraint that the track platforms of corresponding trip bundles p and q between the weekday and holiday schedules must match, and Equation 51 is a constraint that the stacks of corresponding trip bundles p and q between the weekday and holiday schedules must match. As described in the explanation of the second embodiment, when an operation plan is created using weekday and holiday operating patterns, the corresponding trip bundles in the correspondence table between the weekday and holiday schedules are considered to be the same before and after the schedule change. For example, when switching from a weekday schedule to a holiday schedule, the trip bundle of the holiday schedule after the schedule change is the trip bundle following the trip bundle of the holiday schedule that corresponds to the trip bundle of the weekday schedule before the change. Because the track platform and stack of the train set to which each trip bundle is assigned are determined by the storage plan, this constraint ensures that the trip bundles of the weekday and holiday schedules that are assigned to the same track platform and stack correspond to each other.

number

number

[0245] In addition to the above constraints, Equations 31 and 32 of the second embodiment are used as constraints (constraints that establish a one-to-one correspondence between the journey bundles of the weekday and holiday schedules). Furthermore, Equation 33 of the second embodiment is added as a constraint that associates journey bundles that are in the same order counted from the respective base points of the weekday and holiday schedules (as a constraint that synchronizes the operation route patterns).

[0246] Next, the period constraint will be described. The period constraint creation unit 380 in Fig. 34 creates a period constraint based on period information. First, as a period constraint for a single operational pat- tern (an operational pat- tern for weekdays or holidays), Equations 26 to 30 of the second embodiment are used as constraints. Next, as a period constraint for an operational pat- tern that spans timetables, Equations 34 and 35 of the second embodiment are used as constraints.

[0247] When the operation plan optimization unit 360 solves the mathematical model based on the above information, The solution obtained is TIFF0007735190000070.tif13165.

[0248] The operation plan optimization unit 360 obtains a placement plan, an operation circulation pattern, and a correspondence table based on the obtained solution. The placement plan is stored in the placement plan memory unit 400. The operation circulation pattern and the correspondence table are stored in the operation circulation pattern / correspondence table memory unit 413. The output unit 500 reads out the placement plan, the operation circulation pattern, and the correspondence table from the memory units 400, 410, and displays them on the screen.

[0249] Figure 36(A) shows an example of a display of an operation plan (including a station plan, operation pat- tern, and correspondence table). The "Platform," "Stack," and "Entry / Departure Order" columns (5 to 8) are the same as those in Figure 9 of the first embodiment. The "Weekday / Holiday Schedule Trip Bundle," "Entry Location / Next Departure Location," and "Work Label" columns (1 to 4 and 9) are the same as those in Figure 30(A) of the second embodiment. In this third embodiment, the operation pat- tern and station plan are created simultaneously, so the trip bundles for weekday and holiday schedules that are stored in the same track and stack in the station plan correspond to each other. The track and stack of the trip bundles for weekday and holiday schedules listed in the same row in Figure 36 match, indicating that they correspond. In other words, the table that horizontally links the operation pat- tern patterns for weekday and holiday schedules also serves as a correspondence table. In this way, it is possible to create mutually synchronized operation pat- terns.

[0250] Figure 36(B) shows another example of the display of the operation plan. The "entry location and next departure location" in Figure 36(A) has been changed to "departure location and arrival location."

[0251] Below, we will explain what to do when a solution that satisfies the constraints cannot be obtained, i.e., when there is no solution. If the number of workable routes in the weekday schedule is smaller than that in the weekend schedule, as in the second embodiment, replace Equation 35 with Equation 42.

[0252] If there is no solution that satisfies the maximum work interval, as in the second embodiment, Equation 29 is replaced with Equation 37. Equation 38 is used as the objective function, and the objective function is minimized or quasi-minimized. Alternatively, the objective function may be the sum of the term shown as the objective function in Equation 38 and one or more terms shown as other objective functions in this or other embodiments, weighted by a coefficient. If there is no solution that satisfies the minimum operation interval, as in the second embodiment, Equation 30 is replaced with Equation 39. Equation 40 is used as the objective function, and the objective function is minimized or quasi-minimized. Alternatively, the objective function may be the sum of the term shown as the objective function in Equation 40 and one or more terms shown as other objective functions in this or other embodiments, weighted by a coefficient.

[0253] If there is no solution in the correspondence table that the workable route bundles for multiple timetables (weekday timetable and holiday timetable) correspond to each other, then, as in the second embodiment, Equation 34 is replaced with Equation 41, and Equation 35 is replaced with Equation 42. Equation 43 is used as the objective function, and the objective function is minimized or quasi-minimized. Alternatively, the objective function may be the sum of the term shown as the objective function in Equation 43 and one or more terms shown as other objective functions in this or other embodiments, weighted by a coefficient.

[0254] We will explain the case where there is no solution that does not require shunting. New symbols are defined for each train schedule. TIFF0007735190000071.tif16170

[0255] For example, LIFO system track number t and z pq If both pairs of cars p and q with s = 1 (need to be shunted) are parked, pq =1.

[0256] Equation 52 is a constraint that allows pairs of trip bundles that require shunting to be stored on the same track platform. In the case of the LIFO system, equation 47 is replaced with equation 52. In the case of other track platform types (FIFO system or FREE system), equations 48 and 49 can be modified appropriately in the same way.

number

[0257] The penalty for the number of train sets that require shunting is shown in the following equation 53. Equation 53 is used as the objective function. Alternatively, the objective function may be obtained by weighting the term shown as the objective function in equation 53 and one or more terms shown as other objective functions in this embodiment or other embodiments with a coefficient and adding them together.

[0258]

number

[0259] The following describes the case where an operational route pattern and a storage plan are created from a single train schedule. For example, when creating an operational route pattern and a storage plan for a weekday schedule, delete the symbols corresponding to the holiday schedule marked with "'", delete formula 46, 47, or 48 corresponding to the holiday schedule, and delete formulas 50 and 51.

[0260] In this way, a single operational route pattern and storage plan can be created for a route for which only a single operating schedule is available.

[0261] Below, we explain a mathematical model for creating operational routing patterns and storage plans that are robust against disruptions such as timetable disruptions. When a disruption causes a change in the entry time of a route, changing the order in which the routes enter the station, a group of routes that did not previously need to be shunted may need to be shunted. If the group of routes is stored on the same track in the storage plan, the number of shunting operations will increase.

[0262] In this case, instead of a set of trip bundles that will or are likely to require shunting due to a change in station entry time, a set of trip bundles that do not require shunting or are unlikely to require shunting (called a candidate set; details will be described later) is stored on the same track. The more candidate sets there are, the more likely it is that one of the candidate sets will remain a set of trip bundles that do not require shunting, even if multiple trip bundles experience changes in their entry times. For simplicity's sake, consider a track structure with multiple track platforms with tandem storage numbers of 1 and 2. In this case, shunting can be avoided by storing trip bundles that require shunting on different track platforms, and instead, by storing the candidate sets in tandem on the same track, it is guaranteed that there will be a storage plan that does not change the number of shunts. In this case, in addition to the mathematical model described above, new symbols are defined. When there are three or more types of bus schedules, symbols can be defined for each set of two bus schedules. Below, we will explain the case where two trip bundles are interpreted as one set.

[0263] TIFF0007735190000074.tif72170The constraints for determining candidate sets in the LIFO system track are shown in the following equations 54 to 57.

number

number

number

number

[0264] The formula for calculating the number of journey bundles that are not candidate pairs is shown in the following formula 58. Because an operational routing pattern and a storage plan with a large number of candidate pairs is desirable, formula 58 is used as the objective function in this mathematical model. Alternatively, the formula for calculating the number of candidate pairs weighted by the arrival time difference of the journey bundles, which will be described later, may be used as the objective function. Alternatively, the objective function may be the sum of the term shown as the objective function in formula 58 and one or more terms shown as other objective functions in this or other embodiments, weighted by a coefficient. Based on the above constraints, the objective function is minimized or quasi-minimized.

[0265]

number

[0266] TIFF0007735190000080.tif32170

[0267] TIFF0007735190000081.tif17170

[0268] TIFF0007735190000082.tif15170

number

number

[0269] The formula for calculating the sum of the number of journey bundles that are not candidate pairs and the number of candidate pairs with overlapping journey bundles is shown in the following formula 61. Since an operational routing pattern and a storage plan with a large number of non-overlapping candidate pairs is desirable, formula 61 is used as the objective function in this mathematical model. Alternatively, the formula for calculating these pairs weighted by the arrival time difference of the journey bundles, which will be described later, may be used as the objective function. Alternatively, the objective function may be the sum of the term shown as the objective function in formula 61 and one or more terms shown as other objective functions in this or other embodiments, weighted by a coefficient. Based on the above constraints, the objective function is minimized or quasi-minimized.

[0270]

number

[0271] TIFF0007735190000086.tif21170

[0272] TIFF0007735190000087.tif26170

[0273]

number

[0274] TIFF0007735190000089.tif41170

[0275] TIFF0007735190000090.tif30170

[0276] TIFF0007735190000091.tif29170

number

[0277] TIFF0007735190000093.tif42170

[0278]

number

[0279] TIFF0007735190000095.tif32170

[0280] In this way, it is possible to create an operational patrol pattern and storage plan that is robust against timetable disruptions and that minimizes the increase in the number of shuntings even when changes occur in arrival times.

[0281] The operation of the management plan creation device 103 in FIG. 34 will be described. FIG. 37 is a flowchart of an example of the management plan creation process executed by the management plan creation device 103.

[0282] Through user input or the like, the bus schedule information input unit 160 receives bus schedule information, the route information input unit 110 receives route information, the work information input unit 170 receives work information, and the cycle information input unit 180 receives cycle information (step S301). The bus schedule information, route information, work information, and cycle information are stored in the bus schedule information storage unit 260, the route information storage unit 210, the work information storage unit 270, and the cycle information storage unit 280, respectively.

[0283] Steps S302, S303, and S304 shown in FIG. 37 are similar to steps S202, S203, and S204 in FIG. 32 in the second embodiment, and therefore will not be described.

[0284] Next, the operation plan optimization unit 360 finds a solution based on the constraint that train sets that are assigned corresponding route bundles for the weekday and holiday schedules in the correspondence table are stored in the same track and stack in the storage plan (step S305). Alternatively, the operation plan optimization unit 360 may find a solution by generating an objective function in addition to the constraint and optimizing or sub-optimizing the objective function to satisfy the constraint (step S305). The operation plan optimization unit 360 acquires weekday and holiday operation route patterns, storage plans, and correspondence tables based on the found solution. The storage plans are stored in the storage plan storage unit 400, and the operation route patterns and correspondence tables are stored in the operation route pattern and correspondence table storage unit 413. Note that because the set of weekday and holiday operation route patterns also serves as the correspondence table, it is possible not to acquire the correspondence table as independent data.

[0285] The output unit 500 reads out the operation circulation pattern and the correspondence table stored in the operation circulation pattern / correspondence table storage unit 413, reads out the storage plan stored in the storage plan storage unit 400, and displays it on the screen (step S306). This completes the operation plan creation process.

[0286] As described above, according to the first configuration example of the third embodiment, by simultaneously creating an operational patrol pattern and a storage plan, it is possible to store trains that are assigned corresponding route bundles in the storage plan in the correspondence table in the same track / stack, thereby enabling efficient operation planning.

[0287] [Second configuration example] 38 is a block diagram of an operation plan creation device 103A that is an information processing device according to a second configuration example of the third embodiment. The operation plan creation device 103A according to the second configuration example further includes a route connection information input unit 130, a route connection information storage unit 230, an entry / exit constraint creation unit 330, a storage condition information input unit 140, a storage condition information storage unit 240, and a storage constraint creation unit 340, in addition to the components of the operation plan creation device 103 according to the first configuration example.

[0288] The entry / exit constraint creation unit 330 in Figure 38 creates entry / exit constraints based on route connection information. Below, a mathematical model for when the track platforms have a tree structure or the like will be explained using Figure 16 of the first embodiment as an example. Equations 65 and 66 are constraints that prevent a pair of train sets that require shunting from being parked on track platforms R1 and R2 at the same time.

number

number

[0289] Similar to equation 12, equation 66 can be decomposed into platform assignments that require one shunt when entering the station and platform assignments that require two shunts when entering and leaving the station, so processing to distinguish between these may be performed. This constraint was an equation relating to platform R2 and platform R1, but the constraint relating to platform R3 and platform R1 can be written in a similar way. Furthermore, if the platform type is FIFO or FREE, the above constraints should be modified as appropriate.

[0290] The retention constraint creation unit 340 in Fig. 38 creates retention constraints based on retention condition information. As in the first embodiment, Equation 2 is replaced with Equation 15 and Equation 16. Equation 17 is used as the objective function, and the objective function is minimized or quasi-minimized. Alternatively, the objective function may be obtained by weighting the term shown as the objective function in Equation 17 and one or more terms shown as other objective functions in this or other embodiments by coefficients and adding them together.

[0291] As described above, according to the second configuration example of the third embodiment, even in the case of a structure in which the track number is branched, it is possible to minimize or quasi-minimize the number of shunting trains.

[0292] [Third configuration example] 39 is a block diagram of an operation plan creation device 103B which is an information processing device according to a third configuration example of the third embodiment. The operation plan creation device 103B according to the third configuration example further includes an original operation plan information input unit 190, an original operation plan storage unit 290, an original retention plan information input unit 150, and an original retention plan storage unit 250, in addition to the components of the operation plan creation device 103A according to the second configuration example. The operation plan creation unit 303 further includes a differential constraint creation unit 350.

[0293] The differential constraint creation unit 350 in FIG. 39 creates a differential constraint based on the original operation plan (operation circulation pattern), and creates a differential constraint based on the original retention plan information. When imposing a penalty on discrepancies with the original retention plan, Equation 18 is added as a constraint, as in the first embodiment. Equation 19 is used as the objective function, and the objective function is minimized or quasi-minimized. Alternatively, the objective function may be the sum of a term shown as the objective function in Equation 19 and one or more terms shown as other objective functions in this or other embodiments, weighted by a coefficient. Furthermore, once a solution is obtained, information similar to that in the first embodiment may be output.

[0294] Similarly, if a penalty is imposed for discrepancies with the original operation plan (operation pat- tern), Equation 44 is added, as in the second embodiment. Equation 45 is used as the objective function, and the objective function is minimized or quasi-minimized. Alternatively, the objective function may be the sum of the term shown as the objective function in Equation 45 and one or more terms shown as other objective functions in this or other embodiments, weighted by a coefficient. Furthermore, once a solution is obtained, information similar to that in the second embodiment may be output.

[0295] 40 shows an example of an output of a storage plan. Note that an example of an output of an operational tour pattern is the same as that shown in FIG. 30 or FIG.

[0296] As described above, according to the third configuration example of the third embodiment, it is possible to minimize the number of route bundles that differ from the original operation plan (original operation route pattern). Also, it is possible to minimize the number of train sets that are stored on tracks that differ from the original storage plan. Moreover, these minimizations can be performed simultaneously.

[0297] (Hardware configuration) 41 shows the hardware configuration of an information processing device according to each embodiment. The information processing device is configured by a computer device 600. The computer device 600 includes a CPU 601, an input interface 602, a display device 603, a communication device 604, a main memory device 605, and an external memory device 606, which are interconnected by a bus 607.

[0298] The CPU (Central Processing Unit) 601 executes an information processing program, which is a computer program, on the main memory device 605. The information processing program is a program that realizes each of the above-mentioned functional components of the information processing device. The information processing program may be realized not as a single program, but as a combination of multiple programs and scripts. Each functional component is realized by the CPU 601 executing the information processing program.

[0299] The input interface 602 is a circuit for inputting operation signals from input devices such as a keyboard, a mouse, a touch panel, etc. to the information processing apparatus. The input interface 602 corresponds to the input unit of the information processing apparatus according to each embodiment.

[0300] The display device 603 displays data output from the information processing device. The display device 603 is, for example, but not limited to, an LCD (liquid crystal display), an organic electroluminescence display, a CRT (cathode ray tube), or a PDP (plasma display). Data output from the computer device 600 can be displayed on the display device 603. The display device 603 corresponds to the output unit of the information processing device according to each embodiment.

[0301] The communication device 604 is a circuit that enables the information processing device to communicate with an external device wirelessly or via a wire. Data can be input from the external device via the communication device 604. The data input from the external device can be stored in the main memory device 605 or the external memory device 606.

[0302] The main memory device 605 stores an information processing program, data required for executing the information processing program, data generated by executing the information processing program, etc. The information processing program is deployed and executed on the main memory device 605. The main memory device 605 is, for example, a RAM, a DRAM, or an SRAM, but is not limited to these. Each storage unit or database of the information processing device according to each embodiment may be constructed on the main memory device 605.

[0303] The external storage device 606 stores information processing programs, data required for executing the information processing programs, data generated by executing the information processing programs, etc. These information processing programs and data are read into the main storage device 605 when the information processing programs are executed. The external storage device 606 is, for example, a hard disk, an optical disk, a flash memory, or a magnetic tape, but is not limited to these. Each storage unit or database of the information processing device may be constructed on the external storage device 606.

[0304] The information processing program may be pre-installed in the computer device 600, or may be stored in a storage medium such as a CD-ROM. The information processing program may also be uploaded onto the Internet.

[0305] Furthermore, the information processing device may be configured as a single computer device 600, or may be configured as a system made up of multiple computer devices 600 connected to each other.

[0306] The present invention is not limited to the above-described embodiments, and the components can be modified and embodied in practice without departing from the spirit of the invention. Furthermore, various inventions can be created by appropriately combining multiple components disclosed in the above-described embodiments. For example, configurations in which some components are omitted from all the components shown in each embodiment may also be considered. Furthermore, components described in different embodiments may be appropriately combined. [Explanation of symbols]

[0307] 100 Time information input section 101 Placement planning device 101A Placement planning device 101B Placement planning device 101C Placement Planning Device 101D Placement planning device 102 Operational planning device 102A Operational Planning Device 103 Operational planning device 103A Operational Planning Device 103B Operational planning device 110 Route information input section 120 Moving object length information input section 130 Route connection information input section 140 Detention condition information input section 150 Original detention plan information input section 160 Train schedule information input section 170 Work information input section 180 Period information input section 190 Original operation plan information input section 200 Time information storage section 210 Route information storage unit 220 Moving body length information storage unit 230 Route connection information storage unit 240 Detention condition information storage unit 250 Former Detention Plan Memory Section 260 Train schedule information storage unit 270 Work information memory unit 280 Periodic information storage section 290 Former Operational Plan Memory Section 300 Detention Planning Department 302 Operational Planning Department 303 Operational Planning Department 310 Entry / Exit Sequence Creation Department 320 Placement Planning Optimization Department 330 Entry / Exit Constraint Creation Unit 340 Placement Constraint Creation Unit 350 Differential Constraint Creation Unit 360 Operational Planning and Optimization Department 361 Route Bundle Creation Unit 362 Entry / Exit Sequence Creation Department 370 Working Label Creation Department 380 Periodic Constraint Creation Unit 390 Differential Constraint Creation Unit 400 Storage section 400 Detention Plan Memory Unit 410 Operational patrol pattern memory unit 410 Storage section 413 Operational patrol pattern / correspondence table storage unit 420 Correspondence table storage unit 500 Output Unit 600 Computer equipment 602 Input Interface 603 Display device 604 Communication equipment 605 Main storage 606 External storage device 607 Bus

Claims

1. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; a processing unit that determines stop sections in which the plurality of moving bodies are stopped from among the plurality of stop sections based on the Equipped with a second stopping section must be passed through to enter or exit the first stopping section; The processing unit determines a stop section in which the plurality of moving objects are stopped based on a constraint that prohibits interchange of the moving objects between the first stop section and the second stop section. Information processing device.

2. In the stopping section, the one or more moving bodies can be stopped in tandem. The information processing device according to claim 1 .

3. The processing unit determines a stop section in which the plurality of moving bodies are stopped based on a constraint that prohibits interchange of the moving bodies in the stop section.

3. The information processing device according to claim 1 or 2.

4. The processing unit calculates the number of pairs of the moving bodies that will cause interchange of the moving bodies in the stop section, and determines a stop section in which the plurality of moving bodies will be stopped based on the number of pairs.

3. The information processing device according to claim 1 or 2.

5. The processing unit further calculates the number of pairs of the moving objects in which interchange of the moving objects occurs between the first stop section and the second stop section, and determines a stop section in which the plurality of moving objects are stopped based on the number of pairs. The information processing device according to any one of claims 1 to 4.

6. The processing unit further determines stop sections in which the plurality of moving bodies are to be stopped based on section length information relating to section lengths of the plurality of stop sections. The information processing device according to any one of claims 1 to 5.

7. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; a processing unit that determines stop sections in which the plurality of moving bodies are stopped from among the plurality of stop sections based on the Equipped with The processing unit further determines stop sections in which the plurality of moving bodies are to be stopped based on section length information regarding section lengths of the plurality of stop sections and length information of the plurality of moving bodies. Information processing device.

8. the moving body includes one or more vehicles, and the length information of the moving body indicates the number of the vehicles included in the moving body; The section length information indicates the number of vehicles that can be stopped in the stop section. The information processing device according to claim 7 .

9. The direction information is The stopping section is enterable from a first direction, exitable from the first direction, and not exitable from a second direction opposite to the first direction, and not enterable from the second direction; The stopping section is accessible from a first direction but not accessible from the first direction, and is accessible from a second direction opposite to the first direction but not accessible from the second direction; The stopping section is capable of being entered from a first direction, being capable of being exited from the first direction, being capable of being exited from a second direction opposite to the first direction, and being capable of being entered from the second direction; Indicates either The information processing device according to any one of claims 1 to 8.

10. The processing unit determines an arrival order in which the plurality of moving bodies will arrive at the target area and a departure order in which the plurality of moving bodies will depart from the target area based on the time information, and determines a stop section in which the plurality of moving bodies will stop based on the arrival order and the departure order. The information processing device according to any one of claims 1 to 9.

11. a plurality of stop conditions for stopping the moving body in the plurality of stop sections correspond to penalty values ​​when the plurality of stop conditions are not satisfied; The processing unit acquires the penalty value according to the unsatisfied stop condition when the moving objects are stopped in a stop section where the stop condition is not satisfied, and determines a stop section where the plurality of moving objects are stopped based on a sum of the penalty values. The information processing device according to any one of claims 1 to 10.

12. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; a processing unit that determines stop sections in which the plurality of moving bodies are stopped from among the plurality of stop sections based on the Equipped with the plurality of stopping sections include a plurality of stopping positions at which the moving body can stop, a penalty value for a case where a plurality of stop conditions for stopping the moving body in the plurality of stop sections are not satisfied corresponds to each of the plurality of stop positions; the processing unit acquires the penalty value according to the unsatisfied stopping condition when the moving bodies are stopped in a stopping section where the stopping condition is not satisfied, according to a stopping position where the moving bodies are stopped, and determines the stopping section where the plurality of moving bodies are stopped based on a sum of the penalty values. Information processing device.

13. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; a processing unit that determines stop sections in which the plurality of moving bodies are stopped from among the plurality of stop sections based on the Equipped with a penalty value corresponding to at least one of the arrival time and the departure time in a case where a plurality of stop conditions for stopping the moving body in the plurality of stop sections are not satisfied corresponds to the plurality of stop conditions; The processing unit acquires the penalty value according to the unsatisfied stop condition in a case where the moving objects are stopped in a stop section where the stop condition is not satisfied, according to the arrival time or the departure time of the moving objects, and determines the stop section where the plurality of moving objects are stopped based on a sum of the penalty values. Information processing device.

14. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; a processing unit that determines stop sections in which the plurality of moving bodies are stopped from among the plurality of stop sections based on the Equipped with The processing unit calculates the number of moving bodies whose stop sections are different for an original stop plan that defines stop sections in which the moving bodies are stopped, and determines the stop sections in which the moving bodies are stopped based on the number of moving bodies. Information processing device.

15. The plurality of target areas includes one or more of the stop sections, The processing unit First operation information having a plurality of first operation schedules including a departure zone from which the vehicle departs among the plurality of target zones, a departure time from the departure zone, an arrival zone to which the vehicle arrives, and an arrival time at the arrival zone; a first constraint that the arrival zone of the first travel schedule matches the departure zone of the next first travel schedule; A first operational route pattern is created in which the plurality of first operation schedules are arranged in order based on the The information processing device according to any one of claims 1 to 14.

16. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; a processing unit that determines stop sections in which the plurality of moving bodies are stopped from among the plurality of stop sections based on the Equipped with The plurality of target areas includes one or more of the stop sections, The processing unit First operation information having a plurality of first operation schedules including a departure zone from which the vehicle departs among the plurality of target zones, a departure time from the departure zone, an arrival zone to which the vehicle arrives, and an arrival time at the arrival zone; second operation information having a plurality of second operation schedules, each of which includes a departure zone from which the vehicle departs, a departure time from the departure zone, an arrival zone from which the vehicle arrives, and an arrival time at the arrival zone; a first constraint that the arrival zone of the first travel schedule matches the departure zone of the next first travel schedule; a second constraint that the arrival zone of the second travel schedule matches the departure zone of the next second travel schedule; a third constraint that the departure area is the same and the arrival area is the same between the first and second flight schedules at corresponding locations; a first operation circulation pattern in which the plurality of first operation schedules are arranged in order, and a second operation circulation pattern in which the plurality of second operation schedules are arranged in order, based on the Information processing device.

17. The processing unit cyclically assigns the plurality of first operation schedules included in the first operation circulation pattern to the plurality of moving bodies, and when switching the first operation circulation pattern to the second operation circulation pattern, assigns the plurality of second operation schedules to the plurality of moving bodies corresponding to positions of the plurality of first operation schedules to be assigned to the plurality of moving bodies. The information processing device according to claim 16.

18. The processing unit creates the first operational patrol pattern and the second operational patrol pattern based on a fourth constraint related to a cycle of work that needs to be performed on the plurality of mobile bodies and a fifth constraint related to at least one of a target area among the plurality of target areas in which the work can be performed and a time when the work can be performed.

18. The information processing device according to claim 16 or 17.

19. The processing unit calculates the total number of first operation schedules whose positions in the first operation cyclic pattern differ from those in an original first operation cyclic schedule in which the plurality of first operation schedules are sequentially arranged, and the total number of second operation schedules whose positions in the second operation cyclic pattern differ from those in an original second operation cyclic schedule in which the plurality of second operation schedules are sequentially arranged, and creates the first operation cyclic pattern and the second operation cyclic pattern based on the total number of the first operation schedules. The information processing device according to any one of claims 16 to 18.

20. The processing unit simultaneously generates the first operation route pattern and the second operation route pattern and determines stop sections where the plurality of moving bodies are stopped, based on a sixth constraint that stop sections of moving bodies to which the first operation schedule and the second operation schedule are respectively assigned at corresponding positions are the same. The information processing device according to any one of claims 16 to 19.

21. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; a processing unit that determines stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above; an output unit that displays the plurality of stop sections and the plurality of moving objects that have been determined to stop at the plurality of stop sections in association with each other on a screen; An information processing device comprising:

22. an output unit that displays the first operation cycle pattern and the second operation cycle pattern on a screen; the output unit displays the plurality of first operation schedules in the first operation circulation pattern and the plurality of second operation schedules at the same positions as the plurality of first operation schedules in the second operation circulation pattern in association with each other. The information processing device according to any one of claims 16 to 20.

23. the moving object is a train including one or more cars; The target area is a vehicle depot or a storage station, The stopping section is a track number in the depot or the storage station. The information processing device according to any one of claims 1 to 22.

24. First operation information having a plurality of first operation schedules including a departure zone from among a plurality of target zones, a departure time from the departure zone, an arrival zone to arrive at, and an arrival time at the arrival zone; second operation information having a plurality of second operation schedules, each of which includes a departure zone from which the vehicle departs, a departure time from the departure zone, an arrival zone from which the vehicle arrives, and an arrival time at the arrival zone; a first constraint that the arrival zone of the first travel schedule matches the departure zone of the next first travel schedule; a second constraint that the arrival zone of the second travel schedule matches the departure zone of the next second travel schedule; a third constraint that the departure area is the same and the arrival area is the same between the first and second flight schedules at corresponding locations; a first operation circulation pattern in which the plurality of first operation schedules are arranged in order, and a second operation circulation pattern in which the plurality of second operation schedules are arranged in order, based on the Processing section An information processing device comprising:

25. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above; a second stopping section must be passed through to enter or exit the first stopping section; determining a stop section in which the plurality of moving bodies are to be stopped based on a constraint that prohibits interchange of the moving bodies between the first stop section and the second stop section; Information processing methods.

26. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Section length information regarding section lengths of the plurality of stop sections; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above-mentioned formula; a second stopping section must be passed through to enter or exit the first stopping section; The step is a computer program for determining a stop section in which the plurality of moving objects are stopped based on a constraint that prohibits the switching of the moving objects between the first stop section and the second stop section.

27. A departure area from among a plurality of target areas, a departure time from the departure area, and an arrival time First operation information having a plurality of first operation schedules including arrival zones and arrival times at the arrival zones; second operation information having a plurality of second operation schedules, each of which includes a departure zone from which the vehicle departs, a departure time from the departure zone, an arrival zone from which the vehicle arrives, and an arrival time at the arrival zone; a first constraint that the arrival zone of the first travel schedule matches the departure zone of the next first travel schedule; a second constraint that the arrival zone of the second travel schedule matches the departure zone of the next second travel schedule; a third constraint that the departure area is the same and the arrival area is the same between the first and second flight schedules at corresponding locations; a first operation circulation pattern in which the plurality of first operation schedules are arranged in order, and a second operation circulation pattern in which the plurality of second operation schedules are arranged in order, based on the Information processing methods.

28. First operation information having a plurality of first operation schedules including a departure zone from among a plurality of target zones, a departure time from the departure zone, an arrival zone to arrive at, and an arrival time at the arrival zone; second operation information having a plurality of second operation schedules, each of which includes a departure zone from which the vehicle departs, a departure time from the departure zone, an arrival zone from which the vehicle arrives, and an arrival time at the arrival zone; a first constraint that the arrival zone of the first travel schedule matches the departure zone of the next first travel schedule; a second constraint that the arrival zone of the second travel schedule matches the departure zone of the next second travel schedule; a third constraint that the departure area is the same and the arrival area is the same between the first and second flight schedules at corresponding locations; a step of creating a first operation circulation pattern in which the plurality of first operation schedules are arranged in order and a second operation circulation pattern in which the plurality of second operation schedules are arranged in order based on the above-mentioned A computer program for causing a computer to execute the above.

29. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; Based on section length information regarding section lengths of the plurality of stop sections and length information of the plurality of moving bodies, determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections; Information processing methods.

30. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above; the plurality of stopping sections include a plurality of stopping positions at which the moving body can stop, a penalty value for a case where a plurality of stop conditions for stopping the moving body in the plurality of stop sections are not satisfied corresponds to each of the plurality of stop positions; acquiring the penalty value according to the unsatisfied stopping condition in a case where the moving bodies are stopped in a stopping section where the stopping condition is not satisfied, in accordance with a stopping position where the moving bodies are stopped, and determining the stopping section where the plurality of moving bodies are stopped based on a sum of the penalty values; Information processing methods.

31. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above; a penalty value corresponding to at least one of the arrival time and the departure time in a case where a plurality of stop conditions for stopping the moving body in the plurality of stop sections are not satisfied corresponds to the plurality of stop conditions; When the moving objects are stopped in a stop section where the stop condition is not satisfied, the penalty value according to the stop condition that is not satisfied is acquired according to the arrival time or the departure time of the moving objects, and the stop section where the plurality of moving objects are stopped is determined based on the sum of the penalty values. Information processing methods.

32. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above; For an original stop plan that defines stop sections in which the plurality of moving bodies are stopped, the number of moving bodies in which the stop sections in which the plurality of moving bodies are stopped is calculated, and the stop sections in which the plurality of moving bodies are stopped are determined based on the number of moving bodies. Information processing methods.

33. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above; displaying the plurality of stop sections and the plurality of moving bodies that have been determined to stop at the plurality of stop sections in association with each other on a screen; Information processing methods.

34. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; Based on section length information regarding section lengths of the plurality of stop sections and length information of the plurality of moving bodies, determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections; A computer program for causing a computer to execute the above.

35. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above-mentioned formula; the plurality of stopping sections include a plurality of stopping positions at which the moving body can stop, a penalty value for a case where a plurality of stop conditions for stopping the moving body in the plurality of stop sections are not satisfied corresponds to each of the plurality of stop positions; In the step, when the moving bodies are stopped in a stop section where the stop condition is not satisfied, the penalty value according to the stop condition that is not satisfied is acquired according to a stop position where the moving bodies are stopped, and the stop section where the plurality of moving bodies are stopped is determined based on a sum of the penalty values. Computer program.

36. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above-mentioned formula; a penalty value corresponding to at least one of the arrival time and the departure time in a case where a plurality of stop conditions for stopping the moving body in the plurality of stop sections are not satisfied corresponds to the plurality of stop conditions; In the step, when the moving objects are stopped in a stop section where the stop condition is not satisfied, the penalty value according to the stop condition that is not satisfied is acquired in accordance with the arrival time or the departure time of the moving objects, and the stop section where the plurality of moving objects are stopped is determined based on the sum of the penalty values. Computer program.

37. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above-mentioned formula; The step calculates the number of moving bodies whose stop sections are different from the original stop plan that defines the stop sections in which the moving bodies are stopped, and determines the stop sections in which the moving bodies are stopped based on the number of moving bodies. Computer program.

38. time information relating to arrival times at which a plurality of moving bodies arrive at a target area including a plurality of stop sections where one or more moving bodies can stop, and departure times at which the plurality of moving bodies depart from the target area; Direction information regarding directions in which the vehicle can enter the plurality of stop sections and directions in which the vehicle can exit the plurality of stop sections; determining stop sections in which the plurality of moving bodies are to be stopped from among the plurality of stop sections based on the above; a step of displaying the plurality of stop sections and the plurality of moving objects determined to stop at the plurality of stop sections in association with each other on a screen; A computer program for causing a computer to execute the above.

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