Bus schedule creation device and method

Abstract

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

Description

[Technical Field]

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

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

[0003] It is desirable to create such plans, such as bus schedules, based on objective indicators and not on personal influences. This can be achieved by automating bus schedules. Patent Document 1 proposes such automatic bus schedule creation. Patent Document 1 addresses the issue of "providing a platform plan creation device that efficiently assigns multiple platform platforms to moving objects in order to minimize the impact of delays and improve passenger convenience." To this end, Patent Document 1 describes that "the platform plan creation device 101 includes a platform selection unit that selects a platform to be occupied by a moving object from multiple platform platforms based on a platform platform information DB 310 for multiple platform platforms and an occupancy information DB 320 containing the time that at least one moving object occupies the platform. The platform platform determination unit (platform selection unit) includes a plan condition creation unit 200 and a platform platform plan optimization unit 240." [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-112960 Summary of the Invention [Problem to be solved by the invention]

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

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

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

[0008] Therefore, if we try to find each of the "stations," "platforms," ​​"tracks," "sequences," and "times" through mathematical optimization, the number of decision variables becomes enormous, making it extremely difficult to actually use. In view of these issues, the present invention aims to efficiently create plans such as train schedules. [Means for solving the problem]

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

[0010] A more specific configuration of the present invention is a bus schedule creation device for creating a bus schedule showing the operation schedule of a mobile body of a transportation facility, the device comprising: an input unit that accepts input information; an initial bus schedule layout creation unit that creates an initial layout of the bus schedule based on the input information; a graph analysis unit that executes a simulation process on the initial layout to identify boarding and alighting locations, boarding points, routes, and an order showing the order of movement of the mobile body, and creates an adjusted layout of the bus schedule; and an optimization processing unit that executes a mathematical optimization process on the adjusted layout of the bus schedule to determine the time of the bus schedule that satisfies an objective function. The initial arrangement and the adjusted arrangement of the bus schedule are expressed as a three-dimensional graph having axes of the boarding and alighting locations and the boarding points, the order of their use, and the order of the moving bodies. The present invention also provides a bus schedule creation device. is executed It also includes how to create a train schedule. [Effects of the Invention]

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

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

[0013] An embodiment of the present invention will be described in detail below with reference to the drawings. However, the present invention should not be construed as being limited to the description of the embodiment shown below. Those skilled in the art will readily understand that the specific configuration can be modified within the scope of the idea or intent of the present invention. Furthermore, in the configuration described below, the same reference numerals will be used in common between different drawings for the same parts or parts having similar functions, and duplicated explanations may be omitted.

[0014] <Outline of this embodiment> In this embodiment, a bus schedule showing the scheduled operation of public transportation vehicles is created by identifying the schedule components so as to satisfy the constraints. The creation of this bus schedule determines the arrival and departure times (times) of multiple vehicles required for the transportation facility's operations. Here, facilities include, for example, stations, station platforms, tracks, bus stops, ports, airports, etc. Furthermore, mobile vehicles include, for example, trains (railroad vehicles), buses, ships, and aircraft.

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

[0016] Furthermore, the route indicates the route that a mobile object travels between boarding and alighting locations, etc. Routes include, for example, railroad tracks, roads, and sea routes. However, the route only needs to specify the direction from the boarding and alighting location or platform, for example, up / down, and does not have to be the entire route between boarding and alighting locations. Furthermore, the movement order indicates the chronological order of departure, arrival, and movement of the mobile object in the bus schedule. Furthermore, the time indicates the time of departure, arrival, and movement at a specified location, such as a boarding and alighting location, of each mobile object in the bus schedule.

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

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

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

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

[0021] Furthermore, the initial diagram placement generation unit 12 creates the initial placement of the bus schedule in accordance with the input information. At this time, it is desirable that the initial diagram placement generation unit 12 creates the initial placement of the bus schedule by taking into account the constraints of some of the diagram components, but not the constraints of other diagram components. At this time, the diagram components that are taken into account include track numbers and tracks. Furthermore, the diagram components that are not taken into account include the travel order and time. Note that the constraints of these diagram components are included in the change instruction information and the existing bus schedule.

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

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

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

[0025] The bus schedule creation device 10 can be configured using a single physical computer. Alternatively, each component of the bus schedule creation device 10 may be implemented using a separate physical computer. Furthermore, instead of a computer system having one or more physical computers, the bus schedule creation device 10 may be implemented using other types of systems, such as a system implemented on a group of physical computing resources. For example, the group of computing resources may be a cloud platform, and the system may be a cloud computing system. Here, an implementation example of the bus schedule creation device 10 in this embodiment will be described using FIG. 2. In FIG. 2, the bus schedule creation device 10 can be implemented using a computer such as a server, and includes a processing device 101, a communication device 102, a main memory device 103, and a secondary memory device 104, which are connected to each other via a communication path such as a bus.

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

[0027] 1. The main memory device 103 and the secondary memory device 104 store a bus schedule creation program 105 stored in the secondary memory device 104 and various information used for processing by the processing device 101, such as target train information 171, facility information 172, constraint condition information 173, and bus schedule information 174. The secondary memory device 104 can be implemented as a so-called storage device, and stores the bus schedule creation program 105, target train information 171, facility information 172, constraint condition information 173, and bus schedule information 174. The secondary memory device 104 may be implemented as a storage medium such as an external hard disk drive (HDD), solid state drive (SSD), or memory card, or may be implemented as a device separate from the bus schedule creation device 10, such as a file server. For example, the bus schedule creation program 105 may be stored in the bus schedule creation device 10, and the target train information 171, facility information 172, constraint condition information 173, and bus schedule information 174 may be stored in a file server.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0059]

number

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

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

[0062]

number

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

[0064]

number

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

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

[0067] Then, in step S8, the optimization processing unit 15 outputs the train schedule via the output unit 16. Here, the output contents of the output unit 16 will be described. FIG. 12 is a diagram showing the output contents of the train schedule in this embodiment. In FIG. 12, the train schedule is shown in a train schedule table. In the output of this train schedule table, specific trains can be emphasized. For example, the three lines in the bold frame 161 in FIG. 12 show the train schedule of the same train number 110. Train number 110 starts from station A and ends at station C. More specifically, after departing from station A, the railway vehicle operating with train number 110 arrives at station B via track R1001. Thereafter, the railway vehicle with train number 110 arrives at station C via track R2001.

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

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

[0070] This concludes the description of this embodiment, but the subject of the present invention is not limited to the above-mentioned railway timetables, and can also be applied to creating timetables for other transportation modes such as buses. Furthermore, the subject of creation is not limited to train timetables, but can be applied to various planning. For example, the present invention can be applied to creating production plans and transportation plans using trucks, etc. For example, production plans can be created to schedule the transportation and manufacturing of parts, semi-finished products, and finished products inside and outside factories. In this way, the present invention can be applied to various fields. For this reason, the station number line node 81 and partial train node 82 can be replaced with various nodes, including other expressions such as unit nodes. [Explanation of symbols]

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

Claims

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

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

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

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

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

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

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

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

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

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

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