JP2006123750A - Allocation support device and program for operation schedule - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation diagram assignment support device capable of checking whether or not assignment of vehicles and crew members is performed properly for all sections in an arbitrary range specified by a user.
SOLUTION: Stores schedule information including train station order in one operation unit or one equipment unit, information on vehicles / equipment / crew, etc., and work information, and is specified according to a request from a user. For the operation in the range, the attribute values and the like for each station are extracted based on the train station order, and it is checked whether all the operations corresponding to the train number are assigned or appropriately assigned.
[Selection] Figure 1

Description

  The present invention relates to a system for managing operation schedules of buses, airplanes, trains, etc., and particularly suitable for managing the allocation of operation schedules and crew members to the generated operation schedule information. And programs.

  Conventionally, in transportation organizations that operate transportation equipment such as buses, aircraft, and trains, operation schedules are created and transportation equipment is operated along the operation schedules. In recent years, when creating and managing an operation diagram, an operation diagram creation device and an operation diagram management device that are supported by computer resources are used to improve efficiency at the time of creation and operation. Hereinafter, a train operation will be described as an example.

  A train schedule is generally expressed as an operation schedule in which one operation is defined by a unit called a streak. This expresses the time at which one train arrives at each station as a broken line with time on the horizontal axis and each station on the vertical axis. FIGS. 2A and 2B are diagrams showing examples of operation diagrams. Moreover, FIG.2 (c) is a model figure of the line section operated by this operation schedule. In this model, the route is branched at B station, and there are a route that leads to E station via C station and D station, and a route that leads from B station to F station. Stations A to E correspond to a 10-car train formation, but station F can only accommodate a vehicle formation up to a 4-car train.

  The operation diagram of FIG. 2A shows A station to E station, and FIG. 2A shows A station to F station. In this operation schedule, character strings described as '3033M', '758M', etc. are called train numbers and are codes given to one operation. For example, in FIG. 2A, the train with the train number 3033M departs from the A station, and ends at the D station via the B and C stations.

  By the way, it is not possible to read information such as how many trains the train is operating or whether or not the vehicle is disconnected. Therefore, a diagram called a box diagram is also created separately based on this service diagram. The box diagram expresses the operation of the vehicle and the crew, and is created for each train if it is a vehicle box diagram. One box diagram for one organization is read as one work, and a work number is assigned to each work in the same way as a train number.

  For example, in FIGS. 2 (a) and 2 (b), train number 3001M is operated from A station to B station in a 10-car train, and 4 cars are separated at B station and finally leave B station in a 6-car train. Shall operate to D station. The four-car train separated at one of the stations B returns from station B to station A as train number 3002M, then returns at station A and operates as train numbers 1051M and 1052M. Consider the task of traveling to the station.

  FIGS. 3A and 3B show this work in a box diagram. The work number 2001 is a work related to the vehicle of the six-car train portion operated as the train numbers 3033M, 758M, 756M, 3001M, and 773M. The work number 2002 is a work related to a four-car train that is operated as train numbers 3001M, 3002M, 1051M, and 1052M. Since the train number 3001M is set to both the work numbers 2001 and 2002, it can be seen that the train number 3001M is operated in a total of 10 trains of 6 + 4.

  By using such a box diagram, it is possible to clearly express which operation each vehicle (organization) is assigned to. In addition, one operation is not necessarily realized by only one train, but a necessary number of vehicles can be secured by connecting a plurality of trains, or the number of trains can be increased only in some sections of all service sections. There are a great many combinations of how to assign trains to schedules such as (addition). The expert creates a box diagram while painting each operation diagram one by one. However, in order to perform the above-mentioned complicated work, the state of the painting is not known, and as a result, the allocation to the operation diagram is leaked. In some cases, there are problems such as over-assignment and excessive allocation of organization. For this reason, it is indispensable to finally verify the allocation status of the organization for the operation schedule in an inventory manner.

  Therefore, a technique for creating a box diagram by using a computer system having a support such as a genetic algorithm in place of human labor has been born (see, for example, Patent Document 1). In this method, priority is randomly assigned to the stripes constituting the operation diagram, and a symbol string that is a sequence of priorities is regarded as a chromosome. Then, when assigning crew members to the work schedule, work is arranged so that lines do not overlap according to priority. The arranged work, that is, an evaluation value for each chromosome is calculated, and an optimum work is left by a genetic algorithm based on the evaluation value. For example, since an evaluation value is calculated based on the total number of hours of unassigned stripes, a better evaluation value is calculated for genes with fewer unassignments.

JP-A-8-310399

  In this way, the shipping company creates a box diagram based on the operation schedule and creates information about the actual operation of the vehicle and crew manually or automatically, but between this completed box diagram and the operation schedule There was no system for comprehensively checking the validity. In other words, as in Patent Document 1, there was a mechanism itself for automatically assigning crew members appropriately based on streak data to create a box diagram, but this was duplicated over time. I just confirmed that there was no such thing.

  For example, considering train schedules for trains, the number of trains is different for each task, so there are enough station platform heads or whether an electric drive vehicle is running on a line with no overhead lines. It is a very important matter whether the assignment according to the attributes of the equipment and crew is made.

  In addition, schedules that are actually used for operation are subject to daily changes, such as the addition of temporary trains and changes in the number of lines used at stations due to construction and other reasons. In Patent Document 1, when a change occurs in a diagram, it is necessary to assign, assign, and evaluate priorities for all stripes from the beginning, which is not suitable for so-called implementation diagram creation and management.

  The present invention is based on the problems as described above, and the purpose of the present invention is an operation that can check at all timings whether or not the vehicle and the crew are appropriately applied to all the operation schedule information. It is to provide a diamond allocation support apparatus and program.

  The invention according to claim 1 for solving the above-mentioned problem is that the operation diagram information is provided in an operation diagram assignment support device for supporting processing related to the assignment of transport equipment and personnel to the operation diagram of the transport system. Operation facility information storage means stored as operation facility information including identifier information of the operation unit for each facility of one operation unit, and operation information including the identifier information corresponding to the operation unit is stored for each operation unit. And the allocation status identifying means for identifying the allocation status based on the operation facility information and the operation information, the allocation status identification means is an allocation status for a condition relating to a predetermined operation schedule Is identified by comparing the operation facility information and the work information.

  The invention according to claim 2 for solving the above-mentioned problem further comprises resource information storage means for storing resource information relating to transportation equipment, equipment or personnel in claim 1, wherein the appropriation status identifying means comprises: The resource information stored in the resource information storage means identifies whether or not each piece of work information stored in the work information storage unit satisfies a condition.

  Invention of Claim 3 for solving said subject is ascending order in which the said operation equipment information is used about the equipment used by the said operation unit for every said operation unit in Claim 1 or 2 Or the equipment order information which can be identified in descending order is included.

  The diagram data according to the invention described in claim 4 for solving the above-mentioned problem is a diagram data used in the allocation support device for the operation schedule of the transport engine, and one facility for one operation unit based on the operation diagram information. The operation equipment information configured as one record including the identifier information of the operation unit and the information regarding the equipment order in which the order used for the equipment used in the operation unit can be identified in ascending order or descending order, and one work unit Each piece of work information configured as one record including the identifier information corresponding to the work unit is registered in association with each other based on the identifier information.

  A program according to a fifth aspect of the present invention for solving the above-described problem is a program for causing a computer to execute the processing of each means according to the first aspect.

  According to the present invention, it is possible for a user to check at an arbitrary timing whether or not all vehicles and crew are assigned to all operation schedule information in an arbitrary range specified by the user.

  Further, according to the present invention, the user can check at any timing whether or not the attributes of the vehicle and the crew assigned to all the operation schedule information in an arbitrary range specified by the user are appropriate. It becomes like this.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments to which the invention is applied will be described in detail with reference to the accompanying drawings. In this embodiment, a train schedule is described as an example. However, the present invention is not limited to a train, but can be applied to a bus, an aircraft, or the like that is used for operation management of transportation equipment and facilities using a service schedule.

  FIG. 1 is a diagram schematically showing the configuration of an operation diagram assignment support apparatus according to the first embodiment of the present invention. In FIG. 1, an operation diagram assignment support device 10 includes a train station order information management unit 11, a diagram information storage unit 12, a user request management unit 13, an expiration date management unit 14, a daily value management unit 15, and an output. A unit 20, an input unit 30, a network interface 40, and the like. The operation schedule management device 10 is configured by a computer such as a workstation or a personal computer. The output unit 20 is a device such as a CRT, LCD, or printer for printing, and the input unit 30 is a display. Devices such as a keyboard and mouse.

  The train station order information management unit 11 is one of the features of the present invention and functions on a computer memory. The diagram information storage unit 12 is a storage device such as a hard disk drive, and may be physically provided inside the operation diagram management device 10 or may be a storage device connected on the network 50. It was constructed as a so-called database system. The diagram information storage unit 12 stores information such as train station information 120, vehicle information 130, station facility information 140, crew information 150, work information 160, and the like.

  In the present invention, train station information 120 is set for each station of one train number and stored in the diagram information storage unit 12. In one record of the train station information 120, “train number”, “expiration date”, “train date”, “day value”, “train station order”, “station name”, “number line”, “arrival time”, “departure time”, etc. are registered. Has been.

  In “train number”, one number is associated with one stripe (operation). For example, when five trains arrive and depart in one service, five records of train station information 120 are stored. The five train station information 120 are related by “train number” and can be handled as continuous information. The “expiration date” is data indicating a period during which each train station information 120 itself is valid. For example, in the case of a train schedule line created for a schedule revision scheduled in the future, the revision date is set as a start date to an arbitrary end date. Also, if it is a temporary train that runs only during the summer vacation or winter vacation period, that period is set. Whether the train station information 120 is valid is determined by the expiration date management unit 14 with reference to the “expiration date” information. Since this “expiration date” is included as information, old schedule information and the like can be left in the diagram information storage unit 12, so that past diagrams can be easily referred to.

  In actual operation, if the section being operated is completely different, the same train number may be used for multiple trains. It is also possible to use an identifiable ID (train number ID).

  The date information on which each train is actually operated is substituted for “train date”. In principle, information on the date of departure from the first station is substituted. This “train date” information is unique and does not change until the train number arrives at the terminal station. The “train date” is not fixedly assigned when the train schedule is created, but is assigned by linking to calendar information, service day pattern information, etc. (not shown).

  The “day span value” is a value indicating the number of times that the train straddles the day. If the train is operated once a day, “1” is set as the “day span value” in the train station information 120. The “day span value” is set when a train schedule is created.

  “Train date” and “day stride value” are information that functions mainly in cooperation. For example, a train that operates at midnight on weekdays may arrive at a terminal station on Saturdays across the day. In this case, if a train on a weekday of a terminal station (00:00 on Monday to 24:00 on Friday) is simply cut out, this train that has been operating across the day may not be extracted. Therefore, in the present invention, it is possible to easily identify that the train departed from the first station on Friday, January 9, 2004 and arrived at the final station on Saturday, January 10, 2004. Specifically, information such as “train date: January 9, 2004” and “day span value: 1” is stored in the train station information 120 of the terminal station. In other words, the schedule at this station has arrived on January 10th, but it is actually the operation of January 9th the previous day, and the information that the day is straddling the day can be easily identified.

  It is the day-to-day value management unit 15 that determines whether or not the operation is performed across days, and functions when extracting operation schedule information in response to a user request.

  “Train station order” is information newly introduced in the present invention. For each train number, the order of the stations where the train arrives is represented by a number. For example, in FIG. 2, train numbers 3033M and 3001M respectively arrive at station A, station B, station C, and station D. In this case, in the train number 3033M, as the “train station order”, numbers “100” are assigned to the A station, “200” is assigned to the B station, and “300” is assigned to the C station. Similarly, the train number 3001M is given an ascending (or descending) number to each station. This number may be the same as or different from the train number 3033M. That is, the train number can be arbitrarily given as long as the order of the stations to be used is specified.

  “Station name” is the name of the station, and “Number line” is information regarding the number line of the station used by the train with the train number 120. The “arrival time” and “departure time” literally store the time when the train arrives at the station and the time when the train leaves the station. In the “number of connected cars”, information related to the quantity of trained vehicles of the vehicle at the station is stored.

  FIG. 4 shows an example of the train station information 120 with the above definition. FIG. 4 shows each train station information 120 from the A station to the D station regarding the train number 3001M and the train station information 120 regarding the train number 3002M. Such train station information 120 is stored in the diagram information storage unit 12 for all stripes. Here, for the sake of simplicity, the train of any train number has a value obtained by adding “100” to each station, assuming that the “train station order” of the first station is “100”. That is, the “train station order” at station A is “100” at train number 3001M, but the “train station order” at train number 3002M is “200” because station A is the final station at train number 3002M. ing. Since this train station information 120 reflects the streak for the time being, it is also information representing the operation schedule.

  In FIG. 4, for the sake of simplicity, the train station information 120 is represented by a single table, but it is preferably registered in the form of a so-called relational database that is divided into several tables and linked. In the table of FIG. 4, the train direction information is stored as train station information 120 in the diagram information storage unit 12 as one record. Similarly, work information 160, which will be described later, is also registered in the form of a relational database, and linked with, for example, a train number or the like as a key.

  The diamond information storage unit 12 further stores work information 160. The work information 160 includes work information related to a vehicle and work information related to a crew member such as a driver and a conductor. Here, the work information related to the vehicle is described as a representative example. As an example, FIG. 5 is used as the work information 160 corresponding to the box diagram of FIGS. 3 (a) and 3 (b).

  In FIG. 5, two pieces of work information 160 are shown. One is the work information 160 with the work number 2001, and the other is the work information 160 with the work number 2002. One piece of work information 160 is set for one train, and “work number”, “train number”, “start station name”, “start train station order”, “end station name”, “end train station order”, “consolidated both” Number "etc. are set. “Work number” is a number uniquely assigned to one work. “Train number” is information for identifying the train number used in the work. When one work is composed of a plurality of stripes, the number of “train numbers” corresponding to the stripe is stored. The Further, when the operation of one train number spans a plurality of works, the same train number is set in the plurality of work information 160.

  In FIG. 5, the work numbers 2001 and 2002 are displayed separately in two tables. However, this is done for convenience and may be registered as a record in the same table.

  The “start train station order” and “end train station order” are information linked to the “train station order” of each train station information stored as the train station information 120, and are specified by each “train number”. The "train station order" of the first station of the line and the "train station order" of the terminal station are stored. In any station, the “train station order” is set to “100” at the starting station, and therefore all “start train station order” is set to “100” in FIG. The “start train station order” and the “end train station order” are concepts introduced in the present invention and are not used in the past.

  The “number of connected cars” stores information related to the number of trained vehicles set for operation with this train number.

  Since the work information 160 is composed of information conventionally used except for the “start train station order” and the “end train station order”, the work information 160 is created by computer support as shown in Patent Document 1. You may register using the information of a box diagram and the box diagram which has been used traditionally. In any case, the information corresponding to the so-called box diagram and the “start train station order” and “end train station order” introduced this time are combined and stored in the diagram information storage unit 12 as the work information 160 It is.

  The train station information 120 and the work information 160 in the diagram information storage unit 12 are linked to each other based on information such as “train number”. Therefore, it is possible to refer to data mutually.

  Further, the diamond information storage unit 12 stores information such as vehicle information 130 and station facility information 140. In the vehicle information 130, information related to the attributes of the vehicle such as the vehicle type (power source), the vehicle length, the number of seats, the number of doors, and the like is registered for each vehicle. Further, the station facility information 140 includes attribute information related to facilities such as information on the station attributes such as the station home length and abbreviated station name, and information on the line attributes such as the distance between stations, the maximum speed of the line, and the gradient. It is registered. These vehicle information 130 and station facility information 140 are also linked to train station information 120 and work information 160 based on an arbitrary key.

  Now, a mechanism for checking whether vehicles and crew members are assigned without inconsistency and without omission based on each piece of information configured as described above will be described below.

1. Vehicle Allocation Check First, a vehicle allocation check will be described with reference to the flowcharts of FIGS. In the allocation of vehicles, it is checked whether there is a corresponding work for all sections of the diagram and whether the work is appropriate. This check process is performed by the user request management unit 13 using information stored in the diagram information storage unit 12 in response to a request from the user. That is, the user request management unit 13 may be a software process that operates on a computer memory, or may be configured with dedicated hardware.

  In step 201 in FIG. 6, a section to be checked is specified. The user request management unit 13 receives and specifies a request input by the user from the input unit 20 or the like for the section in which this check is desired. The method for specifying the section is not particularly limited. For example, the user may arbitrarily specify the section by specifying the section or combining the date and time. Of course, the entire registered diamond information may be designated.

  Next, for a train operated in the section specified in step 201, the user request management unit 13 obtains a series of train station information 120 of any train number from the train station information 120 stored in the diagram information storage unit 12. Extract. For example, if it is the train station information 120 of the train number 3001M, five records corresponding to each station of A station B station C station D station are extracted (step 202).

  In step 203, it is determined whether or not at least one piece of work information 160 including the extracted train number exists in the diagram information storage unit 12. If the train number is 3001M, since it is registered in the work number 2001 and the work number 2002, it is determined as “Yes” in step 203.

  On the other hand, when there is no work information 160 including the extracted train number, it is determined that the assignment is not performed, and the error process of step 206 is performed. In the error processing, a message that the work is not applied to the train number is displayed on the output unit 30 for the user, or an error log or the like is recorded.

  If "Yes" is determined in step 203, it is next determined in step 204 whether the vehicle attribute is satisfied with the operation. In step 204, attributes such as the number of trains formed, the station platform length, the route length, and the train power source are checked. The process of step 204 will be described in more detail using the flowchart of FIG.

  In step 301 of FIG. 7, an initialization process is first performed. Here, in order to check the consistency of all the stations in the train station information 120 extracted in step 202 of FIG. 6, for example, comprehensive processing is performed using information specifying the stations such as the train station order. Therefore, the minimum value of the train station order is set in the train station information extracted for the target train as initialization for substituting the train station order for the variable N.

  In step 302, a record of train station information 120 of train station order 'N' is extracted. First, the train station information 120 of the first station of the target train or the first station in the check section is extracted. In the case of the train number 3001M, the record of the station name “A” (train station order = 100) shown in FIG. 4 is extracted.

  Next, in step 303, the work assigned to the train station of the train is extracted. Here, by using the train station order included in the train station information 120, the start train station order, and the end train station order of the work information 160, high-speed extraction by numerical comparison is performed. If no work that matches the conditions could be extracted at this time, it means that the work is not applied “in the station”, and the process proceeds to error processing 310 (step 304). This error process is a process of recording as a screen display or log as in step 206 of FIG. Since the error processing (steps 310, 311, 312, 313) is the same in the processing described below, the description thereof will be omitted. In the case of the train number 3001M, as described above, since the train number is included in the work number 2001 and the work number 2002, and both the work satisfy the conditions of the train station order, the two work information 160 shown in FIG. Is extracted.

  In step 305, the consistency of the number of trained vehicles is checked using the extracted train station information 120 and work information 160. First, with reference to the “number of connected cars” from the train station information 120 of the train station order “100”, it is calculated whether or not it matches the total number of vehicles in the total work information 160 extracted in step 303. That is, in the case of the train number 3001M, the “number of connected cars” is “10” at the station A of the train station order “100”. On the other hand, the extracted work number 2001 and work number 2002 are ‘6’ and ‘4’, respectively, and are summed up to ‘10’, so they are determined to match (Yes).

  If it is determined in step 305 that they do not match (No), it means that the number of vehicles to be organized is too large or insufficient, and error processing is performed as step 311. In other words, whether or not the necessary work is allocated without excess or deficiency is determined by checking the trained vehicle. In the present embodiment, the consistency of the number of trains is checked based on the “total number of connected vehicles” in the train station information 120 and the total value of the total number of vehicles in the work information 160. For example, the train station information 120 Set the information such as “Required number of jobs” as the required number of jobs, and whether the number of jobs extracted in Step 303 matches this “Required number of jobs”. Check whether the number of jobs extracted corresponding to the train station matches the number of jobs required. You may do it.

  If the number of trained vehicles is correct, it is checked whether the length of the platform of the station and the length of the number line are sufficient for the train length determined from the next vehicle. As information indicating the station equipment, the home length and the wire length are used. The home length indicates the (effective) length of the platform on which passengers can get on and off at the station, and the number of the line indicates the length that can be used as a line regardless of the platform length. For example, in the case of a train towed by a locomotive, passengers can only get on and off at the station, and there may be no problem if the locomotive itself protrudes from the station platform and stops. In addition, on freight trains, passengers do not need to think about getting on and off, so if they do not affect the operation of other trains at the station, they must stop at the same length as the platform head. Is allowed. Therefore, at the station where the train stops, it is necessary to check the length of the line at least whether the train can be stopped, and it is also necessary to check the home length of the station where passengers are scheduled to get on and off (step 306). Hereinafter, the home length check will be described as an example.

  In the present invention, various attributes of the vehicle are registered in the vehicle information 130, and information on the vehicle length of each vehicle is also included therein. In the station facility information 140, information related to the station head length is registered. Therefore, the total length of the train is obtained based on the information of each vehicle length, and further, the station line information used in the station is identified from the station name information and the line information in the train station information 120, and then the home of the station facility information 140 is obtained. Browse information.

  If the home length is sufficient with respect to the number of vehicles for the job, “Yes” is determined in step 306, and “No” is determined otherwise. Depending on the schedule, in the case of a train that exceeds the platform length, there is a contrivance such as limiting the door to be used and getting on and off only within the range that fits within the platform length. As an example of such correspondence, control is performed so that “Yes” is determined in step 306 by registering information such as “number of used doors” and “used door position” in the train station information 120. You may do it.

  Next, in step 307, the power source of the train is checked. Trains can be classified into several types of power such as diesel, electricity, and steam engines. For example, in the case of a train that uses electricity as a power source, an overhead line is required, and even with the same electricity, there are differences such as DC, AC 50 Hz, and AC 60 Hz. Therefore, it is necessary to confirm what kind of power source the train of the relevant operation is, and check whether the equipment of the station number line and the track is compatible with the power source.

  Therefore, based on the vehicle attribute information of the vehicle information 130, information on the power source of the train used in the work is extracted, and the attribute information of the station number line and the track stored in the station facility information 140 corresponds to this power source. Determine whether it has been. If it corresponds, “Yes” is determined, and if it does not correspond, “No” is determined.

  Since the check of the work information 160 for one station is completed in steps 304 to 307, it is determined in step 308 whether there is another station to be checked in the train number 120. If there is another station to be checked, a certain value is added to 'N' and Steps 302 to 307 are repeated. This time, since it is assumed that the train station order is set in increments of 100, '100' is added here. If there is no other train station information to be checked, the flow in FIG. 7 ends, and step 204 in FIG. 6 ends.

  In addition, as shown in the flow of FIG. 7, when an error is detected, each error is detected in order to check consistency of all the train station information without losing follow-up and ending the process at that time. The next check processing is continued through error processing corresponding to the state.

  Returning to FIG. 6 again, in step 204, when the attribute checks such as the number of trains, station platform length, station number line length, train power source, etc. are completed, another train number is in the range specified in step 201. If there is another train number, it returns to step 202 and repeats to step 204. In this embodiment, the number of trains, the number of train wires, the length of the platform, and the attributes of the train power source are checked. However, the items to be checked and the order of checking each item are not limited to this example. It can be appropriately set according to the situation in which the present invention is used.

2. Crew Allocation Check Next, a check regarding crew allocation will be described. As for the crew, as with the vehicle, it is checked whether there is a corresponding work for all sections of the diagram and whether the work is appropriate.

  For crew members, work is set separately for the driver and conductor, and each is checked. The check whether there is a corresponding work for all sections of the diamond is performed in the same manner as the work of the vehicle.

  First, for the driver, a check is made as to whether “one driver is assigned”. On the other hand, as for the conductor, “whether one or more conductors are assigned” is checked unless the operation is one-man. The information is checked with reference to the crew information 150 in the diagram information storage unit 12.

  Whether or not the work is appropriate is checked in the same manner as in the flowchart of FIG. Check items are not limited, but for example, the following checks are required. In the previous train number 3001M, when it departs from A station, it is a 10-car train, but because it is separated into 6 cars and 4 cars at B station, there is a crew room (driver's cab) for both in this connecting part. It shall be impossible to go back and forth between vehicles.

  If it is desired to operate the train so that the conductor can come and go to any vehicle during train operation, this condition cannot be cleared with the train formation of the train number 3001M. In order to check whether or not such a condition is met, information “penetration” is provided in the vehicle information 130, and it is stored which vehicle of each train can travel between the crew members.

  Then, with respect to the vehicle specified from the train number and the work number, it is determined whether one conductor can go to any vehicle, that is, whether all the “penetration” information is satisfied. If the knitting is not penetrating, it is determined whether or not a plurality of conductors corresponding to the respective knitting portions are on board. In order to satisfy this condition with the train number 3001M, it is only necessary to register the work information so that the conductors are arranged on each of the four and six cars.

  As described above, in the present invention, by providing the train station information 120 for each station of one train number, it is possible to check whether or not the work is correctly assigned for the schedules of all sections. I can do it now. In particular, by providing “train station order” information in the train station information 120 and “start train station order” and “end train station order” in the work information 160, any timing for any section (station) is provided. It is now possible to check the allocation status at high speed.

  In other words, in the past, there was a check so that duplicate assignments did not occur at the time of diamond creation, but in the present invention, it is now possible to check the consistency and qualification of assignment for a specified section at any time. .

  The further effect by having "train station order" is demonstrated in detail. If there is no “train station order”, the train operation section is specified by specifying from which station to which station by the station name or ID uniquely assigned to the station. For example, when a train that departs from AA station operates as BB station, CC station,... And there is a train number 5001M that is operated in a ring so that one operation is completed after returning to AA station, one train number 5001M The starting and ending stations of the service specified in are the same.

  The effect of providing the “train station order” will be described in more detail. The train operation section is designated from the station XX to the station △ Δ by a station name or an ID uniquely assigned to the station. The assignment section of the work is also designated similarly. For this reason, in order to determine the section where work is assigned to the section of the service schedule, all the stations (train station information) from the start station to the end station of the service schedule are extracted once, It is necessary to perform a process of searching for a section corresponding to the condition of the station name or the station ID. Also, if you want to find the work assigned at the station where the train is located (train station information) as in this process, the schedule information included in the work information between the start station and the end station is displayed. The procedure is to search for whether or not the station is included in the data, and the processing amount is very large.

  In addition, if there is a train number 5001M that operates in a ring, such as a train that departs from AA station operates as BB station, CC station,... There is a possibility that necessary information cannot be extracted because it is not possible to know which “AA station” is only by the station name or station ID of “AA station”.

  However, by providing the “train station order” in the train station information and the “start train station order” and “end train station order” in the work information, all of the above processing can be realized only by numerical comparison processing. Can be reduced. As in the case of the present invention, it is very easy to extract work assigned at a certain station (train station). Further, in the case of a ring train, the first train “AA station” and the last train “AA station” are different in order of the train stations, and therefore can be clearly distinguished.

  In addition, since it is information expressed numerically in order from the first station, there is an advantage that even if information on stations in one operation is arbitrarily extracted, it is easy to grasp which station is arriving before which station. is there.

  As described above in detail, the operation support device for schedule allocation according to the present invention can check whether allocation of vehicles and crew members is performed all over a range of schedules designated by the user. Became.

  As described above, the operation schedule assignment support device according to the present invention determines whether or not the vehicle and the crew are all assigned to all the operation schedule information in an arbitrary range specified by the user. You can check. Therefore, the operation diagram assignment support device of the present invention can be applied to a system for managing operation diagrams such as buses, airplanes, and trains.

It is the figure which showed roughly the structure of the allocation assistance apparatus of the service diagram which concerns on one Embodiment of this invention. It is a figure showing an example of line data and a model of a line section. It is the figure which showed an example of the box diagram. It is the figure which showed an example of train station information. It is the figure which showed an example of work information. It is a flowchart which shows the process sequence of an allocation check. It is a flowchart which shows the process sequence of an allocation check.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Train schedule allocation support device 11 Train station order information management unit 12 Diagram information storage unit 13 User request management unit 14 Expiration date management unit 15 Cross value management unit 20 Output unit 30 Input unit 40 Network interface 50 Network 120 Train station information 130 Vehicle information 140 Station facility information 150 Crew information 160 Work information

Claims (5)

In the operation diagram assignment support device to support the processing related to the assignment of transport equipment and personnel to the operation schedule of the transport system,
Operation facility information storage means for storing operation schedule information as operation facility information including identifier information of the operation unit for each facility of one operation unit;
A work information storage means for storing work information including the identifier information corresponding to the work unit for each work unit;
An allocation status identifying means for identifying an allocation status based on the operation facility information and the work information;
The allocation status identifying means identifies an allocation status for a condition relating to a predetermined operation schedule by comparing the operation facility information and work information, and the allocation schedule allocation support device. It further comprises resource information storage means for storing resource information related to transportation equipment, equipment or personnel,
The appropriation status identifying means identifies whether each piece of work information stored in the work information storage unit satisfies a condition for the resource information stored in the resource information storage means. Item 2. The schedule support device for schedules according to Item 1.   The said operation equipment information contains the equipment order information which can identify the order used about the equipment used by the said operation unit for every said operation unit by an ascending order or a descending order. Allocation support device for navigation schedules. It is a diagram data used in the allocation support device of the operation schedule of the transport organization,
1 for each facility of one operation unit based on the operation schedule information, including information on the identifier of the operation unit and information on the facility order that can be identified in ascending or descending order for the equipment used in the operation unit. Information on operation facilities configured as records,
The work information configured as one record including the identifier information corresponding to the work unit for each work unit,
Diamond data characterized by being registered in association with each other based on the identifier information. The program for making a computer perform the process of each means of Claim 1.

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