JP6576231B2 - Program and operation arrangement plan creation device - Google Patents

Description

  The present invention relates to a technique for creating an operation arrangement plan.

  In the case of railways, when the train operation is disturbed, operation arrangement is performed to correct and change the train diagram in order to return to normal operation. The schedule plan that has been arranged for operation is called the operation arrangement plan. Since the operation arrangement is performed in a situation where the train schedule is disturbed and inconveniences the passengers, a quick and efficient operation arrangement is desired. In recent years, various methods using a computer have been proposed in order to realize quick and efficient operation arrangement (see, for example, Patent Document 1).

JP 2011-79480 A

  One of the situations where driving arrangement is necessary is when speed regulation is activated. Speed regulation is implemented at a stage before driving restraint or at a warning stage immediately after restarting driving. In addition, speed regulation may be implemented for the purpose of avoiding disasters such as capsizing during strong winds, falling snow blocks attached to vehicles, etc., and avoiding disasters caused by fire along the railway. At the time of speed regulation, the train is decelerated in the speed regulation section, or some trains are suspended, resulting in a significant time disruption.

  However, the conventional driving arrangement technology including Patent Document 1 is mainly aimed at recovering the delay for promptly returning to the planned schedule after deterring driving for a certain period of time due to a human accident etc. The speed regulation at which the deceleration operation is performed was not taken into consideration. Therefore, the conventional driving arrangement technology cannot be applied to speed regulation as it is.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a technique for creating a driving arrangement plan at the time of speed regulation.

The first invention for solving the above-described problems is
A program for causing a computer to create an operation arrangement plan by performing operation arrangement for a given train schedule based on a given speed restriction section and a given speed restriction time zone,
From the train diagram, an extraction means for extracting a train that travels in the speed regulation section in the speed regulation time zone as a suspension candidate train,
Among the plurality of extracted suspension candidate trains, suspension combination generating means for generating a plurality of suspension combinations that are combinations of trains that are section suspension trains in a partial train suspension section that has both ends including the speed regulation section as a turn-back station ,
For each of the plurality of suspension combinations, an operation for generating an operation change plan as a delayed train for causing the section suspension train to be turned back at the turn-back station and for a train other than the section suspension train to be delayed in the speed regulation section. Change proposal generation means,
Evaluation means for evaluating each of the plurality of suspension combinations according to a predetermined evaluation criterion based on the corresponding operation change proposal,
A selection means for selecting a suspension combination based on the evaluation result from the plurality of suspension combinations,
An operation arrangement plan generating means for generating an operation arrangement plan based on the operation change plan corresponding to the selected suspension combination;
As a program for causing the computer to function.

As another invention,
An operation arrangement plan creation device that performs operation arrangement for a given train schedule and creates an operation arrangement plan based on a given speed regulation section and a given speed regulation time zone,
From the train diagram, an extraction means for extracting a train that travels in the speed regulation section in the speed regulation time zone as a suspension candidate train;
Among the plurality of extracted suspension candidate trains, suspension combination generating means for generating a plurality of suspension combinations that are combinations of trains that are section suspension trains in a partial train suspension section that has both ends including the speed regulation section as a turn-back station When,
For each of the plurality of suspension combinations, an operation for generating an operation change plan as a delayed train for causing the section suspension train to be turned back at the turn-back station and for a train other than the section suspension train to be delayed in the speed regulation section. Change plan generation means;
Evaluation means for evaluating each of the plurality of suspension combinations based on the corresponding operation change proposal according to a predetermined evaluation criterion;
A selection means for selecting a suspension combination based on the evaluation result from the plurality of suspension combinations;
An operation arrangement plan generating means for generating an operation arrangement plan based on the operation change plan corresponding to the selected suspension combination;
An operation arrangement plan creating device may be configured.

  According to the first aspect of the invention, it is possible to realize operation arrangement at the time of speed regulation. In other words, among the suspension candidate trains that run in a given speed regulation section during a given speed regulation period, multiple suspension combinations that are combinations of suspended trains that are suspended in some train suspension sections including the speed restriction section are generated. For each of these suspension combinations, suspended trains are suspended in some suspension sections including the speed restriction section, and are turned back at both ends of the suspension section, and trains that are not suspended are delayed in the speed restriction section. Generate an operational change plan that is set to run. Then, each of the plurality of suspension combinations is evaluated based on the corresponding operation change plan, and an operation arrangement plan is created based on the plurality of operation change plans selected based on the evaluation result. This makes it possible to create a driving arrangement plan according to the speed regulation.

  In addition, when the evaluation criterion is, for example, a criterion relating to delay, it is possible to create an operation arrangement plan that appropriately suppresses delay in the speed regulation section.

  Further, among all the calculation processes until the final operation arrangement plan is created, the operation amount is relatively large in the process of creating the operation arrangement plan from the operation change proposal. Therefore, first, enumerate suspension combinations that are combinations of suspension trains that can be considered in some suspension sections including speed regulation sections, evaluate each suspension combination, narrow down suspension combinations, and then narrow down suspension combinations. By taking the procedure of creating an operation arrangement plan based on the above, it is possible to efficiently create an operation arrangement plan and to reduce the total amount of calculation.

As a second invention, a program of the first invention,
The operation change plan generation means includes:
A first operation undecided setting means for setting the section suspension train as a post-operation undecided train before the section suspension, and a section after the section suspension as a pre-operation undecided train;
Delay means for changing the arrival time of the return station after passing through the speed regulation section of the delay train so as to be delayed by a predetermined time increase,
Cutting the delayed train at the turn-back station after passing through the speed regulation section, a second operation undecided setting means before the turn-back station is a post-operation undecided train, and after the turn-back station is a pre-operation undecided train;
In the turn-back station, in order of time, an operation connection setting means for setting an operation connection between the subsequent operation undecided train and the previous operation undecided train;
Departure time changing means for changing the departure time of the previous operation undetermined train at the return station according to the arrival time at the return station of the subsequent operation undetermined train in which the operation connection is set with the previous operation undetermined train. When,
Having
A program may be configured.

  According to the second aspect of the present invention, it is possible to create an operation change plan that realizes appropriate vehicle operation by disconnecting a section suspension train and a delay train at a turn-back station and connecting them by operation connection.

As a third invention, a program of the second invention,
The evaluation means includes
Based on the arrival time of the operation undecided train after the operation connection is set, and the departure time of the previous operation undecided train, at least one of the operation interval, delay time, and operation rate at the return station, Evaluate using as the evaluation criteria,
A program may be configured.

  According to the third aspect of the present invention, at least one of the operation interval, the delay time, and the operation rate at the turn-back station can be used as the evaluation standard for the operation change plan. The shorter the operation interval and the delay time, the higher the operation rate, and the smaller the variation in the operation interval, the better the evaluation.

As a fourth invention, there is provided a program according to any one of the first to third inventions,
The extraction means includes
When the number of trains traveling in the speed regulation section during the speed regulation period is different in the up direction and the down direction, by adding a train that travels in the speed regulation section after the speed regulation period, the up direction And the same number of suspension candidate trains in the down direction,
A program may be configured.

  According to the fourth aspect of the present invention, by setting the number of suspension candidate trains in the upward direction and the downward direction, it becomes possible to connect any train with any of the suspension candidate trains at the turn-back station. .

As a fifth invention, there is provided a program according to any one of the first to fourth inventions,
The suspension combination generating means is
The suspension combination is generated so that the number of the suspended trains in the upward and downward directions is the same number.
A program may be configured.

  According to the fifth aspect of the present invention, by setting the number of section suspension trains in the upward direction and the downward direction, it becomes possible to connect any train with any of the suspension candidate trains at the turn-back station. .

As a sixth invention, there is provided a program according to any one of the first to fifth inventions,
The suspension combination generating means is
The suspension combination is generated so that the operation rate and / or number of trains traveling in the speed restriction section during the speed restriction time period satisfy a given operation condition,
A program may be configured.

  According to the sixth aspect of the invention, by generating a suspension combination in which the operation rate and number of trains in the speed regulation section satisfy a given operation condition, train operation of a certain level or more is ensured although being delayed, A highly practical driving arrangement plan can be created.

As a seventh invention, there is provided a program according to any one of the first to sixth inventions,
The selection means includes
Select multiple suspension combinations,
The operation arrangement plan generating means includes:
Generating a driving arrangement plan candidate for each of the plurality of suspension combinations selected by the selection means, and selecting a driving arrangement plan candidate satisfying a predetermined condition from the generated driving arrangement proposal candidates as the driving arrangement plan;
A program may be configured.

  According to the seventh aspect of the present invention, a plurality of operation combination plans selected from among a plurality of operation suspension combinations, and operation arrangement proposal candidates that satisfy a predetermined condition from among the operation arrangement plan candidates generated for each of the selected plurality of operation suspension combinations, It can be selected as a driving arrangement plan. The greater the number of operation arrangement plans to be selected, the longer it takes to create the operation arrangement plan. However, the possibility that a more appropriate operation arrangement plan can be adopted increases. In addition, by changing the number of suspension combinations that generate candidate driving arrangements according to the time required for preparation of driving arrangements, for example, the time until restarting, more appropriate driving arrangements can be made within a limited time. A draft can be made.

An example of a planning diagram. An example of speed regulation scenario and driving arrangement policy. An example of extraction of a suspension candidate train. An example of a suspension candidate combination. Explanatory drawing of the setting of the rear / previous operation undecided train with respect to a suspended train. Explanatory drawing of the setting of the after / before operation undecided train with respect to a delay train. An example of the setting of an undecided post / pre-operational train for a suspension combination. An example of setting operation linkage. Explanatory drawing of the change of the departure time of operation connection. An example of operational linkage. The functional block diagram of a driving arrangement plan creation apparatus. Data configuration example of speed regulation scenario data. Data configuration example of operation arrangement policy data. The data structural example of a suspension candidate train list. Data structure example of suspension condition data. Data structure example of suspension combination data. Data configuration example of data for suspension combination evaluation. The data structural example of a speed regulation time increase time minute table. Data configuration example of post-operational untrained train data. Data configuration example of pre-operation undecided train data. Data configuration example of operational linkage data. Data structure example of minimum stop / turn-back time table. Data configuration example of operation change plan data. The flowchart of a driving arrangement plan creation process.

[Overview]
The operation arrangement plan creation apparatus according to the present embodiment is an apparatus that creates an operation arrangement plan when speed regulation is provided. Speed regulation is a kind of driving regulation, and driving regulation includes driving inhibition and speed regulation. In the present embodiment, in order to simplify the explanation, a description will be given of the creation of a driving arrangement plan when speed regulation is set without restarting driving and the driving is resumed. However, after activating the speed regulation, the train operation will be temporarily suppressed, and the operation arrangement plan will be created, and it will be resumed after confirming that it is possible to make arrangements for the operation of vehicles, crew, etc. . Therefore, the inhibition during this period is referred to as “temporary inhibition”. Of course, the present embodiment can also be applied to the creation of a driving arrangement plan when speed regulation is performed before or after driving inhibition, which is a kind of driving regulation.

[Creation procedure]
A procedure for creating a driving arrangement plan in this embodiment will be described. In this embodiment, speed regulation is activated, a driving arrangement plan is created, suspension of operation and arrangement of vehicle operation are decided according to driving arrangement, and driving is resumed after the driver is notified to the crew (can be arranged). To do.
(A) Driving regulation First, a train schedule that is subject to driving arrangement and a speed regulation scenario that defines the contents of the speed regulation are given. The train schedule that is the target of operation organization is a schedule before the speed regulation is activated, and is a planned schedule here.

  The speed regulation scenario includes a speed regulation section in which speed regulation is provided, a speed regulation time zone from the time when the speed regulation is activated (start time) to the release time (end time), and a driving resumption time (arrangement possible time). It is. The operation resuming time (arrangement possible time) is a time at which an operation arrangement plan for speed regulation is created and operation according to the created operation arrangement plan is started, and is a time after the speed regulation activation time. During the time period from the speed regulation activation time to the operation resumption time, all trains in the speed regulation section are temporarily suppressed.

  In addition, an operation organizing policy that defines an operation organizing policy for the planned schedule when speed regulation according to the speed regulation scenario is performed is determined. There will be a significant delay in trains that have passed through the speed regulation section. For this reason, in order to minimize the influence on the outside of the speed regulation section, a section including the speed regulation section and where both ends of the station are turnable stations is determined as a partial train suspension section. Hereinafter, this part of the train suspension section is simply referred to as the “suspension section”. In this suspended section, some trains are section suspended and turned back at both ends of the suspended section, and other trains decelerate and operate. The setting of the suspension section and the setting of the turn-back station are set as the policy of operation arrangement.

  FIG. 1 is an example of a planning diagram. FIG. 1A is a diagram, and FIG. 1B is a timetable. In FIG. 1, five trains 1M, 3M, 5M, 7M, and 9M in the downward direction from the A station to the D station and 5 in the upward direction from the D station to the A station in the line A station to the D station. A plan diagram composed of trains 2M, 4M, 6M, 8M and 10M is shown.

  FIG. 2 is an example of a speed regulation scenario and an operation arrangement policy given to the plan diagram of FIG. In FIG. 2, the speed regulation scenario is that the speed regulation section is “B station to C station”, the speed regulation activation time is “10:20”, the speed regulation release time is “11:20”, and the arrangement available time (driving Resume time) is defined as “10:30”. And as the driving arrangement policy, both the B station and the C station are returnable stations, so the “B station to C station” that is the same as the speed regulation section is set as the suspension section, and the “B station and C station” that are both end stations. ”Is defined as a loopback operation.

(B) Suspension candidate train Next, the suspension candidate train is extracted from the planned schedule. Candidate trains are suspended from either station at both ends of the suspension section (hereinafter referred to as “end station”) from the time when the suspension can be arranged to the time when the restriction is canceled, toward the suspension section (also referred to as a speed regulation section) It is a train that departs. If the number of candidate trains for suspension in the upward and downward directions extracted is different, the trains that depart from the end station of the suspension section toward the suspension section at a time after the deregulation time in the direction with a small number of trains. It adds in order of time, and makes the number of suspension candidate trains in each of the upward direction and the downward direction the same.

  FIG. 3 is a diagram illustrating extraction of suspension candidate trains. In FIG. 3, three trains 3M, 5M and 7M are first extracted as the suspension candidate trains in the downward direction and two trains 6M and 8M in the upward direction. In this case, since the number in the upward direction is one less, the upward train 10M is additionally extracted as a suspension candidate train. Thus, three suspension candidate trains are extracted for each of the upward and downward directions.

(C) Suspension combination Subsequently, a suspension combination that is a combination of suspension train candidates to be suspended in the suspension section is generated from the extracted suspension candidate trains. In the suspension combination, trains other than the suspension candidate trains to be suspended trains are delayed trains that are decelerated in the speed regulation section.

  The suspension combination is generated so as to satisfy the suspension number condition, the operation rate condition, and the continuous suspension number condition. The suspension number condition is that “the number of suspensions in each of the uplink direction and the downlink direction is the same”. The operation rate condition is “the operation rate is not less than a predetermined minimum operation rate and not more than a predetermined maximum operation rate for each of the upward direction and the downward direction”. The operation rate is the ratio of the number of suspended trains to the number of suspension candidate trains. The minimum operation rate and the maximum operation rate can be arbitrarily set. The condition for the number of continuous suspensions is that “the number of continuous suspensions, which is the number of trains that are suspended in each of the upward and downward directions, is equal to or less than the predetermined number of continuous suspensions”. The number of continuous suspensions can be arbitrarily set.

  FIG. 4 is a diagram illustrating an example of a suspension combination generated for the suspension candidate train illustrated in FIG. 3. In FIG. 4, the minimum operation rate is “50%”, the maximum operation rate is “100%”, and the number of continuous suspension is “2”. In this case, the number of suspensions is “0”, that is, one combination 10a in which all suspension candidate trains are delayed trains, and the number of suspensions is “1” for each of the upward and downward directions (a total of 2 inbound and outbound). However, since it is necessary to make the number of suspensions in both directions the same, it is referred to as “one”), that is, ten combinations of nine combinations 10b to 10j with one suspension candidate train as suspension trains. Is generated. Since there are three suspension candidate trains in each of the upward and downward directions, the operation rate when the number of suspensions is one is “1/3 = 66%”, which is a minimum operation rate of 50% or more. Therefore, the operation rate condition is satisfied. However, if the number of suspensions is two, the operating rate is “2/3 = 33%”, which is below the minimum operating rate of 50%, and does not satisfy the operating rate condition. For this reason, the number of suspensions cannot be two or more.

(D) Evaluation of suspension combinations For each of the suspension combinations generated, an operation change plan that defines suspension and vehicle operation changes according to the driving arrangement policy is generated.

  Specifically, among the suspension candidate trains constituting the suspension combination, for the suspension train, as shown in FIG. 5, the suspension section is a section suspension. And about this suspension train, let the operation before the suspension section be a post-operation undetermined train that the vehicle operation after this is undetermined, and the operation after the suspension section is the precluded operation undetermined train that the vehicle operation before this is undecided.

  Also, among the suspension candidate trains that make up the suspension combination, for the delayed train, as shown in FIG. 6, the train is disconnected at the terminal station of the suspension section, the station before the suspension section is defined as a post-operation undecided train, The train after the last station is assumed to be a previously operated undecided train. The terminal station of the suspension section is the last station where the train travels through the suspension section (end station of the suspension section), that is, the end station on the advancing side of the suspension section for the train. Similarly, the end station on the entry side of the suspended section is called the start station. That is, in FIG. 6, B station is the start station of the suspension section, and C station is the termination station of the suspension section. And about a post-operation undecided train, the arrival time t to the terminal station of a suspension section is changed into the time delayed by predetermined time increment Δt1. However, as shown in FIG. 6 (b), for delayed trains where the departure time of the start station of the suspended section is after the deregulation time, there is no need for deceleration operation in the suspended section, so There is no need to delay the arrival time.

  FIG. 7 is an example of the setting of the pre-operation undetermined train and the post-operation undetermined train for one operation combination. The suspension combination shown in FIG. 7 is for the suspension combination 10e shown in FIG. 4, where the trains 5M and 6M are suspension trains, and the other trains 3M, 7M, 8M, and 10M are delay trains.

  In FIG. 7, for the down train 5M, which is a suspended train, “B station to C station”, which is a suspended section, is suspended, and the operation until the arrival at B station, which is the starting station of the suspended section, is not yet determined. After the departure of station C, which is the terminal station of the section, it is determined that the train is not yet operated. Similarly, for the up train 6M, the “C station to B station”, which is a suspended section, is a section suspended, and the C station, which is the starting station of the suspended section, is a post-operation undecided train and the terminal station of the suspended section. After the departure of station B, it is determined that the train is not yet operated. For the down train 3M, which is a delayed train, the arrival time of station C, which is the terminal station of the suspended section, is the arrival time “10:42” in the planned schedule, and the increase time of station B to station C “10 minutes” ”Is added to the time“ 10:52 ”, and the post-operation undetermined train until the changed arrival time (arrival) of the C station, the pre-operation undetermined train after the departure time (departure) of the C station in the schedule It is stipulated. Similarly, for the descending train 7M, the arrival time of station C, which is the terminal station of the suspended section, is “10 minutes” for the increase in time from station B to station C at the arrival time “11:22” on the planned schedule. Is changed to the time “11:32”, and the post-operation undetermined train until the changed arrival time (arrival) of the C station, and the C operation departure time (departure) after the departure time is the pre-operation undetermined train. It has been established. As for the up train 8M, the arrival time of the B station, which is the terminal station of the suspended section for the up train, is “10 minutes” from the B station to the C station at the arrival time “11:18” on the planned schedule. ”Is added to the time“ 11:28 ”, and the changed station B arrival time (arrival) is regarded as a post-operation undecided train, and after the departure time (departure) of station B in the planned schedule It is an undecided train. Further, the upstream train 10M is the terminal station of the suspension section because the departure time “11:28” of the station C, which is the start station of the suspension section for the upstream train, is after the restriction release time “11:20”. The arrival time at station B remains the arrival time “11:38” at the planned timetable, the post-operation undecided train until the arrival time at station B in the planned timeline, and the operation after the departure time at station B in the planned timeline is undecided. It is said to be a train.

  In this way, for each candidate train that constitutes a suspension combination, when the previous operation undetermined train and the later operation undetermined train are determined, then at each end station of the suspension section, in order of time from the later operation undetermined train. Set up operation links to undecided trains.

  FIG. 8 is an example of operation connection settings. The operation connection setting shown in FIG. 8 is for the post-operation undetermined train and the previous operation undetermined train shown in FIG. In FIG. 8, the following three are set as operation linkages at station B, which is one end station of the suspended section. That is, a return operation link is set between the down train 5M, which is a post-operation undetermined train, and the up train 6M, which is a pre-operation undetermined train. In addition, an operation link for traveling in the same direction is set between an upstream train 8M that is a post-operation undetermined train and an upstream train 8M that is a previous-operation undetermined train. Further, an operation link for traveling in the same direction is set between the upstream train 10M, which is a post-operation undetermined train, and the upstream train 10M, which is a previous-operation undetermined train.

  In addition, the following three are set as operation linkages at station C, which is the other end station of the suspension section. That is, a return operation link is set between the upstream train 6M, which is a post-operational undetermined train, and the downstream train 3M, which is a previous-operational undetermined train. In addition, an operation link for traveling in the same direction is set between the down train 3M that is a post-operation undetermined train and the down train 5M that is a pre-operation undetermined train. In addition, an operation link for traveling in the same direction is set between the down train 7M, which is a post-operation undetermined train, and the down train 7M, which is a pre-operation undetermined train.

  Then, for each set operation link, the departure time of the previous operation undetermined train is changed according to the type of operation link such as whether the vehicle is turning or traveling in the same direction. Specifically, as shown in FIG. 9, when the operation link is turned back, the predicted time tc obtained by adding a predetermined minimum turn-back time Δt2 to the arrival time ta of the post-operation undecided train, and the previous operation undecided train Compared with the departure time tb, if the predicted time tc is later than the departure time tb, the departure time tb is changed to the predicted time tc, and if the predicted time tc is before the departure time tb, the departure time tb is left as it is.

  When the operation linkage is traveling in the same direction, the predicted time tf obtained by adding the predetermined minimum stop time Δt3 to the arrival time td of the post-operation undecided train is compared with the departure time te of the pre-operation undecided train, If the predicted time tf is later than the departure time te, the departure time te is changed to the predicted time tf. If the predicted time tf is before the departure time te, the departure time te is left as it is.

  FIG. 10 is an example of changing the time of departure for operation linkage. In FIG. 10, for the operation linkage between the train 5M and the train 6M at the B station, the predicted time “10” is obtained by adding “5 minutes” which is the minimum turnaround time to the arrival time “10:50” of the B station of the train 5M. : 55 ”is earlier than the departure time“ 11:00 ”of the B station of the train 6M, the departure time of the B station of the train 6M remains“ 11:00 ”. As for the operation connection between the train 8M and the train 8M at the B station, the predicted time “11:30” obtained by adding “2 minutes” as the minimum stop time to the arrival time “11:28” of the train 8M at the B station. Is later than the departure time “11:20” of the B station of the train 8M, the departure time of the B station of the train 8M is changed to “11:30”. In addition, for the operation connection between the train 10M and the train 10M, the predicted time “11:40” obtained by adding “2 minutes” as the minimum stop time to the arrival time “11:38” of the B station of the train 10M is: Since it coincides with the departure time “11:40” of the B station of the train 10M, the departure time of the B station of the train 10M remains “11:40”.

  As for the operation connection between the train 6M and the train 3M at the station C, the predicted time “10:51” obtained by adding “5 minutes” which is the minimum turnaround time to the arrival time “10:46” of the train 6M at the station C. "Is later than the departure time“ 10:44 ”of the C station of the train 3M, the departure time of the C station of the train 3M is changed to“ 10:51 ”. In addition, for the operation connection between the train 3M and the train 5M, the predicted time “10:53” obtained by adding “1 minute” as the minimum stop time to the arrival time “10:52” of the station C of the train 3M is: Since it is earlier than the departure time “11:04” of the C station of the train 5M, the departure time of the C station of the train 5M remains “11:04”. As for the operation connection between the train 7M and the train 7M, the predicted time “11:33” obtained by adding “1 minute” which is the minimum stop time to the arrival time “11:32” of the station C of the train 7M is: Since it is later than the departure time “11:24” of the C station of the train 7M, the departure time of the C station of the train 7M is changed to “11:33”.

  As described above, for each combination of suspension, an operation change plan that defines suspension of suspension of candidate trains and vehicle operation is generated, and the suspension combination is evaluated using the generated operation change plan. Evaluation is performed using evaluation criteria such as maximum train interval, total delay time, and operation rate. The maximum train interval is the maximum of the time intervals of the departure time of a candidate train for suspension at opposite stations of the suspension section (in the opposite direction to the suspension section). The maximum train interval is obtained at both ends of the suspension section, including the departure times of the trains before and after the suspension candidate train. The total delay time is the sum of the delay time with respect to the departure time in the planned schedule of the departure time of the suspension candidate train at the both ends of the suspension section (in the opposite direction to the suspension section). For example, in the operation change plan shown in FIG. 10, the maximum train interval is “30 minutes” that is the interval between the departure time of the train 6M and the departure time of the train 8M immediately after that at the B station. The total delay time is the delay time “10 minutes” of the departure time of the train 8M at the B station, the delay time “7 minutes” of the departure time of the train 3M at the C station, and the departure time of the train 7M at the C station. The total delay time “9 minutes” and “26 minutes”.

  Then, some of these suspension combinations are selected based on the evaluation result of the corresponding operation change plan. For example, a predetermined number of suspension combinations can be selected from the smaller maximum train interval, or a predetermined number of suspension combinations can be selected from the smaller total delay time. Also, a predetermined number of suspension combinations may be selected based on a total value obtained by weighting each of the maximum train interval and the total delay time.

  Then, for each of the selected suspension combinations, perform a train operation simulation for the planned schedule based on the corresponding operation change plan, and after making other changes such as order change, line change, etc. as necessary, An operation arrangement plan candidate that is a candidate for an operation arrangement plan after the operation resumption time is generated. Since a known technique can be applied to the train operation simulation itself, a detailed description thereof is omitted here. By performing the train operation simulation, the arrival time of each train can be changed. For this reason, each of these operation arrangement proposal candidates is further evaluated using an evaluation criterion regarding delay with respect to the plan diagram, and the operation arrangement proposal candidate with the “best” evaluation result is presented as the final operation arrangement proposal. The evaluation criteria for the operation arrangement plan candidate can be, for example, the total delay time that is the sum of the delay times of the departure times at each station of each train with respect to the plan schedule.

  In creating the operation arrangement plan for the schedule based on the speed regulation scenario described above, the last train operation simulation has the largest processing load. In addition, the preparation of the operation arrangement plan at the time of speed regulation must be completed during the temporary deterrence period from the time when the speed regulation is activated until the operation is resumed. Possible)), so it is necessary to create it as soon as possible. For this reason, first, combinations of suspension candidate trains satisfying predetermined conditions (operation suspension combinations) are listed, and operation change proposals corresponding to the combinations are generated. Then, after narrowing down the selection of several suspension combinations that seem to be “good” with little delay, based on the corresponding operational change proposals, some of these suspension combinations Only for, a train operation plan is created by performing a train operation simulation using the corresponding operation change plan. The number of suspension combinations to be selected can be determined according to the time available for creating the operation arrangement plan.

[Function configuration]
FIG. 11 is a functional configuration diagram of the operation arrangement plan creating apparatus 1. According to FIG. 11, the driving arrangement plan creating apparatus 1 includes an input unit 102, a display unit 104, a voice output unit 106, a communication unit 108, a processing unit 200, and a storage unit 300. A type of computer.

  The input unit 102 is an input device realized by, for example, a keyboard, a mouse, a touch panel, various switches, and the like, and outputs an operation signal corresponding to the operation input to the processing unit 200. The display unit 104 is a display device realized by, for example, a liquid crystal display or an organic EL display, and performs various displays based on display signals from the processing unit 200. The audio output unit 106 is an audio output device realized by a speaker or the like, for example, and performs various audio outputs based on the audio signal from the processing unit 200. The communication unit 108 is a communication device realized by, for example, a wireless communication module, a router, a modem, a wired communication cable jack, a control circuit, and the like, and performs data communication with an external device.

  The processing unit 200 is realized by an arithmetic device such as a CPU, for example, and configures the driving arrangement plan creating device 1 based on programs and data stored in the storage unit 300 and input data from the input unit 102 and the communication unit 108. Instructions and data transfer to each part are performed, and the operation arrangement plan creating apparatus 1 is controlled in an integrated manner. In addition, the processing unit 200 includes a driving arrangement policy setting unit 202, a suspension candidate train extraction unit 204, a suspension combination generation unit 206, an operation change plan generation unit 208, an evaluation unit 218, and a driving arrangement plan generation unit 220. And the operation arrangement plan creation processing (see FIG. 24) according to the operation arrangement plan creation program 302 is executed to perform operation arrangement for a given train schedule according to a given speed regulation scenario. Create a draft.

  Here, since the train schedule that is the target of operation organization is a planned schedule in this embodiment, the train schedule is stored as planned schedule data 304, and the speed regulation scenario is stored as speed regulation scenario data 306. FIG. 12 is a diagram illustrating an example of a data configuration of the speed regulation scenario data 306. According to FIG. 12, the speed regulation scenario data 306 stores a speed regulation section where the speed regulation is activated, a regulation start time, an operation resuming time (arrangement possible time), and a regulation release time.

  The driving arrangement policy setting unit 202 sets the driving arrangement policy based on the speed regulation scenario. Specifically, it includes a speed regulation section defined in the speed regulation scenario, and both end stations are turnable stations. For example, a section with the shortest section length is defined as a suspension section, and some trains have both suspension stations in this suspension section. It is determined that the other trains will decelerate in the suspended section. The suspension section is determined so that, for example, the station closest to the speed regulation section is set as the both end stations among the stations that can be turned back among the stations at both ends of the speed regulation section and the stations outside the speed regulation section.

  The set operation arrangement policy is stored as operation arrangement policy data 308. FIG. 13 is a diagram illustrating an example of a data configuration of the driving arrangement policy data 308. As illustrated in FIG. According to FIG. 13, the operation arrangement policy data 308 stores suspension sections (partial train suspension sections) in which some trains are suspended, and return stations that are both ends of the suspension sections.

  The suspension candidate train extraction unit 204 extracts suspension candidate trains that are candidates for suspension in the suspension section from the planned schedule. Specifically, in each of the upward direction and the downward direction, a train that departs from both ends of the suspension section toward the suspension section in the time period from the operation resumption time to the regulation release time is extracted as a suspension candidate train. As a result, if the numbers in the up and down directions do not match, for the smaller direction, extract the train that leaves the start station of the suspension section after the deregulation time, add it as a suspension candidate train, Match the number of suspension candidate trains in the up and down directions.

  The extracted suspension candidate train is stored as a suspension candidate train list 316. FIG. 14 is a diagram illustrating an example of a data configuration of the suspension candidate train list 316. According to FIG. 14, the suspension candidate train list 316 stores the train number of the suspension candidate train for each of the upward direction and the downward direction.

  The suspension combination generation unit 206 is a combination of the suspension candidate trains extracted by the suspension candidate train extraction unit 204 as either a suspension train that causes the suspension section to be suspended or a delayed train that operates the suspension section at a reduced speed. Generate a certain suspension combination. The suspension combination is generated so as to satisfy the suspension number condition, the operation rate condition, and the continuous suspension number condition. The suspension number condition is that “the number of suspensions in each of the uplink direction and the downlink direction is the same”. The operation rate condition is “the operation rate is not less than the minimum operation rate and not more than the maximum operation rate in each of the upward direction and the downward direction”. The condition for the number of consecutive suspensions is that “the number of consecutive suspensions, which is the number of trains that are suspended for each of the upward and downward directions, is equal to or less than the number of consecutive suspensions”. The minimum operation rate, the maximum operation rate, and the number of continuous suspensions are input / set from the input unit 102 and stored as suspension condition data 310, for example. FIG. 15 is a diagram showing an example of the data structure of the suspension condition data 310. According to FIG. 15, the suspension condition data 310 stores the minimum operation rate, the maximum operation rate, and the number of continuous suspensions possible. ing.

  The generated suspension combination is stored as suspension combination data 318. FIG. 16 is a diagram illustrating an example of a data configuration of the suspension / combination combination data 318. According to FIG. 16, the suspension combination data 318 stores a combination number that is an identification number of a suspension combination in association with a train number of a suspension candidate train that is a suspension train in each of the upward direction and the downward direction.

  The operation change plan generation unit 208 includes an operation undecided suspended train setting unit 210, an operation undecided delayed train setting unit 212, an operation connection setting unit 214, and a departure time changing unit 216, which are generated by the suspension combination generation unit 206. An operation change plan is generated for each suspended combination.

  Data of the operation change plan generation process for each suspension combination by the operation change plan generator 208 is stored as suspension combination evaluation data 320. FIG. 17 is a diagram illustrating an example of the data configuration of the suspension / combination evaluation data 320. According to FIG. 17, the suspension combination evaluation data 320 is generated for each suspension combination, and the combination number 322, operation rate 324, post-operation undetermined train data 326, and pre-operation undetermined train data 328 of the corresponding suspension combination. , Operation connection data 330, operation change plan data 332, evaluation data 334, and operation arrangement plan candidate data 336. The operation rate 324 is the ratio of the number of suspended trains to the number of suspension candidate trains constituting the corresponding suspension combination. The post-operation undetermined train data 326 and the pre-operation undetermined train data 328 are the post-operation undetermined train and the previous operation undetermined train set by the operation undetermined suspended train setting unit 210 and the operation undetermined delay train setting unit 212. It is data of. The operation connection data 330 is data about the operation connection set by the operation connection setting unit 214. The operation change plan data 332 is data of an operation change plan related to a change in train operation suspension and vehicle operation generated for the operation suspension combination. The evaluation data 334 is data on evaluation performed by the evaluation unit 218 on the operation change plan. The operation arrangement plan candidate data 336 is data of an operation arrangement plan generated by the operation arrangement plan generation unit 220 based on the operation change plan.

  The operation undecided suspended train setting part 210 sets the suspended section as the suspended section of the suspended candidate trains that constitute the suspended combination, sets the suspended section as the suspended section, the post-operation undecided train before the suspended section, and the terminal station after the suspended section. Pre-operational undecided train.

  The operation undecided delay train setting unit 212 cuts the delayed train among the suspension candidate trains constituting the suspension combination at the terminal station of the suspension section, the post-operation undecided train before the suspension station, and the terminal station after the termination station. Pre-operational undecided train. And about the post-operation undecided train, the arrival time of the terminal station of a suspension section is changed into the time which added only the part for a predetermined time increase to the time in a plan schedule.

  The time increment is determined in the speed regulation time increment table 312. FIG. 18 is a diagram illustrating an example of a data configuration of the speed regulation increase time table 312. As illustrated in FIG. According to FIG. 18, the speed regulation time increase / decrease table 312 corresponds to an increase in time, which is a travel time that increases with respect to the travel time in the schedule when the speed control is provided between stations. Storing

  The operation undecided train set by the operation undecided suspended train setting unit 210 and the operation undecided delayed train setting unit 212 is stored as the post-operation undecided train data 326 corresponding to the operation combination evaluation data 320, and the previous operation undecided train is , Stored as pre-operation undecided train data 328.

  FIG. 19 is a diagram illustrating an example of a data configuration of the post-operation undetermined train data 326. According to FIG. 19, the post-operation undetermined train data 326 includes the train number of the post-operation undetermined train for which the vehicle operation after the station is undetermined and the arrival time of the train at the station for each end station of the suspension section. Are stored in association with each other.

  FIG. 20 is a diagram illustrating an example of a data configuration of the pre-operation undecided train data 328. According to FIG. 20, the previous operation undecided train data 328 includes the train number of the operation undecided train for which the vehicle operation before the station is undecided and the departure time from the station of the train for each end station of the suspension section. Are stored in association with each other.

  The operation connection setting unit 214 sets an operation connection between the operation undecided train and the previous operation undecided train set by the operation undecided suspended train setting unit 210 and the operation undecided delay train setting unit 212. Specifically, at both the stations in the suspension section, the operation linkage of the return or the same direction travel is set from the post-operation undecided train to the previous operation undecided train in order of time.

  The operation connection set by the operation connection setting unit 214 is stored as the operation connection data 330 of the corresponding suspension / combination evaluation data 320. FIG. 21 is a diagram illustrating an example of a data configuration of the operation connection data 330. According to FIG. 21, the operation connection data 330 includes the train numbers of the post-operation undetermined train and the previous operation undetermined train, and the subsequent operation undetermined train for each end station of the suspension section. The arrival time of the station and the departure time of the previous operation undetermined train from the station are stored in association with each other.

  The departure time changing unit 216 changes the departure time of the previous operation undetermined train for each of the operation linkages set by the operation linkage setting unit 214. Specifically, for operation linkage that is a loopback operation, the predicted time obtained by adding the minimum loopback time to the arrival time of the post-operational undetermined train is compared with the departure time of the previous operational undetermined train. If it is later, the departure time of the previous operation undetermined train is changed to this predicted time. For operation linkage that is traveling in the same direction, compare the predicted time obtained by adding the minimum stop time to the arrival time of the post-operation undetermined train and the departure time of the previous operation undetermined train, and if the predicted time is later than the departure time The departure time of the previous operation undecided train is changed to this predicted time.

  The minimum turn-back time and the minimum stop time are determined in the minimum stop / turn-back time table 314. FIG. 22 is an example of the data configuration of the minimum stop / turn-back time table 314. According to FIG. 22, the minimum stop / turnback time table 314 stores the minimum stop time and the minimum return time at the station in association with each station.

  The operation change plan generation unit 208 generates an operation change plan that defines suspension of candidate suspensions and vehicle operation changes based on the set operation linkage. That is, among the suspension candidate trains constituting the corresponding suspension combination, the suspension train is suspended in the suspension section. In addition, the operation linkage set at both end stations of the suspended section is a change in vehicle operation.

  The generated operation change plan is stored as operation change plan data 332 of the corresponding suspension / combination evaluation data 320. FIG. 23 is a diagram illustrating an example of a data configuration of the operation change plan data 332. According to FIG. 23, the operation change plan data 332 includes suspension data 332a regarding suspension of trains and vehicle operation change data 332b regarding changes in vehicle operation. The suspension data 332a stores a suspension section in which some trains are suspended, and a train number of a train in which the section is suspended. The vehicle operation change data 332b stores a station and a vehicle operation changed at the station in association with each other.

  The evaluation unit 218 evaluates each suspension combination based on the corresponding operation change plan generated by the operation change plan generation unit 208. Specifically, the operation change plan is evaluated using evaluation criteria such as the maximum train interval, total delay time, and operation rate. The evaluation result is stored as evaluation data 334 of the corresponding suspension / combination evaluation data 320.

  The driving arrangement plan generation unit 220 selects a predetermined number of suspension combinations based on the evaluation result by the evaluation unit 218 from the suspension combinations. Next, for each selected suspension combination, perform a train operation simulation based on the corresponding operation change plan, and make other changes such as order change, line change, etc. as necessary. Generate. Then, each of these operation arrangement proposal candidates is evaluated based on an evaluation criterion relating to delay, for example, the total delay time with respect to the plan schedule, and the operation arrangement proposal candidate with the best evaluation is determined as the operation arrangement proposal. The determined operation arrangement plan is stored as operation arrangement plan data 340.

  The storage unit 300 stores programs and data for realizing various functions for the processing unit 200 to centrally control the operation arrangement plan creating apparatus 1 and is used as a work area of the processing unit 200. Calculation results executed by the program 200 according to various programs and input data from the input unit 102 and the communication unit 108 are temporarily stored.

  In addition, the storage unit 300 includes a driving arrangement plan creation program 302, plan diagram data 304, speed regulation scenario data 306, driving arrangement policy data 308, suspension condition data 310, and speed regulation time increment table 312. The minimum stop / turnback time table 314, the suspension candidate train list 316, the suspension combination data 318, the suspension combination evaluation data 320, and the operation arrangement plan data 340 are stored.

[Process flow]
FIG. 24 is a flowchart for explaining the flow of the operation arrangement plan creation process. This process is realized by the processing unit 200 executing the operation arrangement plan creating program 302.

  First, a plan diagram to be subject to operation organization, a speed regulation scenario relating to a speed regulation to be activated, and suspension conditions in a suspension section are given (step S1). Then, based on the speed regulation scenario, the driving arrangement policy setting unit 202 sets the driving arrangement policy that determines the shortest section including the speed regulation section and having both end stations as the return station as the suspension section (step S3). . Next, the suspension candidate train extraction unit 204 extracts suspension candidate trains that travel in the suspension section during the speed regulation time zone from the planned schedule (step S5). Subsequently, the suspension combination generation unit 206 generates a suspension combination that is a combination of suspension trains that are set as section suspension in the suspension section among the extracted suspension candidate trains (step S7). Then, the loop A process is performed for each of these suspension combinations.

  In loop A, the operation undecided suspended train setting unit 210 sets the section suspension in the suspension section for each suspension train among the suspension candidate trains constituting the target suspension combination (step S9), and the post-operation undecided train before the suspension section Then, the part after the suspension section is set as the previous operation undecided train (step S11). In addition, the operation undecided delay train setting unit 212 sets the arrival time of the terminal station as the arrival time in the planned schedule for each delay train other than the suspension train among the suspension candidate trains constituting the target suspension combination. The time is changed to the time obtained by adding the time increment corresponding to (step S13). And it cut | disconnects at the terminal station of a suspension area, and makes the post-operation undecided train before the said terminal station, and makes the post-operation undetermined train after the said terminal station (step S15).

  Next, the operation connection setting unit 214 sets operation connection from the post-operation undetermined train to the previous operation undetermined train in time order at each end station of the suspension section (step S17). Then, the departure time changing unit 216 changes the departure time of the previous operation undetermined train for each of the set operation linkages according to the type of operation linkage (step S19). Thereafter, the evaluation unit 218 evaluates the target suspension combination based on the generated operation change plan according to a predetermined evaluation standard (step S21). Loop A is performed in this way.

  When the process of Loop A for all the suspension combinations is completed, the operation arrangement plan generator 220 selects a predetermined number of suspension combinations based on the evaluation result (step S23). Next, for each selected combination of suspension, train operation simulation based on the corresponding operation change plan is performed to generate a driving arrangement plan candidate (step S25). Then, each of these driving arrangement plan candidates is evaluated according to a predetermined evaluation standard (step S27), and based on the evaluation result, a “good” driving arrangement plan candidate with an evaluation is determined as the driving arrangement plan (step S29). ). When the above processing is performed, the operation arrangement plan creation processing ends.

[Function and effect]
Thus, according to the driving arrangement plan creation device 1 of the present embodiment, driving arrangement at the time of speed regulation can be realized. That is, among the suspension candidate trains traveling in a given speed regulation section during a given speed regulation time zone, a plurality of suspension combinations, which are combinations of suspension trains that are suspended in the suspension section including the speed restriction section, are generated. For each of the suspension combinations, an operation change plan is generated so that the suspended train is suspended in the suspended section and is turned back at both ends of the suspended section, and trains other than the suspended train are delayed in the speed regulation section. Then, each of the plurality of suspension combinations is evaluated based on the corresponding operation change plan, and an operation arrangement plan is created based on the plurality of operation change plans selected based on the evaluation result. Thereby, it is possible to create a driving arrangement plan according to the speed regulation.

  In addition, since the operation arrangement plan is created for the operation change plan selected based on the evaluation result evaluated using the evaluation standard related to the delay, the delay in the speed regulation section can be appropriately suppressed.

  Further, among all the calculation processes until the final operation arrangement plan is created, the operation amount is relatively large in the process of creating the operation arrangement plan from the operation change proposal. First, enumerate the suspension combinations that are possible combinations of suspended trains in the suspension section, evaluate each suspension combination, narrow down the suspension combinations, and then reorganize the operation from the proposed operation change related to the narrowed suspension combinations. Since it was decided to create a plan, it is possible to shorten the overall time required for creating the operation arrangement plan.

  It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can be appropriately changed without departing from the spirit of the present invention.

  For example, the train schedule that is the target of the operation arrangement plan does not need to be a planned schedule. For example, as a train schedule in a state where operation suppression is performed to stop all trains in the line section, operation for speed regulation after this operation suppression is performed. An arrangement plan may be created.

DESCRIPTION OF SYMBOLS 1 Operation arrangement plan creation apparatus 102 Input part, 104 Display part, 106 Voice output part, 108 Communication part 200 Processing part 202 Operation arrangement policy setting part, 204 Operation suspension candidate train extraction part 206 Operation suspension combination generation part 208 Operation change plan generation part 210 Operation undecided suspended train setting unit, 212 Operation undecided delay train setting unit 214 Operation connection setting unit, 216 Departure time change unit 218 Evaluation unit, 220 Operation arrangement plan generation unit 300 Storage unit 302 Operation arrangement plan creation program 304 Plan diagram data, 306 Speed regulation scenario data 308 Operation arrangement policy data, 310 Operation condition data 312 Minimum stop / turnback time data, 314 Speed control time increase time table 316 Operation candidate list, 318 Operation combination data 320 Operation combination evaluation data, 340 operation Arrangement plan data

Claims (8)

A program for causing a computer to create an operation arrangement plan by performing operation arrangement for a given train schedule based on a given speed restriction section and a given speed restriction time zone,
From the train diagram, an extraction means for extracting a train that travels in the speed regulation section in the speed regulation time zone as a suspension candidate train,
Among the plurality of extracted suspension candidate trains, suspension combination generating means for generating a plurality of suspension combinations that are combinations of trains that are section suspension trains in a partial train suspension section that has both ends including the speed regulation section as a turn-back station ,
For each of the plurality of suspension combinations, an operation for generating an operation change plan as a delayed train for causing the section suspension train to be turned back at the turn-back station and for a train other than the section suspension train to be delayed in the speed regulation section. Change proposal generation means,
Evaluation means for evaluating each of the plurality of suspension combinations according to a predetermined evaluation criterion based on the corresponding operation change proposal,
A selection means for selecting a suspension combination based on the evaluation result from the plurality of suspension combinations,
An operation arrangement plan generating means for generating an operation arrangement plan based on the operation change plan corresponding to the selected suspension combination;
A program for causing the computer to function as The operation change plan generation means includes:
The section suspended service train, and the first operational undecided setting means for the pre-production undecided train the suspended service interval before the post-operational undecided train, and later the suspended service interval,
Delay means for changing the arrival time of the return station after passing through the speed regulation section of the delay train so as to be delayed by a predetermined time increase,
Cutting the delayed train at the turn-back station after passing through the speed regulation section, a second operation undecided setting means before the turn-back station is a post-operation undecided train, and after the turn-back station is a pre-operation undecided train;
In the turn-back station, in order of time, an operation connection setting means for setting an operation connection between the subsequent operation undecided train and the previous operation undecided train;
Departure time changing means for changing the departure time of the previous operation undetermined train at the return station according to the arrival time at the return station of the subsequent operation undetermined train in which the operation connection is set with the previous operation undetermined train. When,
Having
The program according to claim 1. The evaluation means includes
Based on the arrival time of the operation undecided train after the operation connection is set, and the departure time of the previous operation undecided train, at least one of the operation interval, delay time, and operation rate at the return station, Evaluate using as the evaluation criteria,
The program according to claim 2. The extraction means includes
When the number of trains traveling in the speed regulation section during the speed regulation period is different in the up direction and the down direction, by adding a train that travels in the speed regulation section after the speed regulation period, the up direction And the same number of suspension candidate trains in the down direction,
The program according to any one of claims 1 to 3. The suspension combination generating means is
The suspension combination is generated so that the number of the suspended trains in the upward and downward directions is the same number.
The program in any one of Claims 1-4. The suspension combination generating means is
The suspension combination is generated so that the operation rate and / or number of trains traveling in the speed restriction section during the speed restriction time period satisfy a given operation condition,
The program according to any one of claims 1 to 5. The selection means includes
Select multiple suspension combinations,
The operation arrangement plan generating means includes:
Generating a driving arrangement plan candidate for each of the plurality of suspension combinations selected by the selection means, and selecting a driving arrangement plan candidate satisfying a predetermined condition from the generated driving arrangement proposal candidates as the driving arrangement plan;
The program in any one of Claims 1-6. An operation arrangement plan creation device that performs operation arrangement for a given train schedule and creates an operation arrangement plan based on a given speed regulation section and a given speed regulation time zone,
From the train diagram, an extraction means for extracting a train that travels in the speed regulation section in the speed regulation time zone as a suspension candidate train;
Among the plurality of extracted suspension candidate trains, suspension combination generating means for generating a plurality of suspension combinations that are combinations of trains that are section suspension trains in a partial train suspension section that has both ends including the speed regulation section as a turn-back station When,
For each of the plurality of suspension combinations, an operation for generating an operation change plan as a delayed train for causing the section suspension train to be turned back at the turn-back station and for a train other than the section suspension train to be delayed in the speed regulation section. Change plan generation means;
Evaluation means for evaluating each of the plurality of suspension combinations based on the corresponding operation change proposal according to a predetermined evaluation criterion;
A selection means for selecting a suspension combination based on the evaluation result from the plurality of suspension combinations;
An operation arrangement plan generating means for generating an operation arrangement plan based on the operation change plan corresponding to the selected suspension combination;
An operation arrangement plan creation device comprising: