JP2003256512A - Delivery time forecasting system and information distributing system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To easily distribute the delivery information of high reliability by forecasting an arrival time on the current day in addition to the information among bases such as a hub and a depot. <P>SOLUTION: In a delivery information management system in a delivery system using the Internet, ranges of an arrival time from a start time at the depot to an area inlet, and an arrival time in the area are calculated on the basis of the arrival time data from the depot to the area in the delivery system and the data on the productivity in the area, and a scheduled time of the arrival of cargo is calculated. The arrival time in the area is calculated on the basis of the productivity database composed of area-to-area arrival time database, time productivity database, monthly coefficient database, day of the week coefficient database, singular day coefficient database, weather coefficient database, and driver proficiency coefficient database. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to Internet technology for timely delivering and providing a scheduled arrival time of a delivery freight.

[0001]

2. Description of the Related Art In recent years, various delivery notification systems have been provided in the delivery industry. For example, Yamato Transport employs a system in which the desired delivery time is written at the time of application so that the other party does not have to be absent.

Regarding those using the Internet, those that deliver the actual arrival time to an electronic mail or a mobile phone (Sagawa Express), those that specify the arrival time on the Internet such as Yamato Transport mentioned above, and others. , If there is expected to be absent at the time of delivery, a system that allows cancellation on the network has been implemented, or a press release has been published.

Further, like the case of an express mail at a Dell computer or a post office, it is possible to confirm where the package is by displaying the delivered amount on the Internet.

In addition, in the case of delivery at a convenience store or the like, a route has already been determined, the delivery time of the route delivery is delivered, and delivery schedule information is pre-delivered to the delivery destination such as the next depot (1), (1 Based on the information in (1), advance delivery scheduling is performed on the side receiving the information (2), and the delivery time is notified to the final destination by the chain of (1) and (2) above, so that the delivery time It is known whether or not there is already a technique of improving the accuracy and avoiding the absence of the delivery destination due to the fact that it is not a notification immediately before (Japanese Patent Laid-Open No. 11-193114).

[0005]

However, these systems are only for absorbing information between delivery bases called hubs and depots and delivering the situation.
Alternatively, it is possible when the delivery route is set in advance according to a timetable called route delivery (route delivery). Therefore, if the driver in charge of delivery determines the delivery route on the day, it is impossible to make a reliable prediction of what time of the day the delivery cargo arrives at the client and deliver that information. . Therefore, real-time information on the carrier side is not delivered to the user at what time on the day of delivery, so many absentees are brought in, and as a result, the absentee's luggage is brought back, resulting in a total cost of delivery. But,
There is a problem that it will be higher.

Further, even in a system in which a delivery time according to a time zone is designated in advance, the delivery destination user must be informed, but in actuality, the delivery order itself is the delivery driver within that time zone. Therefore, there is a problem that it is not known at what point in the delivery time zone the delivery is made to the user. Further, when there are a plurality of shippers, each of which prepares an information system and operates with a single-system delivery system, it is difficult to deliver the estimated arrival time to the end user. is there. Therefore, also from the viewpoint of improving the transportation efficiency, there has been a problem of easily and reliably delivering delivery information from an actual delivery situation other than route delivery.

[0007]

Therefore, in order to finally deliver the information to the delivery area from the depot for delivery, the present inventor decided to take the following solving means. That is,

In the delivery information management system in the delivery system using the Internet, the arrival time from the departure time of the depot to the area entrance and the arrival time data from the depot in the delivery system and the productivity data in the area are used. It is characterized by calculating the range of arrival times within the area and calculating the estimated time of arrival of the cargo.

The arrival time in the area is calculated by using a productivity database including an inter-area arrival time database, an area-based time productivity database, an area-based monthly productivity database, or an area-based day-time productivity database. .

Further, the productivity data used for the arrival time in the area is calculated by using the least square method.
In addition, the productivity data used for the arrival time in the area is corrected using various correction coefficient tables such as a monthly coefficient database, a day-of-the-week coefficient database, a specific day coefficient database, a weather coefficient database or a driver skill level coefficient database. To do.

The data used for the arrival time within the area is characterized by using real-time data such as ITS (road information system). Further, the delivery information management system is characterized by transmitting the delivery date / time information or the delivery stoppage information to an information terminal such as a depot, a hub, or a driver in response to an instruction from the user.

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. First, an overall view of the delivery system used in the present invention will be described, and the system configuration will be described later.

FIG. 1 shows the overall flow of this delivery system. 100 and 101 in FIG. 1 represent shipping centers. Freight usually handled by mail order, etc.
It is picked and packed at the shipping center and delivered nationwide. For example, the shipping center A100 handles stationery, and the shipping center B101 handles clothing.

Here, in 100 and 101, a shipping schedule is determined in advance. For example, when an attempt is made to deliver from Tokyo to the Chiba prefecture, the shipping center A departs at midnight and the hub at 2:00 in the morning. 1 (20
It indicates that it will arrive at 1). Here, transshipment is performed, and the hub 1 is departed at 3 o'clock, and at depot X (301) at 4 am, depot Y (302) at 6 am, depot Z (30).
Arrived at 3) at 5 am. Here, in order to deliver to each home or business, transshipment is performed, and the relevant area (area 401 in depot X, area B in depot Y)
-402, area in Depot Z-C403). At this time, the final delivery time to the user (the arrival time from the depot to the user) is defined by the number of deliveries in charge of the area by productivity (how many deliveries can be made per hour).

The delivery information system considering this point is unknown to the inventor in the physical distribution industry. In FIG. 1, for example, if there are 5 users 501 to 505 in area A, and there is an average productivity of 4 users / hour, it is possible to finish distributing within 1 hour and 15 minutes in the area. If the access time from the depot X (301) to the area A is added to this, it is possible to calculate the scheduled delivery time to the users in the areas A1 to 501 to 505.
You can deliver from this depot to the area once a day,
You may go as often as you like, twice a day in the morning or more. In addition, the delivered cargo is not necessarily delivered from the depot to the destination, but may be delivered from the shipping center or hub. Therefore, it is considered that the application example of the delivery time announcement, which will be described below, includes "at the time of delivery from the delivery point (depot or hub, or shipping center) immediately before the delivery destination".

FIG. 2 shows an overall view of the network used in the present invention. In FIG. 2, reference numeral 1 denotes the Internet, which is a personal computer (PDA) 9 connected to a PC 3, a mobile phone 6 or a mobile phone used by a client.
LAN connected by modem 2 and router 7, respectively
8. Connected to mobile phone base station 5 and mobile phone network 4. A system of a delivery management server 12 used in the present invention is connected to the Internet 1, and a firewall 10 and a WWW server 11 are prepared at the connection points.
After that, the LAN is used for delivery management server 12, scheduled delivery time calculation server (13), mail server (14), necessary databases for each, customer database 16, productivity record database 17, inter-area arrival time database 18, time productivity. Database 19, monthly productivity database 20, day-of-week productivity database 21, special day database 22, weather database 23, driver proficiency database 24, tracking database 2
5 is stored and connected. It should be noted that this server group is provided with a well-known OS, on which the delivery management server of the present invention and each application server program operate. In addition to this, various servers such as a payment information management server are connected as necessary, and this server group may be further arranged outside through the Internet.

FIG. 3 is a flow chart when the delivery information at the hub is transmitted to the user. When starting in S1, hub arrival information is received in S2. This is mainly for receiving information including an ID number such as a bar code attached to a cargo by an automatic reader installed on a handy terminal or a belt conveyor. Then, in S3, the information received in S2 is stored in the tracking database (for example, in FIG.
It records in 5) and moves to S4. In S4, it is determined whether to send the arrival information to the hub to the user. This determination should be made only to the destination registered in advance by the user for transmission. If there is a transmission request to the database in S4, the process proceeds to S5, the mail is composed, and the process proceeds to S6. In S6, mail transmission is executed, and the process ends in S7. When the mail transmission is unnecessary in S4, the process directly proceeds to S7.

FIG. 4 is a flowchart for transmitting delivery information in a depot, which is a feature of the present invention, to a user. When starting in S11, arrival information of the depot is received in S12. As in the case of FIG. 3 described above, this is to receive information in which an ID number such as a bar code attached to a cargo is captured by an automatic reader installed on a handy terminal or a belt conveyor. Thereafter, in S13, the information received in S12 is recorded in the tracking database (for example, 25 in FIG. 2), and the process proceeds to S14. In S14, it is determined whether to transmit the arrival information to the hub to the user. This determination should be made only to the destination registered in advance by the user for transmission. If there is a transmission request in the database in S14, the process proceeds to S15,
Compose the mail and move to S16. In S16,
The process ends by sending the mail and going to S17. If the mail transmission is unnecessary in S14, the process directly proceeds to S17. Regarding the delivery timing of the mail at this time, if the loading is already completed at the depot and the departure time is known in advance, the delivery timing may be the loading preparation completion time. In addition, it is possible to announce the arrival time of the base if necessary.

FIG. 5 shows the detailed steps in S15. When starting in S21, the depot departure time is set in S22. This may be automatically acquired when the driver heading to the area leaves the depot, or may be called from the database when the departure time is determined in advance. Next, in S23, the time from the depot to the entrance of the area is set. This may also be automatically obtained from traffic information such as the road information system such as ITS on the day, or past statistics may be stored in a database and the average value thereof may be obtained. You may use. In S24, the productivity of the area is read from the database. This is based on the hourly productivity as shown in FIG. As an example of this application (simplification), monthly productivity by area as shown in FIG.
The productivity by day of the week by area as shown in FIG. 9 may be used. Further, these productivity databases as shown in FIGS. 7 to 9 will be described later in detail, but the weather coefficient table (see FIG.
0) and the singular day coefficient table (Fig. 11) corrected for singular days such as 5, 10 days on the calendar, driver skill level (Fig. 1)
2), the coefficient table for each month (FIG. 13) and the coefficient table for each day of the week (FIG. 14) may be used for correction and calculation.

Further, in S25 of FIG. 5, the delivery order of the user is determined by reading the delivery order of the area from the database. This delivery order is primarily determined based on the loading order of the load by the driver. However, it may be automatically created based on past delivery records. In S26, the estimated arrival time to the user is calculated. The calculation formula to be calculated is as follows.

In the normal case,

[Equation 1] Arrival time = Depot departure time + Area access time + Delivery rank ÷ Productivity (X cases / hour)

When using the weather coefficient,

[Equation 2] Arrival time = Depot departure time + {Area access time + Delivery rank ÷ Productivity (X cases / hour)} ÷ Weather coefficient

When using the singular day coefficient,

[Equation 3] Arrival time = Depot departure time + {Area access time + Delivery rank ÷ Productivity (X cases / hour)} ÷ Unique day coefficient

To obtain the monthly coefficient,

[Equation 4] Arrival time = Depot departure time + {Area access time + Delivery rank ÷ Productivity (X cases / hour)} ÷ Monthly coefficient

When using the driver skill factor,

[Equation 5] Arrival time = Depot departure time + {Area access time + Delivery rank ÷ Productivity (X cases / hour)} ÷ Driver skill level coefficient

When integrated,

[Equation 6] Arrival time = Depot departure time + {Area access time + Delivery rank ÷ Productivity (X cases / hour)} ÷ (Weather coefficient ×
Singular day coefficient × Monthly coefficient × Driver skill level coefficient)

FIG. 15 is a diagram showing the specific operation. In FIG. 15, consider the case where the depot departure time is 14:00, the standard area access time is 45 minutes, and the productivity is 10 cases per hour. At this time, the weather coefficient is 0.95 in strong wind, the day coefficient is 0.9 on Tuesday, the monthly coefficient is 1.0 in January, the singular day coefficient is 1.0 other than singular day, and the driver skill S is 0. We will use 95 databases. Then, in FIG. 15, the area access time (601) is 58
It takes minutes, and the first delivery time is the estimated arrival time at 15:06, which is the time required for productivity from the arrival at the area. In the same manner as below, 2nd case 15:14, 3rd case 15
The scheduled time is calculated as 21 hours.

When this calculation is completed, the process proceeds to S27, and the composition of the transmission message to the user and the mail of the estimated arrival time is performed and the process is completed (S28). Here, the process proceeds to S16 of FIG. As a modification of the step S26 in FIG. 5, the following can be considered. 1) Since there is a possibility that the delivery order in S25 will be changed on a case-by-case basis, a certain number of cases (for example, 8) are grouped from the highest delivery order, such as 30 minutes or 1 hour. Have a wide time zone. The formula in this case is as follows.

In the normal case,

[Equation 7] Arrival time = Depot departure time + area access time + delivery order (group) / productivity (X cases / hour)

When using the weather coefficient,

[Equation 8] Arrival time = Depot departure time + {Area access time + Delivery order (group) ÷ Productivity (X cases / hour)} ÷
Weather coefficient

When calculating with the singular day coefficient,

[Equation 9] Arrival time = Depot departure time + {Area access time + Delivery order (group) ÷ Productivity (X cases / hour)} ÷
Singular day coefficient

To obtain the monthly coefficient,

[Equation 10] Arrival time = Depot departure time + {Area access time + Delivery order (group) ÷ Productivity (X cases / hour)}
÷ Monthly coefficient

When using the driver proficiency,

[Equation 11] Arrival time = Depot departure time + {Area access time + Delivery order (group) ÷ Productivity (X cases / hour)}
÷ Driver skill level coefficient

When integrated,

[Equation 12] Arrival time = Depot departure time + {Area access time + Delivery order (group) ÷ Productivity (X cases / hour)}
÷ (Weather coefficient x Singular day coefficient x Monthly coefficient x Driver skill level coefficient)

2) After the driver has completed some of the delivery orders in S25, the equations for the proximity are also as follows. The delivery order for the remaining number here is
Items that have already been delivered cannot be included in the ranking.

[Equation 13] Arrival time (proximity) = current time + number of areas in charge (delivery order relative to remaining quantity) / productivity (X cases / hour)

[0036]

[Equation 14] Arrival time (proximity) = current time + {number of areas in charge (delivery order relative to remaining number) ÷ productivity (X cases / hour)} ÷ weather coefficient

[0037]

[Equation 15] Arrival time (proximity) = current time + {number of areas in charge (delivery order relative to remaining number) ÷ productivity (X cases / hour)} ÷ specific day coefficient

[0038]

[Equation 16] Arrival time (proximity) = current time + {number of areas in charge (delivery order relative to remaining number) ÷ productivity (X cases / hour)} ÷ monthly coefficient

[0039]

[Expression 17] Arrival time (proximity) = current time + {number of areas in charge (delivery order relative to remaining quantity) ÷ productivity (X cases / hour)} ÷ driver skill level coefficient

[0040]

[Equation 18] Arrival time (proximity) = current time + {number of areas in charge (delivery order relative to remaining number) ÷ productivity (X cases / hour)} ÷ (weather coefficient x singular day coefficient x monthly coefficient x driver skill level coefficient) )

FIG. 16 is a diagram showing how it specifically works. In FIG. 16, the current time is 14:58 (602), and the productivity is 1 per hour.
Consider the case of zero cases. At this time, the weather coefficient is 0.95 for strong winds, the day of the week coefficient is for Tuesday 0.9, and the monthly coefficient is 1
A database of 1.0 for the month, 1.0 for the specific day coefficient other than the specific day, and 0.95 of the driver skill level S is used. Then, in FIG. 16, since it is already in the area, the first delivery time is the estimated arrival time at 15:06, which is the time added for productivity, for each delivery order.
Similarly, the scheduled time is calculated as the second case 15:14, the third case 15:21, and so on. Although it is the time that is derived from these mathematical expressions, the time when the data is actually delivered to the user may be the time zone (for example, every 30 minutes or every hour). In that case, the data is sequentially rearranged and transmitted.

Here, the weather coefficient table in FIG. 10 and FIG.
The coefficient table of the singular day in which the singular day such as 5 and 10 days on the calendar in 1 is corrected will be described. Weather coefficient is snow, heavy rain,
It is a database of how much productivity is reduced when humans work in the case of light rain, no rain, strong wind, thick fog, and discomfort index of 80 or more. If it is 1.00 when there is no rain, it is undeniable that in the case of snow, other traffic traffic will be slowed down and productivity will be reduced.

Therefore, even if the numerical values in the past statistics are accurate, if they are not corrected according to the weather of the day,
The accuracy of the estimated time will be wrong. Therefore,
Since the productivity will drop on the weather and on extremely hot and humid days (the discomfort index is high), the correction is applied when using the productivity database. Similarly, the singular day coefficient table of FIG. 11 corrects the value of productivity because the days on 5 and 10 of the calendar are usually the settlement date of a company and the traffic volume is large and the productivity is low. Further, in order to check the driver's skill level, the coefficient as shown in FIG. 12 is used when the hour productivity database is used as a base, and the monthly coefficient table (FIG. 13) for compensating for the monthly difference and the day of the week difference are compensated. The coefficient table for each day for FIG. 14 is used. In some cases, the area access time and the productivity correction in the delivery area may be different (for example, when moving in the morning and delivering in the afternoon when the weather changes). The following are also possible:

[Equation 19] Arrival time = Departure time + (Area access time) × Correction coefficient group 1+ {Delivery rank ÷ (In-area productivity)
[Number / time])} × correction coefficient group 2 (correction coefficient group 1,
(2 are combined in a timely manner)

Furthermore, when there is no past data and the productivity database is poor, the past simple actual values are taken,
The productivity database may be replaced by using the least-squares method that minimizes the sum of squares of the error of each actual value.

Next, an embodiment in which the databases are switched will be described. 17, 18, and 19 are conceptual diagrams in which the same driver takes charge of adjacent areas. In Fig. 17, Area A and Area B are adjacent to each other, and there is only one case on the way from Area A to Area B starting from the depot (a1, b1, c1, f1, d
It indicates that the item is delivered in the order of 1, e1) and then returns to area A. In FIG. 18, area A and area B are adjacent to each other,
Departing from the depot and delivering two or more items (a2, b2, c2, f2, g2, d2, e2 in this order) from area A to area B in succession,
It also means returning to area A. In FIG. 19, area A and area B are separated, and the driver departs from the depot and delivers to area B next to area A (a3, b3, c3, d
3, e3, f3, g3 in that order).

At this time, since two areas having different productivity are used, the databases must be switched and used at any time. The flowchart at this time is shown in FIG. When starting in S31, the depot departure time is set in S32. As explained in [0019] above, the driver heading for the area may automatically obtain it when leaving the depot, or if the departure time is set in advance, it may be called from the database. I don't care. Next, in S33, the time from the depot to the entrance of the area is set. Then, in S34, it is determined whether the delivery areas are adjacent to each other. This usually uses, but is not limited to, the primary information of the delivery order when leaving the depot. In the case of NO in S34, if the areas are not adjacent to each other in this case, the case of FIG. 19 is performed, and in S35, the productivity of the area is read from the database. In S36, the delivery order of the user is determined by reading the delivery order of the area from the database, and the estimated arrival time to the user is calculated in S37. The calculation formula (integrated formula) for calculating the time g3 is as follows.

[0047]

[Equation 20] Arrival time = Depot departure time + {Area access time (depot-Area A) + Area A number of deliveries / Area A
Productivity (X cases / hour) + Area access time (Area A
Area B) + Area B delivery order / Area B productivity (X
(Number of events / time)} ÷ (weather coefficient x singular day coefficient x monthly coefficient x driver skill level coefficient)

When this calculation is completed, the process proceeds to S38, and the composition of the transmission message to the user and the mail of the estimated arrival time is performed and the process is completed (S39).

Next, in the case of YES in S34, the process proceeds to S40, in which it is determined whether there are two or more continuous deliveries in the same area in the delivery order. In S40, N
In the case of O, the process proceeds to S41. This is a case where only one package is delivered to the adjacent area, which is the case of FIG. Here, in S41, the productivity of the main area is read from the database. S42
In S, the delivery order of the user is determined by reading the delivery order of the area from the database.
At 43, the estimated arrival time to the user is calculated.
The calculation formula (integrated formula) for calculating the time of f1 is as follows.

[0050]

[Equation 21] Arrival time = Depot departure time + {Area access time (Depot-Area A) + (Area A delivery count + 1) ÷
Area A productivity (X cases / hour)} ÷ (weather coefficient x singular day coefficient x monthly coefficient x driver skill level coefficient)

When this calculation is completed, the process proceeds to S44, and the composition of the transmission message to the user and the mail of the expected arrival time is performed and the process is completed (S45).

Next, in the case of YES in S40, the process proceeds to S46. This is a case where the areas are adjacent and two or more packages are delivered in the adjacent area.
This is the case of FIG. Here, in S46, the productivity of each area is read from the database. S
In 47, the delivery order of the user is determined by reading the delivery order of the area from each database, and in S48, the estimated arrival time to the user is calculated. In this calculation, the calculation formula (integrated formula) for calculating the time of f2 is as follows.

[Equation 22] Arrival time = Depot departure time + {Area access time (depot to area A) + Area A number of deliveries / Area A
Productivity (X cases / hour) + Area B delivery rank ÷ Area B productivity (X cases / hour)} ÷ (Weather coefficient x Singular day coefficient x Monthly coefficient x Driver skill level coefficient)

When this calculation is completed, the process proceeds to S49, and the composition of the message sent to the user and the mail of the estimated arrival time is performed and the process is completed (S50). In [Equation 20] to [Equation 22], as an application example, it is possible to change the weather and traffic congestion when moving between areas. Therefore, correction factors are separately set for each area access and productivity. It is also possible to call.

[Equation 23] Arrival time = Depot departure time + {Area access time (depot to area A) / correction coefficient group 3 + Area A delivery count / Area productivity (X cases / hour) / correction coefficient group 4+
Area access time (area A to area B) / correction coefficient group 5 + area B delivery order / area B productivity (X cases / hour) / correction coefficient group 6} (correction coefficient groups 3 to 6 are combined in a timely manner)

[Equation 24] Arrival time = Depot departure time + {Area access time (depot to area A) / correction coefficient group 7+ (area A delivery number + 1) / area A productivity (X cases / hour) / correction coefficient group 8} (Correction coefficient groups 7 and 8 are combined in a timely manner)

[Equation 25] Arrival time = depot departure time + {area access time (depot-area A) / correction coefficient group 9 + area A delivery count / area A productivity (X cases / hour) / correction coefficient group 10
+ Area B delivery ranking ÷ Area B productivity (X cases / hour) ÷
Correction coefficient group 11} (correction coefficient groups 9 to 11 are combined in a timely manner)

Further, in FIG. 21, this system is used as WW.
The case of providing information on W will be explained. When started by the user's access in S60, the web page is accessed in S61. Then the user does S6
In 2, the user's parcel of delivery is searched by inputting the ID (tracking number input), and tracking information is acquired in S63. This ID number is known when the sender and the destination are the same, but in other cases, the ID number cannot be known. Therefore, as a matter of course, it is premised that the ID is delivered via the Web, email, etc. at the time of receiving the goods.

At this time, the user ends the process in S64 if the scheduled delivery time is correct (S64).
From S67 onward). However, if the scheduled delivery time is not convenient for the user, the user inputs "stop scheduled delivery" in S64, inputs the desired delivery date and time in S65, and returns to S6.
After transmitting the information in 6, the process goes to S67 and ends. This desired input date and time may be optional, such as morning and afternoon, depending on the convenience of the carrier.

FIG. 22 is a flowchart showing this operation from the system side.

FIG. 22 shows steps S60 to S6 in FIG.
It is equivalent to 3. When starting in S71, the page access from the user is received in S72. In S73, the above [0020] to [005
3], the estimated time of arrival is calculated, a web page is composed (S74), transmitted to the user (S75), and the process is terminated (S76).

FIG. 23 corresponds to S64 to S66 of the user operation diagram 21.

In S81, when starting, S82
At, you receive a scheduled delivery stop. Next, in S83, the desired delivery date and time is received. In step S84, the user's ID (tracking number) is read and the current location of the cargo is searched. Then, in S85, the storage of the delivered package is transmitted to the hub, depot, or the terminal of the driver, and the process ends in S86. This eliminates the need to give useless instructions for delivery.

Further, an application example of this system will be described. FIG. 24 is a flowchart showing the process of the server that receives the arrival prediction mail and receives the request from the client. In S91, when starting, S
At 92, a standby judgment is made as to whether or not the client has received an absent mail. If there is an absent mail here, the process goes to S93 to send the at-home time list to the client. When the home time is received in S94, the time is stored in the S95 list and the process ends. If the time at home is not received in S94, the process goes to S97, the absence record is left and stored in the list, and the process ends at S96.
Further, in S92, if there is no absent mail from the client, the state remains as it is, and the process ends. (S96)

FIG. 25 is a flow chart showing the operation of the server after the information shown in FIG. 24 is exchanged, which is displayed on the terminal of the driver and receives the information from the driver. When it is started in S101 (when the client processes the absent process for the server), the desired delivery time list is displayed on the terminal in S102. In step S103, the terminal receives the information determined to be deliverable to a specific delivery destination. If the delivery is possible, a mail to the effect that delivery is possible is sent to the client, and the process ends. If it is impossible in S104, the process proceeds to S105 and ends as it is.

FIG. 26 is a flow chart when transmitting the change of the delivery time in response to the traffic jam information. When starting in S111, congestion information is received in S112. It may be taken directly from an information source such as ITS, or may receive instructions from the driver. S113
At S1, create a mail to change the scheduled delivery time, S1
At 14, the mail is sent and the process ends.

[0063]

As described above, according to the present invention, it is possible to quickly calculate the arrival information of the delivery freight for the day, which has been complicated in the past. On the user side, an unprecedented effect of being able to see what the cargo arrived on the day of the day, even during the delivery, is exhibited.

Further, since the driver side receives the instruction to stop the delivery from the user, it is possible to avoid unnecessary delivery. In addition, the shipping company will be able to manage productivity more easily, and will be able to achieve higher customer satisfaction and lower delivery costs based on the delivery side's schedule rather than the customer's just-in-time request. A remarkable effect is seen.

[Brief description of drawings]

FIG. 1 is a conceptual diagram of the present invention.

FIG. 2 shows a configuration example of a system used in the present invention.

FIG. 3 is a flowchart showing information transmission to a user at a hub.

FIG. 4 is a flowchart showing information transmission to a user in a depot.

FIG. 5 is a flowchart showing calculation of expected delivery time using a productivity database.

FIG. 6 is a table showing a database showing access times between areas.

FIG. 7 is a table showing an hourly productivity database.

FIG. 8 is a table showing a monthly productivity database.

FIG. 9 is a table showing a day-by-day productivity database.

FIG. 10 is a weather coefficient table (weather coefficient database).

FIG. 11 is a singular day coefficient table (singular day coefficient database).

FIG. 12 is a driver skill level coefficient table (driver skill level coefficient database).

FIG. 13 is a monthly coefficient table (monthly coefficient database).

FIG. 14 is a day-of-week coefficient table (day-of-week coefficient database).

FIG. 15 is an example of calculating an estimated delivery time.

FIG. 16 is an example of expected delivery time calculation (at the time of proximity).

FIG. 17 is a pattern diagram of delivering only one item to an adjacent area when the areas are adjacent to each other.

FIG. 18 is a pattern diagram in which two or more items are continuously delivered to the adjacent area when the areas are adjacent to each other.

FIG. 19 is a pattern diagram when the areas are separated and are continuously delivered.

FIG. 20 is a flowchart when the areas are adjacent to each other.

FIG. 21 is a flowchart showing a flow of delivery change by the user.

FIG. 22 is a flowchart for providing user tracking information.

FIG. 23 is a flowchart on the system side when the user desires to change the delivery.

FIG. 24 is a flowchart showing a process of a server that receives an arrival prediction mail and receives a request from a client.

FIG. 25 is a flowchart showing the operation of the server displayed on the driver's terminal and receiving the information from the driver.

FIG. 26 is a flowchart when transmitting a change in delivery time in response to traffic congestion information.

Claims (6)

[Claims] 1. An information providing device in a delivery system using the Internet, wherein the arrival time from the depot departure time to the area entrance is determined by the arrival time data from the depot to the area and the productivity data in the delivery system. And a delivery information management system characterized by calculating the range of arrival times within the area and calculating the estimated arrival time of the cargo. 2. The arrival time within an area is calculated by using a productivity database including an inter-area arrival time database, an area-specific time productivity database, an area-specific monthly productivity database, or an area-specific day-of-week productivity database. The delivery information management system according to claim 1, wherein: 3. The delivery information management system according to claim 2, wherein the productivity data used for the arrival time in the area is calculated by using the least square method. 4. The productivity data used for the arrival time in the area is a correction coefficient for correcting the productivity using a monthly coefficient database, a day-of-the-week coefficient database, a specific day coefficient database, a weather coefficient database, or a driver skill level coefficient database. The delivery information management system according to claim 2 or 3, wherein the productivity is corrected using a table. 5. The data used for the arrival time in the area is I
The delivery information management system according to claim 1, wherein real-time data such as TS (road information system) is used. 6. The delivery information management system, upon receiving an instruction from a user, sends delivery date / time information or delivery stoppage information to an information terminal such as a depot, a hub, or a driver. One of ~ 6
Delivery information management system described in paragraph 1.