JP2022027275A - Shipper notification program, method, and system - Google Patents

Abstract

To provide a shipper notification program capable of solving a problem of an operation manager who makes operation decisions based on regulatory information based on traffic congestion and weather conditions; the guidelines formulated by the Ministry of Land, Infrastructure, Transport and Tourism are merely guidelines, and it is not easy for the operation manager to judge the operation; in addition, the guidelines stipulate that if transportation is carried out without taking appropriate measures, it may be subject to administrative sanctions.SOLUTION: The shipper notification program causes a computer to execute a series of processing: determining whether any abnormal weather is located on a planned travel route at a scheduled travel time based on travel schedule information of a vehicle carrying luggage; When it is determined that the position of occurrence of abnormal weather is on the planned travel route at the scheduled travel time, calculating the estimated time of arrival at the destination based on the travel schedule information and the weather information; and notifying the estimated time of arrival to a second computer used by the shipper of the luggage. With this, the computer can support the operation manager to determine the operation and measures.SELECTED DRAWING: Figure 7

Description

The present invention relates to shipper notification programs, methods, and devices.

The operation manager who ensures the safe operation of vehicles for the transportation business obtains regulatory information due to traffic congestion and weather conditions from the Vehicle Information and Communication System (VICS (registered trademark)) and makes an operation decision. Is going. In addition, the Ministry of Land, Infrastructure, Transport and Tourism has formulated guidelines for making operational decisions.

However, the guidelines of the Ministry of Land, Infrastructure, Transport and Tourism are just guidelines, and it is not easy for the operation manager to judge the operation. In addition, the guidelines stipulate that transportation may be subject to administrative sanctions if transportation is carried out without taking appropriate measures in the event of abnormal weather.

One aspect is to provide shipper notification programs, methods, and equipment that can assist operation managers in their operational decisions and measures.

In one embodiment, the shipper notification program determines to the computer whether the location of the abnormal weather is on the estimated travel route at the estimated time of travel, based on the travel schedule information and the weather information of the vehicle carrying the luggage. If it is determined that the location of occurrence is on the scheduled travel route at the scheduled travel time, the estimated arrival time to the destination is calculated based on the scheduled travel information and weather information, and the estimated arrival time is used by the shipper of the luggage. The process of notifying the second computer is executed.

On one side, it can support the operation manager's operation decisions and measures.

FIG. 1 is a diagram showing a configuration example of a shipper notification system. FIG. 2 is a diagram showing a configuration example of a shipper notification device. FIG. 3 is a diagram showing an example of data configuration of travel schedule information. FIG. 4 is a diagram showing an example of data configuration of meteorological information. FIG. 5 is a diagram showing an example of data configuration of shipper information. FIG. 6 is a diagram showing an example of a planned travel route display. FIG. 7 is a diagram showing an example of the recalculated travel schedule route display. FIG. 8 is a flowchart showing the flow of the shipper notification process. FIG. 9 is a diagram illustrating a hardware configuration example.

Hereinafter, examples of the shipper notification program, method, and apparatus according to the present invention will be described in detail with reference to the drawings. The present invention is not limited to this embodiment. In addition, each embodiment can be appropriately combined within a consistent range.

First, a shipper notification system for carrying out the present invention will be described. FIG. 1 is a diagram showing a configuration example of a shipper notification system. As shown in FIG. 1, the shipper notification system 1 is a system in which a shipper notification device 10, an operation manager terminal 100, a vehicle 200, and a shipper terminal 300 are connected to each other via a network N so as to be communicable with each other. .. The communication method of the network N may be either wired or wireless, and the network N may be various communication networks such as the Internet.

The shipper notification device 10 is, for example, a server computer managed by a carrier or the like. The shipper notification device 10 determines whether or not the position where abnormal weather occurs is on the planned travel route at the scheduled travel time, based on the travel schedule information and the weather information of the vehicle 200. Further, the shipper notification device 10 calculates the estimated time of arrival of the vehicle 200 at the destination and notifies the shipper terminal 300.

Although the shipper notification device 10 is shown as one computer in FIG. 1, it may be a distributed computing system composed of a plurality of computers. Further, the shipper notification device 10 may be a cloud server device managed by a service provider that provides a cloud service.

The operation manager terminal 100 is an information processing terminal used by the operation manager. The operation manager terminal 100 may be a mobile terminal such as a smartphone or a tablet PC (Personal Computer), or may be a stationary terminal installed at a business base of the operation manager. The operation manager secures the safety of the road by confirming the travel schedule information, the weather information, and the like of each vehicle provided from the shipper notification device 10 via the operation manager terminal 100.

The vehicle 200 is an automobile such as a truck of a transportation company managed by an operation manager. The vehicle 200 is equipped with, for example, a Global Navigation Satellite System (GNSS) terminal (not shown) and the like, and receives the position information of the vehicle 200 from the GNSS positioning satellite. The GNSS terminal receives, for example, the position information of the vehicle 200 in units of one second. Further, the vehicle 200 transmits the position information to the shipper notification device 10 via the GNSS terminal. The GNSS terminal may be a mobile terminal carried by the driver of the vehicle 200.

The shipper terminal 300 is an information processing terminal used by the shipper of the cargo transported or scheduled to be transported by the vehicle 200. Here, the shipper is a shipper who has requested a carrier to carry the baggage. The shipper terminal 300 may also be a mobile terminal or a stationary terminal. The shipper terminal 300 receives and displays the notification of the estimated time of arrival of the package to the destination from the shipper notification device 10. Further, instead of the shipper terminal 300 or together with the shipper terminal 300, the server computer managed by the company to which the shipper belongs may be notified. Thereby, for example, the shipper can confirm the estimated time of arrival and the transportation status of the requested package via the system managed by the company to which the shipper belongs.

[Functional configuration of shipper notification device 10]
Next, the functional configuration of the shipper notification device 10 shown in FIG. 1 will be described. FIG. 2 is a diagram showing a configuration example of a shipper notification device. As shown in FIG. 2, the shipper notification device 10 includes a communication unit 20, a storage unit 30, and a control unit 40.

The communication unit 20 is a processing unit that controls communication with other devices such as the operation manager terminal 100, the GNSS terminal mounted on the vehicle 200, and the shipper terminal 300, and is, for example, a communication interface.

The storage unit 30 is an example of a storage device that stores various data and a program executed by the control unit 40, and is, for example, a memory or a hard disk. The storage unit 30 stores travel schedule information 31, weather information 32, shipper information 33, and the like.

The travel schedule information 31 is information regarding a travel schedule from the departure position to the arrival position of the vehicle 200. FIG. 3 is a diagram showing an example of data configuration of travel schedule information. As shown in FIG. 3, the travel schedule information 31 stores "vehicle ID, operation ID, scheduled travel time, scheduled travel position" and the like in association with each other.

The "vehicle ID" is an identifier for uniquely identifying the vehicle 200. The "operation ID" is an identifier for uniquely identifying the operation from the departure position to the arrival position. The "scheduled travel time" and the "scheduled travel position" indicate that the vehicle 200 indicated by the "vehicle ID" is scheduled to be present at the time indicated by the "scheduled travel time" and at the position indicated by the "scheduled travel position". Information indicating. That is, by arranging the "scheduled travel positions" in the order of "scheduled travel time" for each "vehicle ID" and "operation ID" and connecting each of them, the planned travel route of the vehicle 200 can be created. The "planned travel position" is indicated by, for example, latitude and longitude. Further, in the example of FIG. 3, it is shown that the "scheduled travel position" of the "scheduled travel time" every 5 minutes is memorized, but it may be memorized in finer or coarser increments.

The travel schedule information 31 inputs a departure position and an arrival position, a departure time or an arrival time, and the like by using a general route search function, and outputs a route, a distance, and a required time from the departure position to the arrival position. It is created from such as.

The weather information 32 is information on abnormal weather that may affect the operation of the vehicle 200. FIG. 4 is a diagram showing an example of data configuration of meteorological information. As shown in FIG. 4, the meteorological information 32 stores "rainfall amount, target period, target position 1, target position 2" and the like in association with each other.

The "rainfall amount" is a predicted amount of rainfall per fixed time, and the unit is, for example, mm / h (millimeter / hour). In the example of FIG. 4, only the amount of rainfall is shown as the predicted value in the weather information 32, but in addition, the predicted value of abnormal weather such as wind speed, amount of snowfall, visibility due to thick fog or wind and snow can be stored. The "target period" is the period in which the corresponding abnormal weather is expected to occur. "Target position 1" and "target position 2" are positions (ranges) where the corresponding abnormal weather is predicted to occur. For example, the rectangular range created by using "target position 1" and "target position 2" is the predicted occurrence range of abnormal weather.

The meteorological information 32 is created based on information such as AMeDAS, which is periodically acquired from the Japan Meteorological Agency and the like.

The shipper information 33 is information regarding the sender of the cargo for which the carrier is requested to carry the cargo. FIG. 5 is a diagram showing an example of data configuration of shipper information. As shown in FIG. 5, the shipper information 33 stores "vehicle ID, operation ID, order number, shipper code, shipper name, shipper contact information, cooperation URL" and the like in association with each other.

The "vehicle ID" is an identifier for uniquely identifying the vehicle 200 that carries the shipper's luggage. The "operation ID" is an identifier for uniquely identifying the operation from the departure position to the arrival position. The "vehicle ID" and "operation ID" are associated with the items having the same name in the travel schedule information 31, respectively. The "order number" indicates an identifier for uniquely identifying a transportation request. The "shipper code" indicates an identifier for uniquely identifying the shipper. "Shipper name" indicates the name of the shipper. The "shipper contact" indicates a contact for notifying the shipper, for example, an e-mail address. The "linkage URL" indicates a URL (Uniform Resource Locator) for linking data to the shipper.

In addition to the above information, various information can be stored in the storage unit 30.

The control unit 40 is a processing unit that controls the entire shipper notification device 10, and is, for example, a processor. The control unit 40 includes a determination unit 41, a calculation unit 42, a notification unit 43, and a creation unit 44. Each processing unit is an example of an electronic circuit possessed by the processor and an example of a process executed by the processor.

The determination unit 41 determines whether or not the position where the abnormal weather occurs is on the travel schedule route at the travel schedule time, based on the travel schedule information 31 and the weather information 32 of the vehicle 200 that carries the cargo. Specifically, as described above, when the "scheduled travel position" is arranged in the order of "scheduled travel time" for each "vehicle ID" and "operation ID" of the travel schedule information 31, the vehicle 200 is scheduled to travel. You can create a route.

Then, each "scheduled travel position" of the created planned travel route and the "scheduled travel time" of each position are created by using the "target position 1" and the "target position 2" of the weather information 32. Match the rectangular range with the "target period" respectively. That is, the determination unit 41 determines whether the scheduled travel position and the time match the position and time at which the occurrence of abnormal weather is predicted, and if so, the abnormal weather is found on the planned travel route of the vehicle 200. It is determined that there is an occurrence position. The matching of the positions here means that the "planned running position" of the scheduled running information 31 is included in the rectangular range created by using the "target position 1" and the "target position 2" of the weather information 32. Means.

Further, the determination unit 41 determines the measures to be taken when it is determined that the position where the abnormal weather occurs is on the planned travel route at the scheduled travel time of the vehicle 200. This is to determine, for example, the suspension of running at the "planned running position" of the scheduled running information 31 or the limitation of the running speed based on the predicted value indicated by the "rainfall amount" of the weather information 32.

More specifically, for example, according to the guidelines of the Ministry of Land, Infrastructure, Transport and Tourism, if the rainfall is 30 mm / h or more, it should be considered to stop driving, and if it is 20 to 30 mm / h, measures for ensuring safety. It is stipulated that the measures should be taken. Therefore, a threshold value is set for the "rainfall amount" of the weather information 32, and the determination unit 41 determines the occurrence position of abnormal weather and the measures to be taken for the occurrence position based on the "rainfall amount".

For example, when the "rainfall amount" is larger than the first threshold value indicating 30 mm / h, the determination unit 41 decides to stop the running at the "planned running position" and to create an alternative route. Further, when the "rainfall amount" is equal to or less than the first threshold value and larger than the second threshold value indicating 20 mm / h, the determination unit 41 limits the running speed of the "planned running position" and calculates the speed limit. decide.

As mentioned above, the predicted value is not limited to the amount of rainfall. In the case of predicted values such as wind speed, amount of snowfall, visibility due to heavy fog and wind and snow, a threshold value is set and the measures to be taken are determined in the same way as the amount of rainfall. For example, when the field of view due to heavy fog or wind and snow is equal to or less than the threshold value indicating 20 m, the determination unit 41 decides to stop the running at the "planned running position" and to create an alternative route.

When the determination unit 41 determines that the position where the abnormal weather occurs is on the travel schedule route of the vehicle 200 at the scheduled travel time, the calculation unit 42 returns to the destination based on the travel schedule information 31 and the weather information 32. Calculate the estimated time of arrival of. This calculates the estimated time of arrival when the alternative route is used as the planned travel route and the destination is headed when the determination unit 41 determines the creation of the alternative route.

Further, the estimated time of arrival is calculated based on, for example, the required time when traveling at a legal speed on each road included in the planned travel route. Further, for a road whose traveling speed limit is determined by the determination unit 41, it is calculated based on the required time when traveling at the limiting speed. At this time, the calculation unit 42 calculates the speed limit for each road included in the planned travel route, for example, 50 km / h (kilometers) for expressways and 20 km / h for general roads.

In addition, according to the "Standards for Improving Working Hours of Automobile Drivers" established by the Ministry of Health, Labor and Welfare, continuous driving time is within 4 hours, and the time for not driving for 30 minutes or more immediately after 4 hours have passed since the start of driving. Is required. Therefore, the estimated time of arrival may be calculated including, for example, a break time of 30 minutes every 4 hours. It should be noted that this is the same idea when creating the travel schedule information 31, that is, when calculating the “scheduled travel time”. Further, the break time interval may be determined based on the position of the service area or the like. For example, if it is strictly every 4 hours, there will be unrealistic cases such as taking a break on the highway, so in order to comply with the above standards, the driving time is within 4 hours from the end of the break. The break time may be calculated with the service area as the break position.

Further, the calculation unit 42 calculates the transportation cost of the cargo based on the alternative route. By using the alternative route, items related to transportation costs such as mileage and whether or not toll roads are used may change, and it may be necessary to confirm with the shipper, so the transportation costs will be calculated again.

The notification unit 43 notifies the shipper terminal 300 of the estimated time of arrival calculated by the calculation unit 42. As the notification method, the message may be notified to the "shipper contact information" of the shipper information 33, or the data may be linked to the "linkage URL". In the case of data linkage to the "linkage URL", the shipper can confirm the estimated arrival time and the transportation status of the requested package, for example, via a system managed by the company to which the shipper belongs. In addition, it is also possible to notify the "shipper contact" of the URL of the dedicated website provided by the shipper notification device 10 so that the estimated arrival time and the transportation status can be confirmed via the website. When notifying the estimated time of arrival when using the alternative route, the shipper terminal 300 may be set only when the estimated time of arrival is different from the original estimated time of arrival.

Here, a specific example of the content of the notification by the notification unit 43 will be described. FIG. 6 is a diagram showing an example of a planned travel route display. As shown in FIG. 6, the notification unit 43 notifies, for example, the estimated time of arrival together with the planned travel route from the departure position to the arrival position. Further, when there is a predicted occurrence range of abnormal weather in the vicinity of the planned travel route, the notification unit 43 can also notify the range. In the example of FIG. 6, as the predicted occurrence range of abnormal weather, the range with high rainfall is divided into three pattern displays of dot, diagonal left, and diagonal right in descending order of rainfall. Here, in FIG. 6, it is assumed that the rainfall amount in the innermost dot pattern display range in the high rainfall range is 30 mm / h or more. Then, as shown in FIG. 6, the range is on the planned travel route. In this case, as described above, the determination unit 41 decides to stop traveling in the range and to create an alternative route. The range of the diagonal left and diagonal right patterns is the range in which the vehicle can travel within the speed limit for abnormal weather.

FIG. 7 is a diagram showing an example of the recalculated travel schedule route display. The planned travel route shown in FIG. 7 is an alternative route created so as not to travel within the range of the dot pattern display for which it is decided to stop traveling in the predicted occurrence range of abnormal weather on the planned travel route of FIG. be. Further, FIG. 7 displays the estimated time of arrival when heading to the destination using the alternative route calculated by the calculation unit 42. Further, as shown in FIG. 7, the notification unit 43 can notify the delay time from the original estimated time of arrival.

Further, the notification unit 43 notifies the shipper terminal 300 of the transportation cost. The notification of the transportation cost when using the alternative route can also be set to the shipper terminal 300 only when it is different from the original cost. This makes it possible to confirm with the shipper whether to continue transportation at the changed transportation cost.

The creation unit 44 creates a planned travel route based on the travel schedule information 31. As described above, this can be created by arranging the "scheduled travel positions" in the order of the "scheduled travel time" of the travel schedule information 31 and connecting each of them. Further, the creating unit 44 creates an alternative route based on the created planned travel route and the weather information 32. This is, for example, searching for a detour route so as not to travel within the predicted occurrence range of abnormal weather indicated by "target position 1" and "target position 2" of the weather information 32 for the created planned travel route. Can be created by. A general route search function may be used to search for a detour route.

[Processing flow]
Next, the flow of the shipper notification process executed by the shipper notification device 10 will be described. FIG. 8 is a flowchart showing the flow of the shipper notification process. The shipper notification device 10 is the execution body of the shipper notification process shown in FIG. 8, and the shipper notification device 10 is periodically executed before and during the operation of the vehicle 200 in order to support the operation judgment and measures of the operation manager. Will be executed.

First, as shown in FIG. 8, the shipper notification device 10 registers the travel schedule information 31 (step S101). For example, the operation manager inputs the departure position and the arrival position for transporting the cargo, and the departure time or the arrival time by using the operation manager terminal 100 via a dedicated website or application. By doing so, it is registered in the shipper notification device 10. Alternatively, the shipper may use the shipper terminal 300 to register the cargo based on the destination of the cargo to be registered as the cargo transportation request information, the desired arrival date and time, and the like.

Next, the shipper notification device 10 acquires the weather information 32 (step S102). The meteorological information 32 is created based on information such as AMeDAS, which is periodically acquired from the Japan Meteorological Agency and the like. Further, the acquisition of the weather information 32 may be narrowed down to some extent based on the travel schedule route of the registered travel schedule information 31.

Next, based on the travel schedule information 31 and the weather information 32, it is determined whether or not the predicted occurrence position of the abnormal weather is on the travel schedule route of the vehicle 200 (step S103). When the predicted occurrence position of abnormal weather is not on the planned travel route (step S104: No), the shipper notification process shown in FIG. 8 ends.

On the other hand, when the predicted occurrence position of the abnormal weather is on the planned travel route (step S104: Yes), the shipper notification device 10 determines whether the predicted value of the abnormal weather is equal to or higher than the first threshold value (step S105). Here, the predicted value of abnormal weather is, for example, the "rainfall amount" of the weather information 32, but depending on the type of abnormal weather, the wind speed, the amount of snowfall, the visibility due to thick fog or wind and snow, and the like. In addition, the first threshold value is, for example, a guideline that the guidelines of the Ministry of Land, Infrastructure, Transport and Tourism stipulate that the suspension of driving should be considered. For example, in the case of rainfall, it is 30 mm / h or more. In the example of FIG. 8, the determination in step S105 is set to the first threshold value “or more”, but when the type of abnormal weather is poor visibility due to dense fog or wind and snow, the determination is set to the first threshold value “or less”. For example, the field of view is 20 m or less. In this way, the determination content of the threshold value is appropriately changed depending on the type of abnormal weather and the provisions of the guideline.

When the predicted value of abnormal weather is equal to or higher than the first threshold value (step S105: Yes), the shipper notification device 10 creates an alternative route as a new planned travel route (step S106), and proceeds to step S108. The alternative route is created so as to avoid the predicted occurrence position where the predicted value of the abnormal weather is equal to or higher than the first threshold value.

On the other hand, when the predicted value of abnormal weather is not equal to or higher than the first threshold value (step S105: No), the shipper notification device 10 determines whether the predicted value of abnormal weather is equal to or higher than the second threshold value (step S107). Here, the second threshold value is, for example, a guideline that the guidelines of the Ministry of Land, Infrastructure, Transport and Tourism stipulate that measures for ensuring safety should be taken. For example, in the case of rainfall, it is 20 to 30 mm / h. When the predicted value of abnormal weather is not equal to or higher than the second threshold value (step S107: No), the shipper notification process shown in FIG. 8 ends.

On the other hand, after the execution of step S106, or when the predicted value of abnormal weather is equal to or higher than the second threshold value (step S107: Yes), the shipper notification device 10 calculates the speed limit for each road included in the planned travel route. (Step S108). The speed limit calculated here is, for example, 50 km / h for a highway and 20 km / h for a general road in the case of a road including a position where the predicted value is equal to or higher than the second threshold value, which is less than the second threshold value. The road is at legal speed. Further, the road included in the planned travel route is a road included in the alternative route when step S106 is executed.

Next, the shipper notification device 10 calculates the estimated time of arrival based on the speed limit calculated in step S108 (step S109). That is, the time required when traveling on each road included in the planned travel route at the speed limit is calculated, and the estimated arrival time is calculated from the departure time and the current time. The estimated time of arrival may be calculated including the break time of the driver of the vehicle 200, for example, 30 minutes every 4 hours.

Next, the shipper notification device 10 determines whether the estimated time of arrival calculated in step S109 is different from the original estimated time of arrival (step S110). When the estimated time of arrival calculated in step S109 does not differ from the original estimated time of arrival (step S110: No), the shipper notification process shown in FIG. 8 ends.

On the other hand, when the estimated time of arrival calculated in step S109 is different from the original estimated time of arrival (step S110: Yes), the shipper notification device 10 notifies the shipper terminal 300 of the estimated time of arrival calculated in step S109 (step S110: Yes). Step S111). After the execution of step S111, the shipper notification process shown in FIG. 8 is completed, but the shipper notification device 10 further calculates the transportation cost when using the alternative route, and the calculated transportation cost is the original transportation cost. If they are different, the shipper terminal 300 may be notified. This allows the shipper to determine whether to continue transportation at the changed transportation cost.

[effect]
As described above, the shipper notification device 10 determines whether or not the position where abnormal weather occurs is on the estimated travel route at the estimated time of travel, based on the travel schedule information 31 and the weather information 32 of the vehicle 200 carrying the cargo. If it is determined that the occurrence position is on the scheduled travel route at the scheduled travel time, the estimated arrival time to the destination is calculated based on the scheduled travel information 31 and the weather information 32, and the estimated arrival time is set as the luggage. Notify the shipper terminal 300 used by the shipper.

As a result, the operation manager can take appropriate measures for each vehicle in charge in the event of abnormal weather. In addition, the shipper can be notified when the estimated time of arrival changes due to the measures taken. Therefore, the shipper notification device 10 can support the operation determination and measures of the operation manager.

Further, when it is determined that the occurrence position is on the travel schedule route at the scheduled travel time, the shipper notification device 10 further creates an alternative route for the vehicle based on the travel schedule information and the weather information. Further, the process of calculating the estimated time of arrival, which is executed by the shipper notification device 10, includes the process of calculating the estimated time of arrival based on the alternative route.

As a result, the operation manager can take appropriate measures for each vehicle in charge in the event of abnormal weather, as the guidelines of the Ministry of Land, Infrastructure, Transport and Tourism stipulate that the suspension of driving should be considered. Therefore, the shipper notification device 10 can support the operation determination and measures of the operation manager.

Further, the shipper notification device 10 further calculates a speed limit for each road when it is determined that the generation position is on the planned travel route at the scheduled travel time. Further, the process of calculating the estimated time of arrival, which is executed by the shipper notification device 10, includes the process of calculating the estimated time of arrival based on the speed limit.

As a result, the operation manager can take appropriate measures for each vehicle in charge in the event of abnormal weather, as the guidelines of the Ministry of Land, Infrastructure, Transport and Tourism stipulate that measures for ensuring safety should be taken. .. Therefore, the shipper notification device 10 can support the operation determination and measures of the operation manager.

Further, the shipper notification device 10 further determines, based on the meteorological information, a position where the amount of rainfall, wind speed, or amount of snowfall is equal to or higher than the threshold value, or the visibility is equal to or lower than the threshold value due to heavy fog or wind and snow.

As a result, the operation manager can take appropriate measures for each vehicle in charge in the event of abnormal weather as stipulated in the guidelines of the Ministry of Land, Infrastructure, Transport and Tourism. Therefore, the shipper notification device 10 can support the operation determination and measures of the operation manager.

Further, the shipper notification device 10 further calculates the transportation cost of the cargo based on the alternative route, and notifies the transportation cost to the second computer when the transportation cost is different from the original cost.

As a result, the shipper notification device 10 can confirm with the shipper whether to continue transportation with the changed transportation cost when the transportation cost is changed due to the measures in the event of abnormal weather.

Further, the process of notifying the estimated time of arrival, which is executed by the shipper notification device 10, includes a process of notifying the second computer of the estimated time of arrival when the estimated time of arrival is different from the original estimated time of arrival.

As a result, the shipper notification device 10 can notify the shipper terminal 300 only when the estimated time of arrival is changed and the shipper needs to be notified.

Further, the shipper notification device 10 further calculates a scheduled travel time including a break time of the driver of the vehicle.

Thereby, the shipper notification device 10 can provide information for complying with the standard established by the Ministry of Health, Labor and Welfare.

[system]
Information including processing procedures, control procedures, specific names, various data and parameters shown in the above documents and drawings can be arbitrarily changed unless otherwise specified. Further, the specific examples, distributions, numerical values, etc. described in the examples are merely examples and can be arbitrarily changed.

Further, each component of each of the illustrated devices is a functional concept, and does not necessarily have to be physically configured as shown in the figure. That is, the specific form of distribution or integration of each device is not limited to the one shown in the figure. That is, all or part of them can be functionally or physically distributed / integrated in any unit according to various loads and usage conditions. Further, each processing function performed by each device may be realized by a CPU and a program analyzed and executed by the CPU, or may be realized as hardware by wired logic.

[hardware]
FIG. 9 is a diagram illustrating a hardware configuration example. As shown in FIG. 9, the shipper notification device 10 includes a communication interface 10a, an HDD (Hard Disk Drive) 10b, a memory 10c, and a processor 10d. Further, the parts shown in FIG. 9 are connected to each other by a bus or the like.

The communication interface 10a is a network interface card or the like, and communicates with another server. The HDD 10b stores a program for operating the function shown in FIG. 2 and various data.

The processor 10d reads a program that executes the same processing as each processing unit shown in FIG. 2 from the HDD 10b or the like and expands the program into the memory 10c to operate the process that executes each function described in FIG. 2 or the like. It is a wear circuit. That is, this process executes the same function as each processing unit of the shipper notification device 10. Specifically, the processor 10d reads a program having the same functions as the determination unit 41, the calculation unit 42, the notification unit 43, the creation unit 44, and the like from the HDD 10b and the like. Then, the processor 10d executes a process of executing the same processing as the determination unit 41, the calculation unit 42, the notification unit 43, the creation unit 44, and the like.

In this way, the shipper notification device 10 operates as an information processing device that executes weather information visualization processing by reading and executing a program that executes the same processing as each processing unit shown in FIG. 2. Further, the shipper notification device 10 can also realize the same function as the above-described embodiment by reading a program from the recording medium by the medium reading device and executing the read program. The program referred to in the other embodiment is not limited to being executed by the shipper notification device 10. For example, the present invention can be similarly applied when other computers or servers execute programs, or when they execute programs in cooperation with each other.

Further, a program that executes the same processing as each processing unit shown in FIG. 2 can be distributed via a network such as the Internet. In addition, this program is recorded on a computer-readable recording medium such as a hard disk, flexible disk (FD), CD-ROM, MO (Magnet-Optical disk), DVD (Digital Versaille Disc), and is recorded from the recording medium by the computer. It can be executed by being read.

The following additional notes will be further disclosed with respect to the embodiments including the above embodiments.

(Appendix 1) To the computer
Based on the travel schedule information and weather information of the vehicle carrying the luggage, it is determined whether the position where the abnormal weather occurs is on the travel schedule route at the scheduled travel time.
If it is determined that the position of occurrence is on the scheduled travel route at the scheduled travel time, the estimated arrival time to the destination is calculated based on the scheduled travel information and weather information.
A shipper notification program characterized by executing a process of notifying a second computer used by a package shipper of the estimated time of arrival.

(Appendix 2) To the computer
If it is determined that the position of occurrence is on the planned travel route at the scheduled travel time, the process of creating an alternative route for the vehicle is further executed based on the travel schedule information and the weather information.
The shipper notification program according to Appendix 1, wherein the process of calculating the estimated time of arrival includes a process of calculating the estimated time of arrival based on an alternative route.

(Appendix 3) To the computer
If it is determined that the position of occurrence is on the planned travel route at the scheduled travel time, the process of calculating the speed limit for each road is further executed.
The shipper notification program according to Appendix 1, wherein the process of calculating the estimated time of arrival includes a process of calculating the estimated time of arrival based on the speed limit.

(Appendix 4) To the computer
Addendum, which further executes a process of determining a position where the amount of rainfall, wind speed, or amount of snowfall is equal to or higher than the threshold value, or the visibility is equal to or lower than the threshold value due to heavy fog or wind and snow, based on the weather information. Shipper notification program according to 1.

(Appendix 5) To the computer
Calculate the freight cost of the package based on the alternative route,
The shipper notification program according to Appendix 2, wherein the process of notifying the second computer of the freight cost is further executed when the freight cost is different from the original cost.

(Appendix 6) The process of notifying the estimated time of arrival is described in Appendix 1, which includes a process of notifying the second computer of the estimated time of arrival when the estimated time of arrival is different from the original estimated time of arrival. Shipper notification program.

(Appendix 7) To the computer
The shipper notification program according to Appendix 1, wherein the process of calculating the scheduled travel time including the break time of the driver of the vehicle is further executed.

(Appendix 8) The computer
Based on the travel schedule information and weather information of the vehicle carrying the luggage, it is determined whether the position where the abnormal weather occurs is on the travel schedule route at the scheduled travel time.
If it is determined that the position of occurrence is on the scheduled travel route at the scheduled travel time, the estimated arrival time to the destination is calculated based on the scheduled travel information and weather information.
A method characterized by executing a process of notifying a second computer used by a package shipper of an estimated time of arrival.

(Appendix 9) The computer
If it is determined that the position of occurrence is on the planned travel route at the scheduled travel time, the process of creating an alternative route for the vehicle based on the scheduled travel information and the weather information is further executed.
The method according to Appendix 8, wherein the process of calculating the estimated time of arrival includes a process of calculating the estimated time of arrival based on an alternative route.

(Appendix 10) The computer
If it is determined that the position of occurrence is on the planned travel route at the scheduled travel time, the process of calculating the speed limit for each road is further executed.
The method according to Appendix 8, wherein the process of calculating the estimated time of arrival includes a process of calculating the estimated time of arrival based on the speed limit.

(Appendix 11) The computer
Addendum, which further executes a process of determining a position where the amount of rainfall, wind speed, or amount of snowfall is equal to or higher than the threshold value, or the visibility is equal to or lower than the threshold value due to heavy fog or wind and snow, based on the meteorological information. 8. The method according to 8.

(Appendix 12) The computer
Calculate the freight cost of the package based on the alternative route,
The method according to Appendix 8, wherein the process of notifying the second computer of the freight cost is further executed when the freight cost is different from the original cost.

(Appendix 13) The process of notifying the estimated time of arrival is described in Appendix 8, which includes a process of notifying the second computer of the estimated time of arrival when the estimated time of arrival is different from the original estimated time of arrival. the method of.

(Appendix 14) The computer
The method according to Appendix 8, wherein the process of calculating the scheduled travel time including the break time of the driver of the vehicle is further executed.

(Appendix 15) A determination unit that determines whether the position where abnormal weather occurs is on the planned travel route at the scheduled travel time, based on the travel schedule information and weather information of the vehicle that carries the luggage.
When it is determined that the occurrence position is on the scheduled travel route at the scheduled travel time, a calculation unit that calculates the estimated arrival time to the destination based on the scheduled travel information and the weather information,
A device characterized by having a notification unit that notifies a second computer used by the shipper of the package of the estimated time of arrival.

(Appendix 16) When it is determined that the position of occurrence is on the planned travel route at the scheduled travel time, it further has a creation unit that creates an alternative route for the vehicle based on the travel schedule information and the weather information.
The apparatus according to Appendix 15, wherein the process of calculating the estimated time of arrival includes a process of calculating the estimated time of arrival based on an alternative route.

(Appendix 17) If it is determined that the occurrence position is on the planned travel route at the scheduled travel time, the calculation unit further calculates the speed limit for each road.
The apparatus according to Appendix 15, wherein the process of calculating the estimated time of arrival includes a process of calculating the estimated time of arrival based on the speed limit.

(Appendix 18) The determination unit further determines, based on the meteorological information, a position where the amount of rainfall, wind speed, or amount of snowfall is equal to or higher than the threshold value, or the visibility is equal to or lower than the threshold value due to heavy fog or wind and snow. The apparatus according to Appendix 15, which is characterized.

(Appendix 19) The calculation unit further calculates the freight cost of the cargo based on the alternative route.
The device according to Appendix 16, wherein the notification unit further notifies the second computer of the transportation cost when the transportation cost is different from the original cost.

(Appendix 20) The process of notifying the estimated time of arrival is described in Appendix 15, which includes a process of notifying the second computer of the estimated time of arrival when the estimated time of arrival is different from the original estimated time of arrival. Equipment.

(Supplementary Note 21) The device according to Supplementary Note 15, wherein the calculation unit further calculates a scheduled travel time including a break time of the driver of the vehicle.

(Appendix 22) Processor and
A device with memory operably connected to a processor, the processor is
Based on the travel schedule information and weather information of the vehicle that carries the luggage, a determination unit that determines whether the position where abnormal weather occurs is on the travel schedule route at the scheduled travel time, and
When it is determined that the occurrence position is on the scheduled travel route at the scheduled travel time, a calculation unit that calculates the estimated arrival time to the destination based on the scheduled travel information and the weather information,
A device characterized by having a notification unit that notifies a second computer used by the shipper of the package of the estimated time of arrival.

1 Shipper notification system 10 Shipper notification device 20 Communication unit 30 Storage unit 31 Travel schedule information 32 Meteorological information 33 Shipper information 40 Control unit 41 Judgment unit 42 Calculation unit 43 Notification unit 44 Creation unit 100 Operation manager terminal 200 Vehicle 300 Shipper terminal

Claims (9)

On the computer
Based on the travel schedule information and weather information of the vehicle carrying the luggage, it is determined whether the position where the abnormal weather occurs is on the travel schedule route at the scheduled travel time.
When it is determined that the occurrence position is on the planned travel route at the scheduled travel time, the estimated arrival time to the destination is calculated based on the travel schedule information and the weather information.
A shipper notification program characterized by executing a process of notifying a second computer used by the shipper of the package of the estimated time of arrival. To the computer
When it is determined that the occurrence position is on the planned travel route at the scheduled travel time, a process of creating an alternative route for the vehicle is further executed based on the travel schedule information and the weather information.
The shipper notification program according to claim 1, wherein the process of calculating the estimated time of arrival includes a process of calculating the estimated time of arrival based on the alternative route. To the computer
When it is determined that the occurrence position is on the planned travel route at the scheduled travel time, the process of calculating the speed limit for each road is further executed.
The shipper notification program according to claim 1, wherein the process of calculating the estimated time of arrival includes a process of calculating the estimated time of arrival based on the speed limit. To the computer
Based on the meteorological information, it is characterized by further executing a process of determining a position where the amount of rainfall, wind speed, or amount of snowfall is equal to or higher than the threshold value, or the visibility is equal to or lower than the threshold value due to heavy fog or wind and snow. The shipper notification program according to claim 1. To the computer
Based on the alternative route, the freight cost of the baggage is calculated.
The shipper notification program according to claim 2, wherein when the transportation cost is different from the original cost, the process of notifying the second computer of the transportation cost is further executed. The first aspect of claim 1, wherein the process of notifying the estimated time of arrival includes a process of notifying the second computer of the estimated time of arrival when the estimated time of arrival is different from the original estimated time of arrival. The shipper notification program described. To the computer
The shipper notification program according to claim 1, wherein the process of calculating the scheduled travel time including the break time of the driver of the vehicle is further executed. The computer
Based on the travel schedule information and weather information of the vehicle carrying the luggage, it is determined whether the position where the abnormal weather occurs is on the travel schedule route at the scheduled travel time.
When it is determined that the occurrence position is on the planned travel route at the scheduled travel time, the estimated arrival time to the destination is calculated based on the travel schedule information and the weather information.
A method comprising executing a process of notifying a second computer used by the shipper of the package of the estimated time of arrival. Based on the travel schedule information and weather information of the vehicle that carries the luggage, a determination unit that determines whether the position where abnormal weather occurs is on the travel schedule route at the scheduled travel time, and
When it is determined that the occurrence position is on the planned travel route at the scheduled travel time, a calculation unit that calculates the estimated time of arrival at the destination based on the travel schedule information and the weather information, and a calculation unit.
A device including a notification unit that notifies a second computer used by the shipper of the package of the estimated time of arrival.

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