JP2024021254A - Transportation information processing system - Google Patents

Abstract

An object of the present invention is to provide a transportation information processing system that is efficient and capable of confirming whether the cargo, operating vehicles, etc. to be controlled are being carried out as predicted in a transportation system for transporting cargo that is loaded between business establishments. [Solution] At the stage of baggage collection, multiple transport routes are set by creating a diagram that takes time into consideration, similar to a train schedule, for the operation courses of multiple means of transport that take time into consideration. Then, a travel course from departure to arrival is set, a virtual container is set up on the transportation information processing system as a container in which cargo will be loaded from departure to arrival at the store, and the cargo is transported to the same destination. are handled on the transportation information processing system as if they were loaded in the same virtual container. While the cargo loaded in the virtual container is transported from departure to arrival at the store, it is transported while confirming that it is loaded in the virtual container on the transportation means of the selected operation course. [Selection diagram] Figure 2

Description

The present invention relates to a transportation information processing system.

At a business location such as a branch or business office of a transportation company, the collected cargo is sorted, the collected cargo is combined and transported to another business location, and the transported cargo is transported at the other business location. A person who performs the sorting necessary for the delivery of cargo and who regularly operates the consolidated cargo between these business establishments is called a special consolidated cargo transportation business (According to Article 2 of the Truck Transportation Business Law). Article 6). In other words, this special consolidated cargo transportation consists of trunk transportation, in which cargo collected from an unspecified number of customers is transported between offices, and last-mile transportation, in which cargo is delivered from each office to the receiver or collected from the sender. It's working. This transportation by operating vehicles etc. that connects the business establishments is called an operating course.

In the operation of these routes for trunk transportation, efforts have been made to improve the loading efficiency of operating vehicles only from a cost perspective, but in the future, it will be necessary to stably transport large amounts of cargo with as few flights as possible. It is considered desirable. Therefore, there is a desire for transportation that combines further improvement in transportation efficiency and transportation quality.

JP 2019-112226 A (description in conventional technology)

With conventional operation course settings, for operational cost reasons, it is clear that the collected cargo has been loaded on a certain route from the departure store, but it is difficult to fully visualize how it will be transported to the store. It wasn't. For example, if you are transporting a package from a branch in Kyushu to a branch in Osaka, you will know that it will be transported from the branch in Kyushu to a central store, but what time will it be loaded at the central store and what kind of relay store will it be sent to? In some cases, it was unclear at the point of departure or arrival at the store, by when the goods would be transported to the branch in Osaka.

In addition, in special consolidated cargo transportation in which cargo from an unspecified number of customers is mixed, cargo to be transported to the same destination store may be stored and transported in the same storage container. As such storage containers, for example, delivery service companies use roll box pallets (hereinafter referred to as pallets) and basket trucks to sort packages destined for the same store. Storing goods together on pallets and basket cars and handling them as one unit means that loading onto pallets and basket cars is a reservation and implementation of transportation from departure to arrival at the store. Transportation of storage containers such as carts and carts (hereinafter referred to as containers) means the movement of logistics from the store where it originates to the store where it ends, and by securing the transportation route, it is possible to smoothly transport goods. can manage efficient transportation.

This transportation method using containers is the optimal transportation method when there are the same amount of cargo with the same properties at the point of departure and arrival at the destination. However, from the viewpoint of transportation demand, the situation is not necessarily balanced. Even if the container is full on the way out, it will be almost empty on the way back, incurring the transportation costs of returning the physical container. In addition, if a business operator has a transportation network with a small imbalance in arrival and departure baggage, the transport load of empty containers may be small, but in the case of a business operator that transports freight that tends to be biased in one direction, , Transporting empty containers incurs heavy transportation costs.

In addition, when collecting packages, sorting them at originating and receiving stores, loading them into vehicles, and delivering them, workers use handheld terminals to check the barcodes, two-dimensional codes, etc. on the tags affixed to the packages. A transportation information processing system is constructed in which the identification symbol is read and the data is sent to a central information processing device to track the transportation of cargo. However, the reading on handheld terminals only functioned as a way to understand the current status of cargo, and was nothing more than a transportation information processing system that reacted to and recorded the current situation. On the other hand, a transportation information processing system that can check the prediction at each point in time based on a transportation plan that predicts how cargo will be transported in the future, and can notify you if an event that differs from the prediction occurs. It wasn't.

As a special consolidated freight forwarding company, the applicant operates thousands of vehicles on a daily basis. Each vehicle in operation is equipped with a GPS (Global Positioning System) terminal, which serves as a geodetic system, and collects operation data such as the position and speed of the vehicle in real time. We operate a transportation information processing system that allows us to understand the status. However, if data on the operating status of each vehicle is constantly collected in real time and at short time intervals and processed by a central information processing device, the load will be enormous.

Furthermore, in conventional transportation information processing systems, the addresses of shippers and receivers are managed based on the address names written on tags attached to packages. However, in a transportation information processing system, converting and processing into latitude and longitude information is compatible with map information data expressed in latitude and longitude when setting operation courses and collection and delivery routing. On the other hand, while address displays expressed in characters are convenient for delivery workers to recognize, they are not compatible with map information when processed as a transportation information processing system.

The present invention was made in view of this problem, and its purpose is to provide transportation information that allows planning and prediction of operations and results in real space and confirmation that work is being performed as predicted. It attempts to provide a processing system. It also aims to provide a transportation information processing system that can provide efficient and high-quality transportation.

In order to solve the above problems, at least the information processing device at the originating store, which is the source of the customer's package, the information processing device at the destination store, which is the destination of the package, and the transportation information processing device, which controls the entire system, are connected to a communication network. In a transportation information processing system that processes information related to cargo transportation between these information processing devices and a transportation information processing device to manage the transportation of cargo from a store to a destination. The information processing device selects an inter-store transportation diagram whose transportation cost, arrival time, and transportation time of the cargo to be transported meet the customer's conditions from a plurality of inter-store transportation diagrams showing transportation routes from store departure to store arrival. Equipped with a management means for managing the transportation of goods using an inter-store transportation diagram, the inter-store transportation diagram shows the departure of the means of transportation for the departure from the store, arrival at the store, or transport route connecting the bases that exist between the departure and the arrival at the store. It consists of a service course that shows the base and time of departure, the base and time of arrival, and the transportation time.

According to the present invention, it is possible to visualize how the cargo is transported from the point of origin to the destination at each stage, so it is possible to know the relay cargo work, arrival time and quantity at the destination, and delivery destination. . Therefore, a delivery work plan can be established. Furthermore, since it becomes easier to predict the transportation of cargo, it becomes possible to predict transportation bottlenecks and select a route that avoids them. Further, the load of information processing related to cargo transportation can be reduced, and the cost of the transportation information processing system can be reduced.

FIG. 1 is a simplified conceptual diagram of a transportation network in which cargo is transported from a shipper to a receiver in a special consolidated cargo transportation business in which the present invention is implemented in which cargo is transported in a plurality of ways. FIG. 2 is a diagram showing a schematic configuration of a transportation information processing system according to an embodiment of the present invention. FIG. 3 is a diagram showing that cargo is transported via a plurality of operation courses. FIG. 4 is a diagram showing an example of an inter-store transportation diagram that the transportation information processing device has. FIG. 5 is a diagram showing details of the inter-store transportation diagram of FIG. 4. FIG. 6 is another diagram showing details of the inter-store transportation diagram of FIG. 4. FIG. 7 is another diagram showing details of the inter-store transportation diagram of FIG. 4. FIG. 8 is a diagram showing an image of transportation management using virtual containers. FIG. 9 is a diagram illustrating an image when a virtual container is divided. FIG. 10 is a flowchart showing transportation information processing based on the transportation information processing system. FIG. 11 is a flowchart illustrating the transport baggage reception process. FIG. 12 is a diagram showing an example of a virtual container. FIG. 13 is another diagram showing an example of a virtual container. FIG. 14 is another diagram showing an example of a virtual container. FIG. 15 is another diagram showing an example of a virtual container. FIG. 16 is another diagram showing an example of a virtual container. FIG. 17 is another diagram showing an example of a virtual container. FIG. 18 is a flowchart showing a reservation process for an inter-store transportation diagram using a virtual container. FIG. 19 is a flowchart showing transportation processing based on the inter-store transportation diagram. FIG. 20 is another diagram showing an example of a virtual container. FIG. 21 is another diagram showing an example of a virtual container. FIG. 22 is another diagram showing an example of a virtual container. FIG. 23 is another diagram showing an example of a virtual container.

<Outline of special consolidated cargo transportation>
FIG. 1 shows how goods (hereinafter referred to as cargo) are transported from a shipper to a receiver by vehicles operated by a special cargo transport company (hereinafter referred to as a business operator).

First, at the originating store of a business operator, packages to be transported from a shipper, who is a customer, to a receiver are received by collection or the like. The received baggage is transported from the originating store to the originating and aggregating store, which oversees the area and consolidates the luggage. This transportation from the originating store to the originating and aggregating store is also called Yokomochi.

At the origination aggregation store, the packages collected from the origination store are sorted and transported by vehicle or other means of transportation to the destination aggregation store. This transportation is also called trunk transportation because it is carried out along trunk transportation routes.

At the destination aggregation store, the arrived packages are sorted by destination store, and transported to the destination store in the consignee's area that is responsible for delivery to the consignee. Then, the arrived package is delivered from the destination store to the destination owner, who is the customer. In addition to such transportation, there are cases in which the goods are directly transported from the originating store to the destination store, or the goods are transported from the originating store to the destination store after stopping at another store.

A branch is a base located in the collection area of customers who request the transportation of packages. For example, it is a business office, where customers' packages are picked up, brought in, etc. A dispatch center is a base that oversees an area and collects and consolidates luggage. The originating and aggregating store has a sorting function, and sorts the cargo transported from multiple originating stores to the destination aggregating store, and then loads it onto transportation vehicles such as vehicles operating on main lines, trains, ships, etc. Load and ship. Arrival aggregation stores are bases for accumulation and aggregation located in the area where luggage is delivered. At the destination aggregation store, the parcels transported from the origin aggregation store are sorted and sent by operating vehicles to the destination store. The arrival store is a base located in the delivery area and corresponds to a sales office in that area. At the destination store, the cargo transported from the destination aggregation store is delivered to the destination owner, who is the customer. In addition to delivery, there are other ways to deliver the package to the consignor at the store, such as having the consignor come and pick it up.

<Overview of transportation information processing system>
FIG. 2 is a diagram showing a schematic configuration of a transportation information processing system that manages the transportation of packages from a store to a destination.

In the transportation information processing system, the shipper who requests the originating store, originating aggregation store, destination aggregating store, arrival store, and shipping of the package is provided with information processing terminals 1-1 to 1-5 (hereinafter referred to as individual information processing devices). If there is no need to distinguish between the terminals, they will simply be referred to as information processing terminals 1 (the same applies to other cases), respectively. In addition, at departure stores, departure aggregation stores, arrival aggregation stores, and arrival stores, Handy Terminals 2-1, which are information processing devices carried by workers who carry out cargo work such as collection, delivery, sorting, loading, and unloading, are installed. 2-4 are provided. Furthermore, there is provided a transportation information processing device 3, which corresponds to the central information processing device of the transportation information processing system and is connected to the information processing terminals 1 and handy terminals 2 of each store, and exchanges data with each other.

The information processing terminals 1, handy terminals 2, and transportation information processing devices 3 of each of these stores are connected via a communication network 4 such as a dedicated line, wireless line, or the Internet, and can mutually send and receive various information. It is.

The information processing terminal 1 includes an input unit such as a keyboard, a barcode reader, and a scanner, a display output device that displays data, a printing device that can print data as a label or barcode, and a communication device that sends and receives data via a communication network 4. 1, a storage section that stores various data, and a control section that controls each section according to various processing programs.

Customers who are shippers can input the size, contents, weight, destination information, etc. of the cargo they wish to request for transportation, and can also print a shipping bill and tag to attach to the cargo. Some types of special consolidated cargo transportation operate on a B2B (Business to Business) basis, specializing in the transportation of cargo between companies. If it is between business operators, the person requesting the package regularly enters the information about the package they want to send from their company and requests the transportation company to pick up and transport the package, so this transportation information processing system also provides An information processing terminal 1-5 may be placed at the requester's location, connected to the transportation information processing device 3 via the communication network 4, and information on the package may be entered to make a reservation. Further, the customer can directly access the transportation information processing system via the information processing terminal 1-5, or input baggage information etc. via the website of the transportation information processing system.

The handy terminal 2 includes an input section such as an input button, a barcode reader, and a scanner, a display output device that displays data, a printing device that can print data as a label or barcode, a GPS device that acquires the latitude and longitude information of the device itself, It includes a communication section that sends and receives data via the communication network 4, a storage section that stores various data, and a control section that processes information according to various processing programs and controls each section.

Each handy terminal 2 is equipped with WiFi (registered trademark) and other wireless devices, and can be directly connected to the communication network 4 to send and receive data with the transportation information processing system. It may also be possible to construct a LAN (Local Area Network) and connect to the communication network 4 of the transportation information processing system via the LAN.

The transportation information processing device 3 includes an input section such as a keyboard, a display output device that displays data, a communication section that sends and receives data via the communication network 4, a storage section that stores various data, and various sections according to various processing programs. It is equipped with a control section that controls the Although the transportation information processing device 3 is shown as a central information processing device, its information processing may be performed in a cloud, or it may be configured as a distributed processing system in an information network. .

Although the details will be described later, the transportation information processing device 3 calculates the transportation cost, arrival time, and transportation time of the luggage to be transported from a plurality of inter-store transportation diagrams showing the transportation route from the departure to the arrival of the luggage received from the customer. selects an inter-store transportation diagram that meets the customer's conditions, and manages the transportation of goods using the inter-store transportation diagram. The inter-store transportation diagram shows the departure point and departure time of the means of transportation, the arrival point and arrival time, and the transportation route between the departure point, arrival point, or between the points that exist between the point of departure and arrival. It consists of operation courses that represent transportation times. In addition, a group of packages delivered from the same originating store to the same destination store is registered in one virtual container, and transported by being loaded onto operating vehicles of multiple operation courses that make up the inter-store transportation diagram in the transportation information processing system. It is managed as if the Therefore, the baggage registered in the virtual container is actually loaded onto the operating vehicle of the operating course constituting the inter-store transportation diagram and transported to the destination store.

<Inter-store transportation diagram>
The inter-store transportation diagram will be explained. FIG. 3 is a diagram showing that cargo is transported via a plurality of operation courses. In the example of FIG. 3, there are provided a direct transportation route from the originating aggregation store to the destination aggregation store, and a transportation route that stops at intermediate stores along the way. Such transportation routes between stores can be represented as a diagram expressed over time. In other words, using operating vehicles, trains, ships, and other means of transportation, from the originating and collecting store (departure store) that is the source of the shipment to the destination collection store (arrival store) that is the destination of the shipment. The transportation route of the means of transportation can be represented as an inter-store transportation diagram similar to a train diagram.

FIG. 4 shows an example of an operation course and an inter-store transportation diagram. The dotted arrow indicates the operating course. The solid arrow indicates the inter-store transportation diagram. The operation course includes the departure store and departure time of the transportation means, the arrival store and arrival time, and the transportation route that connects the departure store, arrival store, or relay store that exists between the departure store and arrival store. represents time. The inter-store transportation diagram is a combination (network) of operation courses, and represents the transportation route and schedule from departure to arrival at the store (hereinafter referred to as transportation route). In the example of FIG. 4, three inter-store transportation diagrams D1, D2, and D3 are shown as transportation routes from the Tokyo branch to the Fukuyama branch. The inter-store transportation diagram D1 shows the transportation route that goes directly from the originating store to the destination store, and the inter-store transportation diagram D2 shows the transportation route that goes directly from the originating store to the destination store, and the inter-store transportation diagram D2 shows the transportation route from the originating store to the originating aggregating store, transporting it to the destination aggregating store, and then consolidating the goods. The transportation route from the store to the destination store, and the inter-store transportation diagram D3, is the transportation route from the originating store to the relay store, temporary storage at the relay store, and then transportation to the destination store.

For example, a worker at a store enters the store from which the package will be shipped, the arrival store where the package will be shipped, the desired arrival time, and the weight of the package on the information processing terminal 1-1 (specifying a virtual container). The information is then supplied to the transportation information processing device 3, which generates about 5 to 6 inter-store transportation diagrams in descending order of transportation time and arrival time. Extracted. The operation course is registered in advance in the operation database of the transportation information processing device 3.

In general, the main route that connects the originating aggregation store to the destination aggregation store, and is transported by means of transportation such as vehicles or trains, is called a service course. There are also routes that connect the two. In addition, there are relay shops along the way on the main route, so routes that go directly between the departure and arrival shops are not necessarily the only routes that can be operated. In this specification, the route of the means of transportation from departure to arrival at the store is defined as the operation course.

A travel course is composed of nodes representing (time of departure, place of departure) and (time of arrival, place of arrival), and the following three edges.
The first is an edge, which refers to a travel course that connects nodes of different stores.
The second is an edge that connects the node indicating the arrival of the operating vehicle at the relay store and the node indicating the departure.
The third is an edge, meaning a relay, that connects a node indicating arrival at the same store to a node indicating departure.

When the user inputs predetermined information into the transportation information processing device 3 based on the travel command, the transportation information processing device 3 creates a travel course as follows and registers it in the travel database. The operation database is created based on mathematical methods and AI (Artificial Intelligence) to create efficient transportation plans using vehicles, trains, and ships that connect each store.
If the train goes directly from departure to arrival due to operational instructions,
It is created with a node (departure time, departure store), a node (arrival time, arrival store), and an edge as a service connecting them. At this time, the edge weight is the time difference between nodes.
If there is a relay store in the operation order,
(A) It is created with a node (departure time, departure store), a node (arrival time, relay store), and an edge as a service that connects them. The edge weight is the time difference between nodes.
(B) Created from a node at a relay store (arrival time, relay store), a node departing from that relay store to the next relay store or arrival store (departure time, relay store), and an edge connecting them. Ru.
Furthermore, when the relay shop is repeated, the above (A) and (B) are repeated.

After these operations of the operation command are completed, if there is time to relay the cargo from the node indicating arrival to the node indicating departure, the nodes are connected as a relay edge.

The inter-store transportation diagram D1 in FIG. 4 consists of a vehicle operation course from "Node (19:00, Tokyo Branch) to Node (32:00, Fukuyama Branch)" as shown in FIG. As shown in Figure 6, the inter-store transportation diagram D2 includes the operating vehicle operation course of "Node (21:00, Tokyo Branch) ⇒ Node (21:40, Shinagawa Station)" and "Node (21:40, Shinagawa Station)". ) ⇒ Node (23:00, Shinagawa Station)" container train waiting to be loaded (relay edge), "Node (23:00, Shinagawa Station) ⇒ Node (35:00, Fukuyama Station)" container train, "Node ( 35:00, Fukuyama Station) ⇒ Node (36:00, Fukuyama Station)'' container transport waiting (relay edge), operation of ``Node (36:00, Fukuyama Station) ⇒ Node (37:00, Fukuyama Branch)'' Consists of a network of vehicle operation courses. As shown in FIG. 7, the inter-store transportation diagram D3 shows the operating vehicle operation course of "Node (23:00, Tokyo Branch) ⇒ Node (32:00, Osaka Branch)" and "Node (32:00, Osaka Branch)". ) ⇒ Node (45:00, Osaka Branch)” waiting for relay (relay edge), “Node (45:00, Osaka Branch) ⇒ Node (51:00, Fukuyama Branch)” The network consists of a vehicle operation course network. . In addition, the time markings in Figures 5 to 7 are from 0:00 to 24:00 on the current day, 24 on the next day, and 48 on the day after the next day.

There are multiple nodes representing events that occur at the same branch because their departure and arrival times are different. When searching for a route between stores, you can select from a set of nodes that represent all departure events that depart from the store after a specified time, and a set of nodes that represent all arrival events that arrive at the destination branch before a certain time. An inter-store transportation diagram is created by identifying the routes. The following is the data structure of the inter-store transportation diagram D3 in FIGS. 4 and 7.
Relay event = [84,85,8258,8259]
Event 84: Departs from Tokyo Branch at 23:00
Event 85: Arrival at Osaka branch at 32:00 (08:00 (next day))
Stayed at the Osaka branch until the night of arrival,
Event 8258: Departs from Osaka Branch at 45:00 (21:00 (next day))
Event 8259: Arrival at Fukuyama Branch at 51:00 (03:00 (the next day)
Departs from Tokyo Branch Arrives at Osaka Branch from 23:00 at 08:00 (next day), Departs from Osaka Branch Arrives at Fukuyama Branch from 21:00 Actual transportation time at 03:00 (next day) = 28.0 hours

<Virtual container>
Explain virtual containers. In the transportation information processing system of this embodiment, a group of parcels delivered from the same originating store to the same destination store is registered in one virtual container, and the parcels registered in the virtual container are stored in the transportation information processing system. Transport management is performed as if the cargo were loaded as a unit on the operating vehicles of the operating course that constitutes the inter-vehicle transportation diagram. A virtual container corresponds to a container such as a pallet or a cart used in transporting cargo, and is a virtual concept created on a transportation information processing system. The luggage registered in the virtual container is actually loaded onto a traveling vehicle on a traveling course that constitutes the inter-store transportation diagram and transported to the store.

(Transportation management using virtual containers)
The virtual container is identified by the departure store, departure time, and arrival store, and is provided with an ID that encodes these. Furthermore, if the inter-store transportation diagram is such that a vehicle departs regularly from a departure store once a day, the departure time may be used as the departure date. It is assumed that the virtual container until it arrives at the store is divided and allocated to all the belonging collection and delivery vehicles. For example, if a transportation company has 300 locations, there will be 300 virtual containers. This virtual container is divided and allocated to all collection and delivery vehicles belonging to the branch (departing branch) that collects the package. When the pickup and delivery vehicle that has collected the luggage returns to the store from which it arrived, virtual containers are merged for each store it arrives at, and a virtual container is created for the luggage originating from the store and destined for the same store. Furthermore, even if a customer brings a package to a store, once the destination of the package is determined by scanning the barcode on the package tag or the barcode on the invoice, it will be registered in the virtual container of the destination store. Note that scanning the barcode on the tag of a package or the barcode on an invoice will hereinafter be simply referred to as scanning the package or scanning the invoice.

The virtual container is created in advance according to the number of stores arriving at the store, but it can also be created at the stage when it is known which store the collected cargo will arrive at.

Two types of virtual containers are created and handled in the transportation information processing system: a first virtual container in which cargo is loaded, and a second virtual container that includes (loads) this first virtual container. Can be done. Where appropriate, the first virtual container is referred to as a virtual container and the second virtual container is referred to as a hypercontainer. Hypercontainer is used in the inter-store transportation diagram to specify the travel course for transporting virtual containers and to manage the loaded weight. Once the actual operating vehicle to be used for driving is determined, it is associated with it. After the operating vehicle for the operating course is designated at the start of transportation, the cargo shall be loaded onto the operating vehicle.

FIG. 8 is a diagram showing an image of transportation management using virtual containers. A group of packages to be delivered to the same destination store is registered in one virtual container VC1, and the packages registered in the virtual container VC1 are stored in the operating vehicle T1 ( The transport is managed as being loaded on the hyper container HVC1 associated with the operating vehicle T1) and the hyper container HVC2 associated with the operating vehicle T2 (upper row of FIG. 8). The luggage registered in the virtual container VC1 is actually loaded onto the operating vehicles T1 and T2 of the operating course that constitutes the inter-store transportation diagram and transported to the destination store (lower row of FIG. 8).

After the hypercontainer arrives at the destination store of the operating vehicle, it is deleted from the transportation information processing system. Since the hypercontainer is transported between stores connected by a service route, it is deleted after arriving at the store where the service vehicle transporting the hypercontainer arrives. When loading onto another operating vehicle at a relay store, the virtual container identified by the departure store, departure time (or departure date), and arrival store is treated as being loaded into another hypercontainer. The virtual container in which the cargo is loaded is deleted from the transportation information processing system upon arrival at the store.

The loaded weight of operating vehicles is managed using hypercontainers. When a virtual container is loaded into a hypercontainer associated with the operating vehicle, the weight of the luggage registered in the loaded virtual container is added to the hypercontainer. The maximum weight of the hypercontainer is the maximum weight of the operating vehicle.

In this way, hypercontainers are associated with operating vehicles and the weight of the cargo loaded on the operating vehicle is recorded, so when cargo registered in a virtual container is loaded onto an operating vehicle, the maximum loading weight can be recorded. It is possible to determine whether or not the maximum loading weight is exceeded, and to prevent the selection of an inter-store transport diagram that includes a travel course of an operating vehicle that exceeds the maximum loading weight when the virtual container is loaded with cargo registered in the virtual container. .

In addition, in cases where the maximum loading weight is exceeded when the cargo registered in the virtual container is loaded onto the operating vehicle, and it is possible to use another operating course, or when a new operating course can be established. In this case, virtual containers are divided by assigning branch numbers and loaded into different hypercontainers. Alternatively, there is an option to load hypercontainers that have exceeded the maximum loading weight using operating vehicles with larger loading capacities. Conversely, there is also the option of changing to a vehicle with a smaller loading capacity to increase loading efficiency.

FIG. 9 is a diagram illustrating an image when a virtual container is divided. If the cargo registered in the virtual container VC1 is loaded onto the operating vehicle T2 heading from the relay store to the arrival store, the upper limit of the loading capacity of the operating vehicle T2 will be exceeded, so it will be operated separately from the operating vehicle T3 of other operating courses. be done. The operating vehicle T2 is loaded with luggage that does not exceed the maximum loading weight, and the remaining cargo is loaded on the operating vehicle T3 (the maximum loading weight of the operating vehicle T3 is not exceeded). On the transportation information processing system, virtual container VC1 is divided into virtual container VC1-1, in which cargo to be loaded on operating vehicle T2 is registered, and virtual container VC1-2, in which cargo to be loaded on operating vehicle T3 is registered. be done. The cargo registered in the virtual container VC1-1 is then registered in the transportation information processing system as the operating vehicle T2 (hyper container HVC2 associated with the operating vehicle T2) and the operating vehicle T3 (the hypercontainer HVC2 associated with the operating vehicle T3). Transport is managed as being loaded onto a hypercontainer (HVC3).

Note that the loading capacity of a hypercontainer is a planned value, and the actual loading capacity is changed depending on loading onto operating vehicles at departure stores and relay stores.

A fixed method or a reservation method is used to determine which service route a virtual container will be transported in by a vehicle (hypercontainer) from the beginning. Furthermore, considering that there is a relay shop that relays information, a system that combines both methods is also possible. Furthermore, if there is a change depending on the amount of transportation on the day, the virtual container can also be changed depending on the amount of transportation on that day.
During actual transportation, these so-called virtual containers can be assigned branch numbers and divided into parts, or loaded onto vehicles on unreserved routes. This also changes the predicted arrival of the virtual container. Additionally, if there is a change in the transportation plan, the predicted arrival of the virtual container will also change.

(Management of cargo loading, etc. using virtual containers)
The virtual container is appropriately downloaded to the handy terminal 2 of the worker at each store where the operating vehicle of the operating course constituting the inter-store transportation diagram arrives. By scanning the cargo, a worker can reflect the loading or unloading process on the virtual container. When loading luggage onto an operating vehicle, the luggage to be loaded is scanned and loaded onto the operating vehicle, and the virtual container records that the cargo has been loaded into the virtual container loaded into the hypercontainer of the operating vehicle. That is, it is possible to confirm via the virtual container that the cargo to be loaded has been loaded onto the operating vehicle. This work is called clearing work for the cargo to be loaded.

Also, when unloading from an operating vehicle, the luggage to be unloaded is scanned and unloaded from the operating vehicle, and the fact that the luggage has been unloaded from the operating vehicle is recorded in the virtual container. That is, it is possible to confirm via the virtual container that the cargo to be unloaded has been unloaded from the operating vehicle. This work is called clearing work for the cargo to be unloaded.

(Work management at each store using virtual containers)
Once it is determined based on which inter-store transportation diagram the virtual container will be transported, the transportation plan is shared by each store. In other words, the luggage registered in the virtual container is handled as if it were to be transported by the operating vehicles of the operating courses that make up the inter-store transportation diagram, so the cargo registered in the virtual container is You can recognize your luggage, arrival time, and departure time at each store. In other words, since the amount of work required at each store can be known in advance, preparations can be made accordingly. At the store, an efficient delivery plan can be prepared in advance before the package arrives. It is also possible to plan in advance which cargo the delivery vehicle should load.

<Realization of transportation information processing system>
FIG. 10 is a flowchart showing transportation information processing based on the transportation information processing system.

In step S1, a process for accepting transportation cargo from a customer is performed. Next, in step S2, a reservation process for an inter-store transportation diagram using a virtual container is performed. Then, in step S3, transportation processing based on the inter-store transportation diagram is performed.

The process of accepting freight from a customer in step S1 will be explained with reference to the flowchart of FIG.

In step S11, cargo is collected. In regular collection, drivers visit customers and collect the goods every day or on a predetermined day of the week. Note that if there is a change in the visiting order in advance, the visiting order is determined by a well-known routing method based on the calculation results of the Traveling Salesman Problem (TSP). In the case of a pickup application, the shipper applies for pickup over the phone or the Internet, and the driver visits the customer and picks up the shipment. It is also possible to collect the cargo upon request from the shipper at the time of delivery. Cargo-carry-in means that customers bring their own luggage to the store, and workers collect the luggage at the store.

Drivers and others use Handy Terminal 2 to scan invoices and packages to be picked up. Information on shippers and receivers as customers is registered in the customer database (recorded in the transportation information processing device 3), and in the case of regular collection and collection applications, the information on the visiting driver's handy terminal 2 is It is assumed that customer information has been downloaded in advance. In addition, when the consignor brings in the package, it is assumed that the customer has input the invoice data in advance on the information processing terminal 1-5, etc., and the data such as the tag attached to the package is inputted in advance and the tag attached to the package is sent to the store worker's handy terminal 2. It is assumed that it has been downloaded to .

At the time of collection, the shipper's information is entered as follows.
・Shipper's name: Can be selected selectively based on the GPS information of Handy Terminal 2 and information provided in advance. If a selection cannot be made, a phone number will be entered.
- Shipper's address: The shipper's address is the GPS latitude and longitude data obtained by scanning the package at the time of collection.
・Consignor name/Consignee address: If the consignee cannot be searched on the handy terminal 2, information such as postal code that identifies the destination store is input. In addition, by taking a copy of the phone number, store name, and tag, and using the consignee database (recorded in the transportation information processing device 3), automatic or human intervention can be used to identify the consignee during transportation. It is also possible to make it clear. If the customer has entered the package information in advance and the invoice or tag is prepared, the package can be accepted by simply scanning that information.

If the tag or invoice is created based on the information entered in advance by the shipper in the transportation information processing system (EDI (Electronic Data Interchange)), in step S12, the driver or worker The employee manually enters the "arrival store (arrival store number)" and "weight" into the handy terminal 2. Note that this manual input may be omitted depending on the situation. On the other hand, if the tag or invoice is handwritten, in step S13, the driver or worker enters the scanned luggage ID into the handy terminal 2 with the "customer number (often a telephone number)" and the "arrival number (often a mail order number)" Manually enter the number) and weight. Note that the originating store is the store that collected the goods or the originating and collecting store, but since the store number is set in the handy terminal 2, the originating store number is input as data.

The data on the number of packages is set by the number of scanned package IDs, rather than being counted by the person who collected the packages (driver or worker). If there is no store number such as a handwritten original slip, the driver or the like inputs the postal code of the delivery destination on the handy terminal 2, and if there are multiple store numbers, the driver or the like makes a decision by looking at the tag or invoice.

The virtual container is set in association (divided) with all the collection and delivery vehicles to which the virtual container belongs, from the store departure to all arrival stores. As described above, when the "arrival store (arrival store number)", "weight", etc. are input, the information on the package to be collected is linked (registered) with the virtual container corresponding to the arrival store.

For example, if a transportation company has 300 locations, 300 virtual containers are prepared. This virtual container is divided and allocated to all collection and delivery vehicles and stores belonging to the branch (originating branch) that collects the package. The virtual container is identified by departure store, departure time, and arrival store, and is provided with an identification ID that encodes these.

FIG. 12 is a diagram showing an image of the virtual containers VC-D1/A1 and VC-D1/A2 assigned to the collection and delivery vehicle C1 that collects and delivers packages originating from the store D1. The virtual container VC-D1/A1 has the destination store A1, and the virtual container VC-D1/A2 has the destination store A2. FIG. 13 is a diagram showing an image of the virtual containers VC-D1/A1 and VC-D1/A2 assigned to the collection and delivery vehicle C2 that collects and delivers packages originating from the store D1.

When a pickup/delivery vehicle to which such a virtual container is assigned picks up the package, information about the package is registered in the virtual container at the delivery destination (arrival store). FIG. 14 shows an image in which packages destined for stores A1 and A2, which were collected by the collection and delivery vehicle C1, are registered in virtual containers VC-D1/A1 and VC-D1/A2 assigned to the collection and delivery vehicle C1. It is a diagram. FIG. 15 shows an image in which packages destined for stores A1 and A2, which were picked up by the collection and delivery vehicle C2, are registered in the virtual containers VC-D1/A1 and VC-D1/A2 assigned to the collection and delivery vehicle C2. It is a diagram.

Even when a customer brings a package to a store, once the destination of the package is determined by scanning the tag or invoice, it is registered in a virtual container for the destination store.

In step S14, the data scanned and input into the handy terminal 2 (including the virtual container in which the luggage ID etc. are registered) are transferred to the information processing terminal 1-1 at the store via a mobile wireless line while away from the store. It is sent automatically, or sent to the information processing terminal 1-1 via WiFi, campus LAN, etc. after returning to the store.

In step S15, the information processing terminal 1-1 at the originating store collects shipping data such as the luggage ID, customer number, departure from the store, arrival at the store, and quantity sent from the consignor, which is the luggage information created by the transportation information processing system. , the data transmitted from the handy terminal 2, such as baggage ID, store departure, store arrival, number, and weight, are combined. The customer number of the package is used to link the freight charge of the package to the customer. In addition, in the case of handwriting, shipping data is created from the scan data (baggage ID, store departure date, store arrival date, quantity, weight).

In step S16, the information processing terminal 1-1 at the departure store integrates the virtual containers in which the collected packages are registered, depending on the arrival at the store, etc., and calculates and records the weight of the packages registered in the virtual containers. . FIG. 16 is a diagram showing an image in which virtual containers VC-D1/A1 (upper row in FIG. 14, upper row in FIG. 15) for arrival store A1 of collection and delivery vehicles C1 and C2 are integrated. FIG. 17 is a diagram showing an image in which virtual containers VC-D1/A1 (lower row in FIG. 14, lower row in FIG. 15) for arrival store A2 of collection and delivery vehicles C1 and C2 are integrated.

After that, the process proceeds to step S2.

The reservation processing of the inter-store transportation diagram using the virtual container in step S2 will be explained with reference to the flowchart of FIG. 18.

In step S21, for example, a store opening worker specifies a virtual container and performs an operation on the information processing terminal 1-1 to create a transportation plan for the virtual container. After inputting the store from which the package will be shipped, the destination store where the package will be shipped, the time of arrival, and the weight, the information processing terminal 1-1 transmits the input information to the transportation information processing device 3 in step S22. supply The transportation information processing device 3 generates an inter-store transportation diagram according to the input conditions based on the operation database, and selects approximately 5 to 6 stores in descending order of transportation time and arrival time, for example. Search for transport diagrams.

In step S23, the transportation information processing device 3 specifies the searched inter-store transportation diagram in order of shortest transportation time, lowest freight (lowest transportation cost), or operation course by date (by what date) Set priorities in order of meeting the conditions. Normally, priority is determined in descending order of transportation time, but upon request from the shipper, priority can be determined based on freight and date specifications. Even if they depart from and arrive at the same store, if different operation courses are used depending on the shipper's request, the virtual container will be divided and the hypercontainer will be divided according to the shipper's request, as when the hypercontainer becomes overweight. will be loaded on.

In step S24, the transportation information processing device 3 selects one inter-store transportation diagram that satisfies the shipper's request and in the order of priority.

Next, in step S25, the transportation information processing device 3 performs a reservation based on the loading weight recorded in the hypercontainer associated with the operating vehicle for the operating vehicle of the operating course constituting the selected inter-store transportation diagram. It is determined whether there is an operating vehicle in which the total weight of the cargo registered in the virtual container exceeds the maximum loading weight, and if it is determined that there is an operating vehicle in which the total weight of the cargo registered in the virtual container exceeds the maximum loading weight, the process returns to step S24 and all operating vehicles are loaded. The process is repeated until an inter-store transport diagram consisting of an operation course in which the maximum loading weight is not exceeded is selected.

There is no operating vehicle in which the sum of the loaded weight recorded in the hypercontainer associated with the operating vehicle and the weight of the luggage registered in the virtual container to be reserved exceeds the maximum loaded weight, that is, all operating vehicles exceed the maximum loaded weight. If an inter-store transportation diagram consisting of an operation course that does not exceed the transportation amount is selected, in step S26, the transportation information processing device 3 reserves a virtual container for the selected inter-store transportation diagram. Through this reservation, the virtual container is associated with the operating vehicle of the operating course that constitutes the inter-store transportation diagram (the virtual container is loaded into the hypercontainer associated with the operating vehicle). At this time, the weight of the cargo loaded on the operating vehicle is added to the hypercontainer of the operating vehicle.

A transportation plan is constructed by reserving virtual containers for this inter-store transportation diagram, and this information is shared by the information processing terminals 1 of each store.

In step S27, the information processing terminal 1 of each store extracts the number of departing service courses, the scheduled departure time and scheduled loading weight of each service course for its own store from the shared transportation plan, and constructs a work plan. For example, the time required for loading or unloading and the number of workers are set. For example, it is possible to set an upper limit on the load at the store, and if the load exceeds the upper limit, a push-type warning can be issued to the person in charge of the store. The shipper can be notified by email of the estimated time of arrival of the package at the destination store (arrival store).

The department in charge of transportation management processes transportation information, including the utilization rate of each service course, the amount of cargo held at each store during each time period, and a list of service courses that exceeded the maximum transport volume and did not meet the shipper's desired conditions. Information is transmitted from the device 3 to the operation management department. This information can be constantly monitored by the operations management department, leading to the creation and modification of transportation plans, operation databases, and inter-store transportation diagrams.

The transportation process based on the inter-store transportation diagram in step S3 will be explained with reference to the flowchart of FIG. 19.

In step S31, the worker at the departure store checks the luggage ID, the virtual container ID, and the Download the store, arrival store, and baggage ID information to the handy terminal 2-1. For example, the virtual container VC-D1/A1 shown in FIG. 16 and the virtual container VC-D1/A2 shown in FIG. 17 are downloaded to the handy terminal 2-1, and the virtual container VC-D1/A1 is associated. When loading cargo onto the operating vehicle, the virtual container VC-D1/A1 shown in FIG. 16 is displayed on the handy terminal 2-1 as information indicating the cargo to be loaded onto the operating vehicle.

Workers at the departure store scan the collected packages and load them onto operating vehicles that are compatible with the hypercontainer to which the virtual container is associated. When the luggage is scanned, as shown in FIG. 20, the fact that the luggage has been loaded onto the operating vehicle is recorded on the virtual container. FIG. 20 means that the luggage with the luggage ID “123” has been loaded on the operating vehicle. Through such a process of erasing the cargo to be loaded, it is possible to confirm via the virtual container that the cargo to be loaded has been loaded onto the operating vehicle.

If the operating course is fixed or reserved, loading will be carried out accordingly. Baggage to the destination store is loaded head first, and the cargo is loaded in order starting from the furthest relay store. By downloading a virtual container to the handy terminal 2 in the order of loading and erasing it in the order of loading, it is possible to load luggage in accordance with the order of unloading.

When all of the luggage registered in the virtual container is recorded as having been loaded onto the operating vehicle (when the clearing is completed) (Figure 21), the operating vehicle departs from the departure store at the scheduled time. do. While the operating vehicle is traveling, it acquires vehicle position information using GPS. This location information is shared with the information processing terminal 1 at the relay store and the destination store. Since the load of acquiring and processing this location information of operating vehicles is large, as will be described later, the load of information processing is reduced by suppressing the acquisition and processing. At relay stores and arrival stores, the location information of operating vehicles can be checked on the transportation information processing system and work plans can be made.

In step S32, the worker at the relay store downloads to the handy terminal 2 the virtual container that is associated with the operating vehicle that will arrive at the relay store. For example, the virtual container VC-D1/A1 shown in FIG. 21 is downloaded to the handy terminal 2, and when unloading cargo from the operating vehicle to which the virtual container VC-D1/A1 is associated, the virtual container VC-D1/A1 shown in FIG. VC-D1/A1 is displayed on the handy terminal 2 as information indicating the cargo to be unloaded from the operating vehicle.

Workers at transit stores scan packages as they are unloaded from operating vehicles. When the luggage is scanned, as shown in FIG. 22, it is recorded on the virtual container that the luggage has been unloaded from the operating vehicle. Through such a process of erasing the cargo to be unloaded, it is possible to confirm via the virtual container that the cargo to be unloaded has been unloaded from the operating vehicle.

When it is confirmed by the virtual container record that all the baggage to be unloaded has been unloaded (FIG. 23), the hypercontainer associated with the operating vehicle that unloaded the baggage is deleted. Next, the worker at the relay shop performs the same loading operation as in step S31. When it is recorded that all of the luggage registered in the virtual container has been loaded onto the operating vehicle (when the erasure is completed), the operating vehicle departs from the relay store at the scheduled time. While the operating vehicle is traveling, it acquires vehicle position information using GPS. This location information is shared with the information processing terminal 1 at the relay store and the destination store.

Furthermore, if the luggage is loaded in a compartment or the like in the operating vehicle so that it can be distinguished from luggage arriving at different stores, it is possible to eliminate the need to scan each luggage individually.

In the examples shown in FIGS. 20 and 21, "loaded" is recorded, but the information on the loaded luggage can also be deleted (it can also be erased). The same applies to the examples shown in FIGS. 22 and 23.

In step S33, when the operating vehicle arrives at the store, the worker at the store performs the same unloading work as in step S32. When it is confirmed by the virtual container record that all the cargo to be unloaded has been unloaded, the hypercontainer and virtual container are deleted from the transportation information processing system. The process then ends.

If the goods are directly transported from the departure store to the arrival store, the process of step S32 is omitted.

Note that since loading and unloading are recorded in the virtual container, the following equation holds true.
Baggage scheduled to be unloaded at the current store + Baggage scheduled to be unloaded at the arrival store = First loaded baggage - Completed baggage unloaded at the store on the way Therefore, if there are many unloaded items at the current store, It is possible to omit the unloading scan and scan the baggage to be unloaded at the arrival store to confirm that it is all loaded. For example, if only a few packages remain in the vehicle after being unloaded at the largest unloading store, the remaining packages are scanned to confirm the balance. Then, at the store, the unloading is set as complete without the need for a scan to confirm that all unloading has been completed. For this purpose, when the user comes to the largest unloading store, information on the cargo that should be unloaded and the cargo that should not be unloaded may be downloaded to the handy terminal 2 so that the user can make a selection.

<Processing when the collection work is unbalanced>
If sufficient collection information can be obtained in advance, the imbalance in the loading rate of collection vehicles can be resolved by calculating the traveling salesman problem. In cases where there is not enough advance information, or when a regular collection customer has a larger volume than usual, the traveling salesman problem calculation system can be used to determine the collection of each collection agent based on the information from the collection worker's collection scan. You can reset your plans or request assistance from other collection companies.

<Delivery>
At the arrival store, if there is consignor data such as the consignor's name, delivery destination latitude and longitude data, and address, a delivery plan is made by calculating the traveling salesman problem. Additionally, delivery planning can be done using other delivery routing techniques. In the delivery plan, the delivery route is set by referring to road map information, but it may also be left to a delivery person who is familiar with the area.
When the worker hands over the package to the customer, he or she checks the handheld terminal 2 and confirms the delivery.

<Duplicity of baggage ID>
In the transportation information processing system of this embodiment, the ID of the luggage to be loaded into the virtual container is downloaded to the handy terminal 2 at the departure store, intermediate store, and arrival store, and the luggage is scanned and erased by the handy terminal 2. A method of confirmation is used. In this case, even if the luggage IDs of the luggage registered in the virtual container are duplicated, the luggage can be transported as a group with the same luggage ID from the departure store to the arrival store. In such a case, even if there is a duplication of package IDs, the packages can be processed by treating them as packages with the same package ID, even though they belong to different customers.

The transportation business transports cargo upon receiving a request from a customer, but since the customer is a business and a regular requester, the customer transmits information to the transportation information processing device 3 using the information processing terminal 1-5. You can access it and request the transportation of your luggage, as well as issue a cover letter and tag. In particular, if the customer is another carrier, the customer will assign a unique number or symbol to the package on a customer-by-customer basis so that the customer can identify it, and the identification information of all parties, including the applicant, will match. It is possible to do so. That is, although it is possible that the baggage IDs overlap, as described above, according to this embodiment, the baggage can be handled without any problem.

<Converting address data to latitude and longitude information>
The transportation information processing system of this embodiment has address data of the shipper as a shipper address database as shipper (also a customer) information of the shipper and the receiver. In the transportation information processing system as the consignor address database, consignor address data is treated as latitude and longitude data. Latitude and longitude data has excellent compatibility with map information processing systems, and is handled as latitude and longitude data within transportation information processing systems. Addresses in letters on invoices and tags are used only for recognition purposes by workers.
If the consignor's address is expressed as a numerical value, such as a telephone number, as a key, latitude and longitude data and text address data can be linked and handled.
If the consignor's address data is not known, you can register it by entering the latitude and longitude information from the GPS data when the worker picked up or delivered the package, using a handy terminal 2 equipped with a GPS terminal. , can be obtained as the shipper's address data.

<Suppression of acquisition and processing of vehicle operation data>
This section explains restrictions on obtaining and processing operation data.
In order to obtain the operation data of the company's own operating vehicles, special cargo transportation companies conduct operation management that acquires GPS data of the operating vehicles in real time. However, when the number of vehicles in operation increases to several thousand, the burden on the transportation information processing system due to processing of the acquired data becomes large. For example, a digital tachometer installed in a vehicle in operation records the vehicle's current latitude, longitude, speed, and distance traveled from its previous location at 0.5 second intervals, and records the vehicle's current latitude, longitude, speed, and distance traveled from its previous location at time intervals such as 8 minutes or 1 minute. All the data is sent to the transportation information processing device 3 via a wireless line.
Ascertaining vehicle position and operation data in real time or near real time causes problems in transportation information processing systems, such as a huge amount of processing, a lag in transmission timing, and a processing load. For this reason, the transportation information processing system of this embodiment performs a process of suppressing or restricting the collection of vehicle operation data such as GPS data and travel speed during time periods when there is little need for operation management. For example, once a vehicle has departed, a mode that ignores progress along the way and a mode that tracks the vehicle in real time or near real time are set to reduce the load on the transportation information processing system.

Specifically, the arrival time of the vehicle to the next priority area is predicted with plenty of time to spare. Then, until that time is reached, redundant data processing is avoided by lowering the priority of data processing or recording data without data processing. When a vehicle whose priority level has been lowered reaches the predicted time, its priority level is increased and normal processing is resumed.
In addition, if the current position of a vehicle whose priority has been raised is close to a nearby priority area, but for some reason it has not reached the priority area, the vehicle's arrival time is re-predicted, Perform processing to lower the priority of processing.
Vehicles that have reached the priority area and have their priority raised are given the highest priority and location processing is performed in real time or near real time. As a result, information about the vehicle can be obtained at time intervals of 1 minute, 8 minutes, etc. If the vehicle leaves the priority area, it predicts arrival at the next priority area and lowers the priority of operation data processing. When the vehicle arrives at the store, tracking of the vehicle ends.

As a priority area, if the service is not running smoothly due to an accident or disaster, you can set a designated location near the store, a point that is considered important based on crew standards, or any other designated location. Furthermore, in the event of an emergency situation or traffic jam, if the occurrence of the event is detected, it is possible to use the occurrence of the event as a trigger to cancel the inhibition of collection and transmission of operation data.

<Summary of effects>
The transportation information processing device 3 selects an inter-store transportation diagram that meets the customer's conditions for the transportation cost, arrival time, and transportation time of the cargo to be transported from among multiple inter-store transportation diagrams showing transportation routes from store departure to store arrival. The inter-store transportation diagram is equipped with a management means for managing the transportation of goods using an inter-store transportation diagram, and the inter-store transportation diagram shows the means of transportation for the transportation route connecting the departure from the store, the arrival at the store, or between the bases that exist between the departure and the arrival at the store. It consists of the departure base and departure time, the arrival base and arrival time, and a service course that represents the transportation time. The transportation information processing device 3 registers a group of parcels delivered from the same departure store to the same destination store in one virtual container, and manages transportation using an inter-store transportation diagram. The luggage registered in the virtual container is loaded onto the hypercontainer of the operating vehicle on the operating course that constitutes the inter-store transportation diagram, and is transported. Additionally, when loading and unloading cargo at each location, the cargo is scanned and erased from a virtual container.

With such a configuration, it is possible to compare the transportation status of the luggage on the transportation information processing system with the actual transportation status of the luggage. As a result, it is possible to synchronize the transportation of parcels with the actual transportation of parcels on a virtual transportation information processing system, and it is possible to recognize how parcels change routes and are transported to stores. can. Since it is possible to know the arrival, departure, and quantity of cargo at each location, it is possible to know in advance the cargo handling work at each location and prepare for that work.

Furthermore, by using a virtual container that loads luggage and a hypercontainer that loads this virtual container, the hypercontainer can grasp the weight of the luggage in the virtual container and reserve an operating vehicle. In other words, when selecting an inter-store transportation diagram, it is possible to predict whether any of the operation courses during transportation will become a bottleneck and the possibility of backlogs occurring, before the transportation is carried out at the store, and to select appropriate inter-store transportation. You can select a diagram, that is, a route. In addition, the transportation information processing system can grasp the loading weight limit of operating vehicles and adjust the loading of virtual containers, and the transportation information processing system can handle cargo loading and reservation processing with operating vehicles. can be separated.

Conventionally, when transporting luggage to a store, in order to increase the efficiency of transportation, the luggage was stored in a physical container and transported. However, after use, this traditional physical container must be returned to the location of the shipment. If cargo of the same nature is not unevenly distributed, it can be said to be the optimal transportation method, but if cargo is unevenly distributed, the cost of returning this physical container empty will be incurred.

In this respect, virtual containers handle cargo as if it were being mixed on virtual pallets, carts, etc., and loaded onto a vehicle for transportation, without using a physical container. On the information system, it is understood that a virtual container with directionality is transported between the departure and arrival of the goods, and the goods inside it are transported at the same time.A virtual container with directionality is When it arrives at the store, it will be deleted and there is no need to forward it to another store. A virtual container has no physical reality and is processed as a container in server space, so there is no limit to its capacity until the cargo is actually loaded onto a moving vehicle or the like and transported in real space. Specifically, the restrictions occur due to the loading restrictions of the operating vehicles used when the virtual container cargo is loaded onto a vehicle or the like at a departure store or an originating and aggregating store. In that case, there is no problem if the virtual container is treated as being divided and a branch number is assigned to identify each virtual container loaded on a specific vehicle. As mentioned above, if the virtual containers from the same departure store to the same destination store have different operation courses due to the shipper's request, it is also possible to divide the containers and load them into different hypercontainers.

In addition, the handy terminal is equipped with a positioning system receiving device and a device for storing or transmitting latitude and longitude information, which is the received positioning information. The longitude and latitude information determined is stored and set. Thereby, customer address information can be managed as map information on the information system, and information management can be facilitated.

In addition, even if packages with the same package identification symbol attached to the same virtual container are loaded in the same virtual container, the transportation information processing device 3 recognizes the same packages as one group. It is processed as if it were loaded in a virtual container. As a result, even if a customer's own unique identification symbol is duplicated, the product can be transported without any problem.

In addition, vehicle travel data such as the vehicle position and traveling speed that are carried by the vehicle that transports the cargo and transmitted to the transportation information processing device 3 are stored in the vicinity of the next base after the vehicle departs from the shipping base. The collection or processing of travel data is inhibited until the predicted time when the vehicle enters the set priority area, and when the predicted time has elapsed, the inhibition is canceled. This makes it possible to reduce the load of processing vehicle operation data in real time.

1-1 to 1-5...Information processing terminal 2-1 to 2-4...Handy terminal 3...Transportation information processing device 4...Communication network

Claims (7)

At least, an information processing device at the originating store where the customer's package is shipped, an information processing device at the destination store where the package is shipped, and a transportation information processing device that controls the entire system are connected via a communication network. A transportation information processing system that processes information regarding the transportation of the luggage between the information processing device and the transportation information processing device to manage the transportation of the luggage from the departure store to the arrival store,
The transportation information processing device includes:
From a plurality of inter-store transportation diagrams showing transportation routes from the store departure to the arrival store, select the inter-store transportation diagram that meets the customer's conditions for the transportation cost, arrival time, and transportation time of the cargo to be transported, and comprising a management means for managing the transportation of the cargo using a transportation diagram,
The inter-store transportation diagram shows the departure point and departure time from which the means of transportation departs, and the arrival time for the transportation route connecting the departure store, the arrival store, or between the bases existing between the departure store and the arrival store. A transportation information processing system characterized by consisting of a travel course that represents the base, arrival time, and transportation time. The transportation information processing system according to claim 1,
The transportation information processing device includes:
It is assumed that a virtual container is created as a storage container specified at the departure point and loaded with cargo destined for the destination point, and that the cargo destined for the same destination point is stored and transported in the virtual container. , managing the transportation of said cargo;
A transportation information processing system characterized by: In the transportation information processing system according to claim 2,
The virtual container is loaded into a first virtual container in which cargo to the arrival point is loaded, and a transportation means on the operation route of the selected inter-store transportation diagram, and the first virtual container is loaded. a second virtual container;
A transportation information processing system characterized by: In the transportation information processing system according to claim 2 or 3,
The departure base where the cargo is loaded, the arrival base where the luggage is loaded, and the collection base where the luggage is consolidated are equipped with handheld terminals carried by workers who carry out the cargo work,
When a worker carries out cargo work, the identification symbol of the cargo linked to the virtual container is displayed on the handy terminal, and the cargo work is confirmed.
A transportation information processing system characterized by: In the transportation information processing system according to claim 4,
The handy terminal includes a positioning system receiving device and a device for storing or transmitting latitude and longitude information that is received positioning information,
The transportation information processing device stores and sets the customer's address, which is determined during the collection or delivery operation, using the determined longitude and latitude information.
A transportation information processing system characterized by: In the transportation information processing system according to claim 2 or 3,
The transportation information processing device includes:
Even if cargoes with the same cargo identification symbol are collected in the same virtual container, if they are loaded into the same virtual container, they will be treated as one group of cargo and loaded into the same virtual container. process,
A transportation information processing system characterized by: In the transportation information processing system according to claim 2 or 3,
The transportation information processing device includes:
Vehicle travel data, such as vehicle position and travel speed, which is carried by the vehicle transporting the cargo and transmitted to the transportation information processing device, is set near the base where the vehicle departs from the shipping base and arrives at the next base. suppressing the collection or processing of driving data until the predicted time when the vehicle enters the priority area, and canceling the suppression when the predicted time elapses;
A transportation information processing system characterized by:

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