JP5450877B1 - Transportation system - Google Patents

Abstract

PROBLEM TO BE SOLVED: The driver has both a driving skill and a special skill of loading / unloading because the driver carries out the loading / unloading work in the case of the carrier car on the ground. Is needed. However, there are few drivers with this special skill as a whole, and it is difficult for transport companies to secure personnel.
The transport system of the present invention generates a transport group based on the order information by the transport group generating means 133, and selects a driver having both driving skills and special skills and a driver having only driving skills. The transportation schedule is generated by the transportation schedule generation means 134. As a result, drivers having special skills can be effectively arranged, and the difficulty of securing personnel, which has been conventionally held, is solved.
[Selection] Figure 1

Description

  The present invention relates to a transportation system for scheduling a truck or the like that mainly transports a manufactured automobile.

  Generally, in the physical distribution field, there is land transportation in which manufactured cars are transported by carrier cars from bases such as factories to ports and sales outlets. The carrier car driver loads the cars manufactured in the factory, transports them to their destination, and then unloads these cars at a port or a dealer. For this reason, carrier car drivers need special skills related to vehicle loading and unloading work in addition to safe and accurate driving skills. In addition, this loading and unloading work is performed accurately and quickly. A high level of technology is also required.

  However, acquisition of this special skill usually requires one year of long-term education and training. Therefore, it is difficult for the shipping company to increase the number of drivers who have special skills at once. Furthermore, the number of drivers who possess special skills of a certain level or more is generally small, and it is difficult to secure personnel.

  Referring to FIG. 8, an automobile manufactured by a driver (A, B, C, D) and four carrier cars (●, ○, ▲, △) to a port 90 km away from the factory. A current transportation schedule in the case of transportation will be described. All drivers have both driving skills and special skills for loading and unloading. In the figure, “w” represents a waiting state for loading or unloading work, “s” in the figure represents the start of loading or unloading work, and “e” in the figure represents loading or unloading work. Indicates the end of.

  Carrier car drivers (in the figure, ● A, ○ B, ▲ C, △ D) depart from the shipping company toward the requesting factory at approximately the same time. After that, each person in turn carries out the loading work of the cars manufactured in the carrier car and then departs for the port. The driver who arrives at the port performs unloading work of the cars manufactured from the carrier cars in the order of arrival, and then returns to the transportation company.

  Since the four drivers act together at approximately the same time, there is a waiting time for loading or unloading work at factories and ports, and waiting time occurs. As shown in the figure, between “w” and “s” shown in the factory and the port is a waiting time for each person's work. Although the driving skill has a small difference in skill level for each driver, the special skill has a large difference in skill level for each driver. Therefore, the time required for loading / unloading work on the carrier car varies greatly depending on the skill level of each driver. For this reason, even if transportation scheduling is performed in advance, there are many cases where work cannot be performed as scheduled.

  The driver's daily restraint time is regulated by law as 16 hours or less. If it exceeds 16 hours, the next day will be a resting day, so you will have to work every other day. For this reason, taking into account traffic jams, breaks, etc., the required work time per driver per day must be 14 hours or less, and transportation scheduling must be performed. However, if the order volume is large, the driver may have to make two round trips a day. Then, it is necessary to complete one round trip within 7 hours, but as shown in the figure, it is difficult to make two round trips a day in the current transportation schedule that exceeds 7 hours in one round trip. For that reason, the current transportation schedule has responded by increasing the number of drivers and carrier cars. Specifically, the number of drivers was increased to eight and the number of carrier cars was increased to eight, thereby doubling the transportation amount in one round trip.

  For this reason, it has been desired to eliminate the waiting time for loading and unloading work and to perform transportation scheduling that is not easily influenced by the skills of the carrier car driver. In addition, it has also been desired to generate a transportation schedule in which each driver's daily working time is less than one day's restraint time and can be worked continuously instead of every other day.

  Not applicable

  However, as described above, there is no transport system that performs transport scheduling that has no waiting time for loading and unloading operations and is hardly affected by the skill of the driver of the carrier car.

  Moreover, there are few drivers who have both driving skills and special skills, and it is difficult to secure them. For this reason, there is a problem that the order must be refused when the order quantity is many times larger than the usual order quantity and the delivery time is the same as or shorter than the usual time.

  In addition, the transportation schedule will be created within the maximum daily restricted time specified by the country and within the maximum required work time per day for the driver set by the shipping company, without causing an unreasonable burden on the driver. It is hoped that two round trips can be made between the factory and the port.

  Furthermore, in the conventional transportation schedule, since each driver performs all work independently, both the number of carrier cars corresponding to the number of drivers is required. For this reason, it is also desired to provide a transportation schedule that can provide transportation effects more than the number of carrier cars owned by the shipping company.

The transportation system of the present invention is a transportation system that has at least an input unit, an output unit, a display unit, a processing unit, and a storage unit, and creates a transportation schedule for land transportation, including an order number, an order date, a requester, and a transportation Order information database for registering order information such as number of units, work start date, work end date, actual work date, shipping location, delivery location, etc., number of carrier cars owned by transport company, maximum number of vehicles loaded in one carrier car , Transportation condition information database that manages transportation conditions such as average speed, driver's driving skill, driver's special skill, loading / unloading time per vehicle, daily unit A driver information database that manages information such as maximum working hours and a transportation schedule that manages transportation schedule information such as the order number, route information, group information, and number of round trips A database group including a database information database, the order information is input from the input unit, the order processing means for registering the input order information in the order information database, the order information and the transport conditions, The transport information generating means for calculating the number of transports per day, the travel distance of one way, the travel work time required for the travel distance of the one way, and generating transport information, the transport information generated and the driver information database From the loading / unloading time per vehicle, the number of carrier cars required for transportation and the number of drivers are calculated, and the driver having both the driving skill and the special skill from the driver information database ; a transport group generation means for generating a transport group by selecting a driver having only the drive skills, the order information, raw Transportation schedule generating means for creating a transportation schedule from the generated transportation information and the generated transportation group information, and transportation schedule output means for outputting the created transportation schedule to a display unit or an output unit. Features.

  According to the present invention, all work performed between the requesting factory and the port is managed by dividing it into travel work time, loading / unloading work time, and transport scheduling. As a result, it is possible to create a transportation schedule that does not cause a queue of drivers to wait for loading work at a factory or unloading work at a port, etc. That is, time loss can be reduced to zero. Further, by dividing and managing the traveling work time and the loading / unloading work time, it is possible to create a transportation schedule that is hardly affected by the skill level of the driver. As a result, it is possible for the driver to proceed with the work according to the transportation schedule created in advance.

  The transport group generation means calculates the number of transported vehicles that can be loaded into or unloaded from the carrier car from the loading / unloading work time. Both numbers are calculated, and a driver is assigned to generate one transport group. Thereby, a transportation group suitable for the order contents can be organized. One or two or more transportation groups can be generated according to the ordered transportation amount.

  Furthermore, by having a driver information database that registers at least the contents of skills possessed by the driver, information on drivers having both driving skills and special skills and information on drivers having only driving skills are managed collectively. it can. As a result, a driver having both driving skills and special skills and a driver having only driving skills can be selected and arranged as the transportation group personnel generated by the transportation group generation means.

  As a result, it is possible to effectively arrange drivers with special skills even when orders are received that are stricter than those for normal orders, and it is optimal to supplement drivers with only drive skills. A transport schedule can be generated under certain conditions. Therefore, it is possible to solve the problem that the total number of drivers having special skills, which has been in the past, is small. Further, since it is sufficient to secure a driver having only driving skills in accordance with an increase in the order quantity, the difficulty in securing personnel is solved. Furthermore, since the training for driving skills is shorter than the training for special skills, it is relatively easy to deal with even when urgent.

  Furthermore, since one round trip between the factory and the port is managed by dividing it into traveling work time and loading / unloading work time, the number of round trips possible per day can be easily grasped for each transport group. As a result, the maximum required work time per day for the driver set by the transport company and the maximum daily restricted time (16 hours or less) determined by the country are satisfied, and the driver is burdened unreasonably. It is possible to easily create a transportation schedule that can be reciprocated twice or more without giving. Furthermore, since a time shorter than 16 hours, which is the daily maximum restraint time, is set as the “maximum required work time per day”, the driver can work continuously instead of every other day.

  Further, it is possible to increase the transportation capacity at least twice with the same number of carrier cars as in the conventional transportation schedule. In addition, a transport group consisting of anchors and runners generates a transport schedule for transferring between the factory and the port by transferring to a carrier car that has been loaded and unloaded, so there are fewer carriers than drivers. The effect of transportation capacity can be maintained even with the number of cars.

It is a lineblock diagram of the transportation system which is one embodiment of the present invention. It is a structure diagram of a database used in an embodiment of the present invention. It is a flowchart figure which shows the whole process of the transportation system of this invention. It is a flowchart figure which shows the detail of the transportation group production | generation process of the transportation system of this invention. (A) (B) is a figure explaining the detail of a transport group production | generation process with the transport system of this invention. It is a diagram explaining an example of the transportation schedule produced | generated with the transportation system of this invention. It is a diagram explaining the other example of the transportation schedule produced | generated with the transportation system of this invention. It is a diagram explaining the transportation schedule of background art.

  With reference to FIG. 1, the transport system 1 which is one Embodiment of this invention is demonstrated.

  The transportation system 1 includes an input unit 10, a display unit 11, an output unit 12, a processing unit 13, and a storage unit 14.

  The input unit 10 uses a keyboard or the like to input order information, information to be registered in each database, and input instructions to the processing unit.

  The display unit 11 uses a display or the like to display information input by the input unit 10, a generated transportation schedule, database registration contents, and the like.

  The output unit 12 uses a printer or the like to output the generated transportation schedule, order information stored in a database, driver information, and the like.

  The processing unit 13 includes at least an order processing unit 131, a transport information generation unit 132, a transport group generation unit 133, a transport schedule generation unit 134, a transport schedule output unit 135, and a database registration unit 136.

  The order processing means 131 registers the order information in the order information database 141 based on the order information input by the input unit 10. The order information is information necessary for generating a transportation schedule. Specifically, order information such as an order date, a requester, a shipping location, a delivery location, the number of transports, a work start date, and a work end date is input and registered.

  The transportation information generation means 132 is configured to determine the distance between the shipping location and the delivery location and the optimum from the order information, the transportation condition information set in the transportation condition database 142, the map information database in which information such as the number of distances and the route is registered Route information, time required for travel, or the number of transported vehicles per day and the number of both necessary carrier cars are calculated to generate transport information. Specifically, the transportation condition information is information necessary for generating transportation information, such as the number of carrier cars held, the capacity of carrier cars, and the average speed.

  The transportation group generation means 133 calculates the number of carrier cars and the number of drivers necessary for transportation from the generated transportation information and information registered in the driver information database 143, and the driver having the optimum skill is obtained. Is selected and a transport group is generated. Note that the number of drivers constituting one transportation group varies depending on the order information and transportation conditions. In addition, as for the number of transport groups to be generated, one or more groups are generated according to the contents of the order information.

  A transportation group is composed of drivers who have both driving skills and special skills related to loading and unloading (hereinafter referred to as anchors) and drivers who have only driving skills (hereinafter referred to as runners). Is done. Basically, the transport group is selected so as to include at least two anchors. However, if one carrier car can be transported based on the contents of the order information, one anchor is selected. In this case, no runner is required.

  The transport schedule generating unit 134 creates a transport schedule from the order information and the generated transport information and transport group information. The transportation schedule is generated for each order information and registered in the transportation schedule information database 144. The transportation schedule can be expressed in a visually easy-to-understand form as shown in the diagram of FIG.

  The transportation schedule output unit 135 outputs the created transportation schedule to the display unit 11 and the output unit 12 based on an instruction from the input unit 10.

  The database registration unit 136 adds new information to each database in the storage unit 14 or updates or deletes existing information based on the contents input by the input unit 10, and then stores the information in the corresponding database. sign up.

  The storage unit 14 includes at least an order information database 141, a transportation condition information database 142, a driver information database 143, and a transportation schedule information database 144. The storage unit also stores a map information database 145 for obtaining the distance between the shipping location and the delivery location by the transport information generating means 132 and selecting an optimum route from several routes.

  The specific structure of each database excluding the map information database will be described later with reference to FIG.

  The transport system 1 of this embodiment has a transport schedule creation function for generating a transport schedule from order information, and a database update registration function for adding information of each database. By means of the transport schedule creation function, the processing of each means in the processing unit 13 is executed based on the instruction input by the input unit 10, and the result is sent to the display unit 11 and the output unit 12 and output. In addition, new information is added to each database in the storage unit 14 and existing information is updated or deleted by the database update registration function based on an instruction input by the input unit 10. Information of each database is displayed on the display unit 11 and the output unit 12.

  With reference to FIG. 2, the memory | storage part 14 of this form is demonstrated more concretely. Here, an example of a database stored in the storage unit and information stored in each database is shown.

  The order information database 141 is a database for managing the contents of the order information for each order date. Specifically, information relating to the order contents such as order number, order date, requester, number of transport, work start date, work end date, actual work date, shipping place, delivery place, etc. is stored.

  The transportation condition information database 142 is a database that manages conditions related to transportation set in advance. More specifically, information such as the maximum number of vehicles loaded on a car per carrier car, the number of vehicles owned by a carrier car owned by a transportation company, and average speed is stored. Here, the average value of the hourly speed on the highway and the hourly speed on the ordinary road is set as the average hourly speed, but information on the hourly speed may be stored separately for the expressway and the ordinary road.

  The driver information database 143 is a database that manages the contents of skills held for each driver and the maximum working hours per day. Specifically, information such as driver number, driver name, drive skill, special skills related to loading / unloading, loading / unloading work time per vehicle, maximum working hours per day, etc. are stored. The

  In general, the daily restraint time set by the truck driver country is limited to 16 hours. Therefore, it is necessary to set the “maximum working hours per day” in the driver information database 143 within the limit of the restraint time. The delay time due to traffic congestion during travel, break time, and travel time of the round trip between the factory and the transportation company are also set in advance with a margin.

  The transportation schedule information database 144 is a database that manages the contents of the created transportation schedule and its diagram for each order information. Specifically, information such as schedule number, order number, route information, transport group information, work start time, working time, and number of round trips is stored.

  Although not shown, the storage unit 14 also has a map information database 145 (see FIG. 1). The map information database includes map information and route information, and the transport information generation unit 132 selects an optimum route from the travel distance and a plurality of routes based on the information on the shipping location and the delivery location.

  With reference to FIG. 3, the overall processing of the transportation system 1 of the present invention will be described.

  First, order information is input from the input unit 10 and registered in the database (step s1).

  The order processing means 131 inputs information such as the order date, the number of transported vehicles, and the work start date. The received order information is registered in the order information database 141.

  Next, transport information is generated based on the input order information and the transport condition information set in the transport condition database 142 (step s2).

  The transportation information generation means 132 calculates transportation information such as the one-way travel distance, the number of transported vehicles per day, and the number of both necessary carrier cars. The number of transported vehicles per day is calculated by dividing the “transported number” in the order information and the “actual number of work days”. Calculate by dividing "number".

  Next, based on the generated transport information and the conditions set in the driver information database 143, a transport group is generated (step s3).

  The transportation group generation means 133 calculates the number of both carrier cars and the number of drivers required for one transportation group. The transport group is composed of a group having an anchor and a runner or a group having only an anchor, and transports the package by reciprocating between the shipping source and the delivery destination in this group unit. Anchors and runners constituting the transportation group are selected based on the possessed skills stored in the driver information database 143. Further, one or more transportation groups are generated according to the order contents.

  A specific process for generating a transport group in step s3 will be described later with reference to FIG.

  Next, a transportation schedule is generated (step s4).

  A transportation schedule is created for each order information by the transportation schedule generating means 134. In addition, a diagram (see FIGS. 6 and 7) devised so as to be visually easy to understand is created at the same time. These created transportation schedules are registered in the transportation schedule information database 144. Specifically, the transportation schedule represents one day in one column, and a diagram having columns for the actual number of work days is generated. In addition, it may be color-coded for each transport group or a device that is easy to understand visually.

  Finally, the generated transportation schedule is output (step s5).

  Based on an instruction from the input unit 10, the transport schedule output unit 135 displays the data on the display unit 11 such as a display, or prints data on a paper sheet or the like on the output unit 12 such as a printer.

  Since the transportation schedule generated in step s4 is registered in the transportation schedule information database 144, it can be directly called from the database and output to the display unit or the like from the next time.

  With reference to FIG. 4, FIG. 5, the specific process for the transport group production | generation of step s3 is demonstrated.

  FIG. 4 is a flowchart for explaining detailed processing of step s3. FIG. 5A is a diagram illustrating work that occurs on the forward path, and FIG. 5B is a diagram that illustrates work that occurs on the return path.

  Referring to FIG. 4, first, a condition for generating a transport group is input (step s31).

  Specifically, conditions such as the transportation information generated in step s 2 and the number of round trips are set from the input unit 10. Thereafter, the one-way travel work time is calculated from the “one-way travel distance” of the transport information and the “average speed” of the transport condition information database 142.

  Next, it is determined whether or not the travel time for one round trip is shorter than the required work time for one round trip (step s32).

  Specifically, “one-way travel work time” is calculated from “one-way travel work time”. Further, the “required work time for one round trip” is calculated from the “maximum working hours per day” and the “number of round trips” set in the driver information database 143. Then, it is determined whether the “required work time for one round trip” is larger than the “running work time for one round trip”.

  If it is determined in step s32 that the travel work time for one round trip exceeds the required work time for one round trip (No), the process returns to step s31 to reset the conditions such as changing the number of round trips. Steps s31 and s32 are repeated until the judgment condition is satisfied.

  On the other hand, when the travel time for one round trip does not exceed the required work time for one round trip (Yes), the flow proceeds to step s33, which is a subsequent process.

  Here, the working time required for one round trip between the factory and the port will be described. There are two types of work contents that occur during one round trip: traveling work and loading / unloading work. Therefore, the work time required for one round trip can be divided into “traveling work time” and “loading / unloading work time” and managed. Therefore, in the determination in step s32, it is determined whether or not the “loading / unloading work time” of the anchor can be secured.

  As shown in FIG. 5A, the operations that occur on the outbound path are “loading operation” and “traveling operation”. The total of the “loading work time t1” at the factory and the “traveling work time t2” between the factory and the port is the required work time for the outbound route. On the other hand, as shown in FIG. 5B, the operations that occur on the return path are “unloading operation” and “traveling operation”. The total of the “unloading work time t3” at the port and the “traveling work time t4” between the port and the factory is the required work time for the return path. In the figure, “s” indicates the start of loading or unloading work, and “e” indicates the end of loading or unloading work. FIG. 5 shows the case of a transport group consisting of four drivers (a, b, c, d) and four carrier cars (●, ○, ▲, Δ).

  In the conventional transportation schedule, as shown in Fig. 8, all drivers depart at the same time and act together, so at the factory or port, etc., there was always waiting for the order of loading or unloading work, There was a waiting time. However, according to the transportation system of the present invention, as shown in FIG. 5, there is a great feature in that no waiting for the order of loading or unloading work at a factory or a port occurs.

  As shown in FIG. 5, the loading operation (a1, b1, b2, b3) and the unloading operation (a2, a3, a4, b4) are performed by the anchors (a, b) having special skills. Mr. a is responsible for the first loading operation (a1) and the first to third unloading operations (a2, a3, a4), and Mr. b is the second to fourth loading operations (b1, b2). , B3) and takes charge of the fourth unloading operation (b4). Each driver changes to a carrier car that has been loaded or unloaded and moves. In other words, the loading and unloading operations are performed in parallel using the time during which the four carrier cars are traveling alone toward the port (or factory). As a result, the waiting time for loading and unloading operations at factories and ports is zero, and the time required for one round trip required in the conventional transportation schedule can be greatly reduced.

  Next, the loading / unloading work time is calculated (step s33).

  Specifically, t1 + t3 (refer to FIG. 5) of “loading / unloading work time” is calculated from “required one round trip work time” obtained in step s32 to t2 + t4 (one round trip travel work time). Subtract (see FIG. 5).

  Next, the maximum number of transport vehicles that can be transported by one transport group and the number of both carrier cars that transport them are calculated (step s34).

  Specifically, the “loading / unloading work time” obtained in step s33 and the “loading / unloading time per vehicle” in the driver information database 143 are divided to obtain the “number of transport vehicles”. . This number of transport vehicles is the maximum value that one transport group can transport in one round trip. Then, the “number of transport vehicles” and the “maximum number of loaded vehicles” in the transport condition information database 142 are divided to obtain “the number of both carrier cars required for one transport group”.

  Next, the number of transport groups necessary to transport the number of transports per day is calculated (step s35).

  Specifically, “the number of transport cars per day” and “the maximum number of loaded vehicles” are divided to obtain “the number of both carrier cars per day”. Then, the “number of transport groups per day” is obtained by dividing by “the number of both carrier cars required for one transport group” obtained in step s34.

  Next, a driver is selected (step s36).

  Specifically, from the driver information database 143, an anchor having both drive skills and special skills and a runner having only drive skills are selected. As described above, the number of anchors is determined by the number of carrier cars required for one transport group. In a three or more transport group, it is elected to include at least two or more anchors. Note that a driver for each transport group is selected according to the number of groups obtained in step s35.

  Next, the information on the transportation group generated in step s36 is registered in the transportation schedule information database 144 (step s37).

  Specifically, information on drivers constituting the group is stored in the group information of the transportation schedule information database 144.

  Finally, it is determined whether or not registration has been completed for the number of “transport groups per day” (step s38).

  If registration has not been completed (No in step s38), the process returns to step s36 to continue group registration. Steps s36 to s38 are repeated until the determination condition of step s38 is satisfied. On the other hand, when the registration is completed (Yes in step s38), the transportation group generation process (see FIG. 3) in step s3 ends.

  Hereinafter, a flow from order reception processing to generation of a transportation schedule by the schedule generation function of the transportation system 1 of the present embodiment will be briefly described using order information of a specific example.

  First, order information in step s1 is input. As shown in FIG. 2A, the content of the order received on August 22, 2013 is the client X, the main content of the request is 2000 units, and the transport period is from September 1 to September 30. The actual working days are 20 days, the shipping place is the factory of company X, and the delivery place is K port.

  Next, the transport information is generated in step s2. The number of units transported per day is 2000 units / 20 days = 100 units. Further, when the travel distance between the company X factory and the port K is 90 km, the one-way travel work time is 90 km ÷ 36.6 km / hour = about 2 hours 30 minutes.

  Next, a transport group is generated in step s3.

  First, various conditions are set (step s31). Here, the number of reciprocations is input as two.

  Subsequently, it is determined whether or not the travel time for one round trip is shorter than the required work time for one round trip (step s32). Here, with a time margin, the maximum working time per day is set to 14 hours or less, which is 2 hours less than the daily restraint time. The time required for one round trip is 14 hours ÷ 2 times = 7 hours or less. On the other hand, one round trip travel time is 2 hours 30 minutes × 2 = 5 hours one way. Accordingly, the traveling work time for one round trip is within the required working time for one round trip, and the determination condition of step s32 is satisfied, so the process proceeds to the subsequent processing.

  Subsequently, the loading / unloading work time is calculated (step s33). The required work time for one round trip is 7 hours or less, and the travel work time for one round trip is 5 hours. Therefore, the loading / unloading work time is 2 hours at the longest.

  Subsequently, the number of transport vehicles of one transport group and the number of both carrier cars transporting them are calculated (step s34). The number of vehicles that can be loaded and unloaded in a carrier car in 2 hours of loading and unloading work time is 120 minutes ÷ 5 minutes = 24 because the loading and unloading work time is 5 minutes per car. It is a stand. Therefore, the maximum number of transport vehicles in one transport group is 24. Further, in order to transport 24 vehicles, a carrier car with a maximum number of loaded vehicles of 7 requires four carrier cars.

  Subsequently, the number of groups necessary for transportation of the number of transports per day is calculated (step s35). Since the number of transported units per day is 100, when the maximum number of loaded vehicles is 7, 15 carrier cars are required. When one transport group is composed of four cars, four transport groups are required to share 15 cars.

  Subsequently, a driver is selected and registered in the database as one transport group (steps s36 and 37). Since one group is composed of four carrier cars, at least two anchors are required. From the driver information database 143, two people (a and b) are selected from anchors with both driving skills and special skills, and the remaining two are selected from runners who have only driving skills (c and d). And registered in the transportation schedule information database 144. This selection / registration work is performed for four groups. Here, since one transport group makes two round trips, it is sufficient to generate two transport groups. With the above process, the process of step s3 ends.

  Next, a transportation schedule is generated in step s4. A diagram as shown in FIGS. 6 and 7 is generated depending on the combination of transport groups, and the generated schedule and diagram are registered in the transport schedule information database 144.

  Finally, the transport schedule generated in step s5 is output to the display unit 11 and the output unit 12.

  With reference to FIG. 6, an example of the transportation schedule of this form is demonstrated.

  The diagram of the transportation schedule shows the contents of the transportation schedule information database 144 in a visually easy-to-understand form. Here, the first transport group consists of four drivers, selecting two anchors (a, b) and two runners (c, d). FIG. 6 shows a transportation schedule in a case where two round trips are performed continuously only in the first transportation group. In the figure, “s” indicates the start of loading / unloading work, and “e” indicates the end of loading / unloading work.

  First, Mr. a who is an anchor gets on a carrier car (marked with ● in the figure) and leaves the transportation company for the factory of company X that is the requester. After arriving at the factory, Mr. a performs the loading work (a1) on the carrier car (marked with ● in the figure) that he drove. After the completion of the loading operation (e), Mr. a takes a carrier car (marked with ● in the figure) and leaves for Port K. After arriving at the port, Mr. a unloads the carrier car (● mark) and waits for the arrival of the second vehicle at the port. The unloading operation is completed before the second vehicle arrives.

  Secondly, Mr. b who is an anchor gets on a carrier car (marked with a circle in the figure) and leaves the transportation company. After arriving at the factory, Mr. b performs a loading operation (b1) on the carrier car (marked with a circle in the figure) and waits for the arrival of the third vehicle at the factory.

  Third, Mr. c, a runner, rides a carrier car (marked with ▲ in the figure) and leaves the transportation company. After Mr. c arrives at the factory, he changes to the vehicle (marked with a circle) where Mr. b has finished the loading work (b1) and leaves for the port. Concurrently, Mr. b who is an anchor performs a loading operation (b2) on the carrier car (marked by ▲ in the figure) that Mr. c has driven.

  Fourth, runner d leaves the transportation company in a carrier car (marked with a triangle in the figure). After Mr. d arrived at the factory, he changed to the vehicle (marked by ▲) where Mr. b completed the loading work (b2) and left for the port. Concurrently, Mr. b who is an anchor performs a loading operation (b3) on the carrier car (indicated by Δ in the figure) that Mr. d has driven. After completing the loading operation (e), Mr. b gets on this vehicle (marked with Δ) and heads for the port.

  Meanwhile, at the port, Mr. a who arrives first is waiting for the arrival of Mr. c who has left the factory second. When Mr. c arrives at the port, he changes to the vehicle (marked with ●) that Mr. a has finished unloading (a2), and leaves for the factory. At the same time, Mr. a performs the unloading work (a3) of the vehicle (marked with a circle) that Mr. c has driven. Mr. a waits at the port as it is.

  After that, Mr. d, who left the factory for the third time, arrives at the port. Mr. d changes to the vehicle (marked by ○) driven by Mr. c who has unloaded and finished work (a3), and departs for the factory. Mr. a performs the unloading work (a4) of the vehicle (▲ mark) driven by Mr. d, and departs toward the factory with this vehicle (▲ mark) after the unloading work is completed (e). .

  At about the same time, Mr. b, who left the factory for the fourth time, arrives at the port. Mr. b who is an anchor performs unloading work (b4) of the vehicle (Δ mark) that has been driven. After the unloading work is completed (e), the vehicle departs for the factory.

  Mr. a, Mr. b, Mr. c, and Mr. d repeat the same work as the first round-trip for the second round-trip. In addition, even if each driver makes two round trips a day, the total working time per day from leaving the shipping company to returning to the shipping company is less than 14 hours of the maximum working time per day. is there. It is possible to generate a schedule that can meet the conditions of a national restricted time (16 hours or less) determined by the country and can work continuously the next day.

  As described above, according to the transportation schedule generated in the present invention, the loading and unloading work by the anchor is efficiently performed in parallel with the traveling work time between the factory and the port. In addition, the queue for loading and unloading work at factories and ports is also eliminated, and loading and unloading work is performed by anchors having a skill of a certain level or more, so it is easy to proceed according to the transportation schedule. Furthermore, since runners change between vehicles that have completed loading and unloading operations and travel between the factory and the port, there is no problem even if they do not have special skills. And although it is fewer drivers and the number of vehicles than before, it can make two round trips a day, and the transportation amount can be doubled.

  In the transportation schedule of FIG. 6, the queue for loading / unloading work at the factory or the port is zero. Therefore, in the conventional scheduling (see FIG. 8), it took 16 hours or more for two round trips, but it takes 14 hours or less, so that the efficiency can be greatly improved. However, in the case where two round trips are performed continuously only in the first transport group, the time until the anchors (a, b) return to the factory is slight when the second round trip starts. c and d) are in a waiting state for traveling work. Accordingly, as a diagram for effectively using time, a diagram in which the two transport groups cooperate to perform each operation will be described with reference to FIG.

  With reference to FIG. 7, the other example of the transport schedule of this form is demonstrated.

  Here, the first transport group (a, b, c, d) described above performs each operation in cooperation with the second transport group (E, F, G, H). The second transportation group consists of four drivers, selecting two anchors (E, F) and two runners (G, H).

  Since the main flow is the same as that in FIG. 6, only different parts will be described. The difference is that the second transport group arrives at the factory at the end of the first round trip of the first transport group and starts work, and the anchor (a, b) of the first transport group is the first round trip When you are done, go back to the shipping company. As a result, the required work time per day for the anchor is less than the daily restraint time determined by the country, so the next day can be worked continuously. Furthermore, since the anchors return to the transportation company in one round trip, it is possible to increase the number of runners as appropriate to increase loading and unloading operations, and to load runners belonging to other transport groups.・ It is possible to unload the work.

  As shown in Fig. 7, two anchors (Ms. E and F) in the second transportation group are scheduled on time before the runners (c and d) in the first transportation group return to the factory. Leave the shipping company.

  First, anchor E-san gets on the carrier car (marked with ◆ in the figure) and leaves for the factory of Company X. After arriving at the factory, Mr. E starts (s) the loading operation (E1) on the carrier car (◆ mark) that he drove, and then rides the carrier car (◆ mark) as it is after the end of the work (e). Depart for Port K. After arriving at the port, Mr. E starts (s) the unloading work (E2) of the carrier car (marked with ◆) and waits for the arrival of the following vehicle at the port after the end (e). The unloading operation (E2) is completed before the arrival of the following vehicle.

  Secondly, Anchor F leaves in the carrier car (marked with ◇ in the figure) and leaves for the factory of Company X. After arriving at the factory, Mr. F starts a carrier car (◇ mark) loading operation (F1) (s), and after completion of the operation (e), waits for Mr. c to arrive at the factory.

  Third, Mr. c from the first transportation group returns to the factory from the port on a carrier car (marked with ● in the figure). Mr. C changes to the carrier car (marked with ◇) where Mr. F finished the loading work (F1), and leaves for the port again. In parallel, Mr. F performs a loading operation (F2) on the carrier car (marked with ●) on which Mr. c is placed. Note that the loading operation (F2) is completed before the arrival of the following vehicle.

  Fourth, Mr. d from the first transportation group returns to the factory from the port on a carrier car (marked with a circle in the figure). Mr. d changes to the carrier car (marked with ●) after Mr. F has completed the loading work (F2), and leaves for the port again. At the same time, Mr. F performs a loading operation (F3) on the carrier car (marked with a circle) on which Mr. d is placed. Note that the loading operation (F3) is completed before the arrival of the following vehicle.

  Fifth, runner G of the second transportation group takes a carrier car (marked with ■ in the figure) and leaves for factory X. After Mr. G arrives at the factory, he changes to the vehicle (marked with a circle) where Mr. F has completed the loading work (F3) and leaves for the port. In parallel with this, Mr. F performs loading work (F4) on the carrier car (marked by ■) that Mr. G has driven.

  Sixth, runner H of the second transport group takes a carrier car (marked in the figure) and leaves for factory X. After arriving at the factory, Mr. H changes to the vehicle (marked with ■) where Mr. F has finished loading work (F4) and leaves for the port. At the same time, Mr. F performs loading work (F5) on the carrier car (marked by H) that Mr. H has driven, and after completion (e), F gets on this vehicle (marked by □) Head to.

  On the other hand, at the port, Mr. E who arrives first is waiting for the arrival of Mr. c who left the factory second. When Mr. c arrives at the port, he changes to the vehicle (marked with ◆) that Mr. E has finished unloading (E2) and leaves for the shipping company. At the same time, Mr. E performs the unloading work (E3) of the vehicle (marked by ◇) that Mr. c has driven. E waits at the port as it is.

  After that, Mr. d, who left the factory for the third time, arrives at the port. Mr. d changes to the vehicle (marked with ◇) that Mr. E has unloaded and finished the work (E3) and leaves for the transportation company. At the same time, Mr. E performs the unloading work (E4) of the vehicle (marked by ●) that Mr. d has driven and waits at the port.

  After that, Mr. G, who left the factory for the fourth time, arrives at the port. G changes to the vehicle (marked with ●) where E has unloaded and finished work (E4), and leaves for the shipping company. In parallel with this, Mr. E performs the unloading work (E5) of the vehicle (marked by ○) that Mr. G has driven, and waits at the port.

  After that, Mr. H who left the factory for the fifth time arrives at the port. Mr. H changes to the vehicle (marked with a circle) where Mr. E has unloaded and finished the work (E5) and leaves for the transportation company. At the same time, Mr. E carries out the unloading work (E6) of the vehicle (marked by Mr. H) that he has driven, and then leaves for the shipping company with this vehicle (marked by ■). .

  At about the same time, Mr. F, who left the factory for the sixth time, arrives at the port. Mr. F, the anchor, performs unloading work (F6) of the vehicle (marked by □). After unloading work, this vehicle (marked with □) leaves for the shipping company.

  Thus, when two transportation groups cooperate and make two round trips, the number of vehicles is smaller than the total number of drivers (six car carriers for eight drivers). In addition, the transportation capacity is equivalent to the case of two round trips of four persons and four cars shown in FIG. 6, but has an advantage in that the number of vehicles can be reduced from the number of workers. In addition, the runners have no waiting time for loading and unloading work at factories and ports, and the time can be further improved. In addition, by generating a transportation schedule by combining two or more transportation groups in this way, it is possible to provide an efficient transportation schedule by appropriately increasing the number of runners while minimizing the number of anchors.

  In addition, although the case where two round trips are performed in one transportation group or the case where two transportation groups cooperate and make two round trips is illustrated here, the transportation schedule is not limited to this form, and the transportation schedule is optimized in accordance with the contents of the order. Can be generated.

  Moreover, although the transportation schedule in the case of transporting the manufactured automobile by a carrier car was described as an example, it can be applied to land transportation such as containers.

DESCRIPTION OF SYMBOLS 1 Transportation system 10 Input part 11 Display part 12 Output part 13 Processing part 14 Storage part 131 Order processing means 132 Transportation information generation means 133 Transportation group generation means 134 Transportation schedule generation means 135 Transportation schedule output means 136 Database registration means 141 Order reception information database 142 Transport Condition Information Database 143 Driver Information Database 144 Transport Schedule Information Database

Claims (3)

A transportation system that has at least an input unit, an output unit, a display unit, a processing unit, and a storage unit, and creates a transportation schedule for land transportation,
An order information database for registering order information such as order number, order date, client, number of transports, work start date, work end date, actual work date, shipping location, delivery location, etc.
A transportation condition information database for managing transportation conditions such as the number of carrier cars owned by a transportation company, the maximum number of vehicles loaded in one carrier car, and average speed,
A driver information database that manages information such as driver skills owned by the driver, special skills owned by the driver, loading / unloading time per vehicle, maximum working hours per day,
A database group comprising a transportation schedule information database for managing transportation schedule information such as the order number, route information, group information, and round-trip times;
Order reception processing means for inputting the received order information from the input unit and registering the input order information in the order information database;
From the order information and the conditions for transportation, transportation information generating means for calculating transportation number per day, traveling distance for one way, traveling work time required for the traveling distance for one way, and generating transportation information;
From the generated the transportation information and the driver information the loading-unloading time per one vehicle database, calculates the number of both the number and the driver of the carrier vehicle required for transportation, the more the driver information database a driver having both of the special skills and drive skills, and transport group generation means for generating a transport group by selecting a driver having only the drive skills,
A transportation schedule generating means for creating a transportation schedule from the order information, the generated transportation information, and the generated information of the transportation group;
A transportation system comprising transportation schedule output means for outputting the created transportation schedule to a display unit or an output unit. By the transport group generation unit, wherein when the number of the driver of transportation group of three or more people, according to claim 1, characterized in that it is selected the special skills of the driver having at least 2 or more Transport system. By the transportation schedule generating means, to claim 1 or claim 2, characterized in that it is generating the transport schedule for reciprocating said delivery location and the delivery location by a combination of one group or more than two groups of the transport group The described transport system.

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