JP6936500B2 - Freight charge calculation system and program - Google Patents

Description

The present invention relates to a freight charge calculation system and a program for calculating a freight charge for freight transportation.

Conventionally, as a transportation charge calculation system, a daily operation report is automatically created based on the location information and time information transmitted from the vehicle, and an invoice creation process and employee salary management are automatically performed based on the daily operation report data. (See Patent Document 1).

Japanese Unexamined Patent Publication No. 2003-196355

However, in the prior art, since the invoice, that is, the transportation fee is calculated based on the position information and the time information transmitted from the vehicle, various problems occur. For example, if the transportation charge is calculated based on the time when the vehicle arrives at the first destination, the driver immediately starts loading and the like after arriving at the first destination. If there is no situation, the waiting time of the driver from arrival to the start of work such as loading is also included in the transportation fee, and there is a problem that the transportation fee cannot be calculated accurately.

Therefore, an object of the present invention is to provide a transportation charge calculation system and a program capable of accurately calculating a transportation charge.

In order to solve the above problems, the transportation charge calculation system according to the present invention is a transportation charge calculation system including a mobile terminal operated by a driver of a freight vehicle and a management terminal capable of communicating with the mobile terminal. , The management terminal can transmit an operation plan of a freight vehicle according to at least two destinations for loading or unloading luggage to the mobile terminal, and the mobile terminal is operated by the driver. An input unit capable of inputting operation information indicating the situation of the above and a position acquisition unit for acquiring the position information of the freight vehicle are provided, and the operation information and the position information are transmitted to the management terminal. The basic fare required to charter one freight vehicle per day, the basic time indicating the maximum operating time per day, and the overtime charge corresponding to the excess time when the actual working time exceeds the basic time. The total operating time is calculated by using the time when the operation information is first input after the freight vehicle arrives at the first destination as the start time. The actual working time is calculated based on the operating time, and the freight charge is calculated based on the actual working time and the charge table.

Further, the program according to the present invention is a mobile terminal operated by a driver of a freight vehicle, and has an input unit capable of inputting operation information indicating the operation status of the driver and position information of the freight vehicle. It is a program for calculating a transportation charge in a management terminal that is provided with a position acquisition unit to acquire and is capable of communicating with a mobile terminal that transmits the operation information and the position information. A means that can send a freight vehicle operation plan according to at least two destinations for unloading to the mobile terminal, a basic fare for chartering one freight vehicle per day, and a day. A means for storing a charge table in which the basic time indicating the upper limit operating time of the above and the overtime charge corresponding to the excess time when the actual working time exceeds the basic time are recorded, and the freight vehicle is the first purpose. A means for calculating the total operating time with the time when the operating information is first input after arriving at the ground as a start time, a means for calculating the actual working time based on the total operating time, and the actual working time. It functions as a means for calculating the freight charge based on the above-mentioned charge table.

According to the configuration described above, the total operating time is calculated with the time when the operation information is first input after the freight vehicle arrives at the first destination as the start time, so that the freight vehicle arrives at the first destination. The time from when the operation information is first input is not included in the total operation time. Therefore, since the total operating time can be accurately corresponded to the time when the driver is actually operating, the transportation charge can be calculated accurately.

Further, the input unit can input work completion information indicating that the driver has completed all the work at the destination as the operation information, and the management terminal can input the work at the final destination. The total operating time may be calculated with the time when the completion information is input or the time when the freight vehicle departs from the last destination as the end time.

According to this, since the end time of the total operating time can be accurately corresponded to the time when the driver's operation is completed, the transportation charge can be calculated more accurately.

Further, the input unit can input break start information indicating that the driver starts a break as the operation information, and the management terminal calculates the break time based on the break start information. , The actual working time may be calculated by subtracting the break time from the total operating time.

According to this, since the driver's break time can be calculated accurately, the transportation charge can be calculated more accurately.

Further, even if the management terminal has not received the break start information, if the freight vehicle stops at a non-destination location other than the destination for a predetermined time or longer, the non-purpose vehicle is used. The stop time at the ground may be set as the break time.

According to this, even if the driver forgets to input the break start information, the break time can be calculated accurately.

In addition, the management terminal has arrived at the non-destination when the break start information is input when a time less than the predetermined time has elapsed since the freight vehicle arrived at the non-destination. The break time may be calculated by using the time as the start time of the break time.

According to this, even if the break start information is input after a while after the driver arrives at the non-destination, the break time can be calculated accurately.

Further, the input unit can input normal work start information indicating that normal work including loading and unloading of luggage is started as the operation information, and the management terminal is intended for the freight vehicle. The time from reaching the ground to the first input of the normal work start information may be set as the waiting time.

According to this, it is possible to accurately grasp the waiting time during which normal work is not performed at the destination.

Further, when the management terminal can store selection information for selecting whether or not to include the waiting time in the actual working time, and the selection information indicates that the waiting time is not included in the actual working time. The actual working time may be calculated by subtracting the waiting time from the total operating time.

According to this, the actual working time can be calculated according to the actual situation of the transaction.

Further, the management terminal has a mileage at the time of leaving the garage, which is the distance from the garage of the freight vehicle to the first destination, a mileage between destinations, which is the distance between each destination, and the garage from the last destination. The mileage at the time of returning to the garage, which is the distance to the garage, is calculated based on the position information, and a daily operation report is created based on the mileage at the time of leaving the garage, the mileage between destinations, and the mileage at the time of returning. May be good.

Further, in the toll table, it is possible to record a basic distance indicating the upper limit mileage per day and a distance excess charge corresponding to the excess distance when the mileage between destinations exceeds the basic distance. The management terminal may calculate the transportation charge based on the actual working time, the mileage between destinations, and the charge table.

According to this, since the transportation charge can be calculated in consideration of the mileage, the transportation charge can be calculated more accurately.

Further, the input unit can input ancillary work start information indicating that ancillary work other than normal work including loading and unloading of cargo is started as the operation information, and the charge table is described as described above. The incidental work charge corresponding to the incidental work is recorded, and when the incidental work start information is input, the management terminal adds the incidental work charge to the charge calculated based on the actual working hours and the charge table. By adding it, the freight charge may be calculated.

According to this, since the transportation charge can be calculated in consideration of the incidental work, the transportation charge can be calculated more accurately.

According to the present invention, the transportation charge can be calculated with high accuracy.

It is a figure which shows the transportation charge calculation system which concerns on one Embodiment of this invention. It is a block diagram which shows the structure of the transportation charge system. It is a flowchart which shows the operation of a management terminal. It is a flowchart which shows the operation of a vehicle terminal. It is a figure which shows the charge table. It is a figure which shows the screen for making a new vehicle dispatch request. It is a figure which shows the state which the card image is arranged in the column below the item of the vehicle allocation request on the screen of the vehicle allocation arrangement. It is a figure which shows the state which the card image moved to the column corresponding to the vehicle ID on the screen of the vehicle allocation arrangement. It is a figure which shows the transportation instruction list. It is a figure which shows the transportation instruction detail 001. It is a figure which shows the transportation instruction detail 002. It is a figure which shows the screen of the management terminal which displayed the operation plan. It is a figure which shows the home screen of a vehicle terminal. It is a figure which shows the operation schedule screen. It is a figure which shows the business input screen. It is a figure which shows the dynamic input screen. It is a time chart which shows an example of a driver's daily operation situation. It is a figure which shows the operation daily report. It is a figure which shows the invoice when the waiting time is not included in the calculation of a freight charge. It is a figure which shows the invoice when the waiting time is included in the calculation of a freight charge.

Next, an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.
As shown in FIG. 1A, the freight charge calculation system 1 is a system for calculating the freight charge for chartering one freight vehicle C per day. The transportation charge calculation system 1 includes a vehicle terminal 2 as an example of a mobile terminal, and a management terminal 3 capable of communicating with the vehicle terminal 2 via the Internet.

The management terminal 3 is, for example, a desktop personal computer, and includes a keyboard 31, a mouse 32, a display 33, and a personal computer main body 34. The personal computer main body 34 includes a CPU, RAM, ROM, an input / output circuit, and the like. The personal computer main body 34 executes the processing by performing arithmetic processing based on the programs and data stored in the RAM or ROM. The management terminal 3 functions as a means for performing various processes according to the program.

As shown in FIG. 1B, the vehicle terminal 2 is a terminal operated by the driver of the freight vehicle C and is fixed to the dashboard of the freight vehicle C. The vehicle terminal 2 includes a touch panel 21 and a housing 22 that supports the touch panel 21. Further, the vehicle terminal 2 is provided with a CPU, RAM, ROM, a communication device for communicating with the management terminal 3, and the like. The vehicle terminal 2 has a car navigation function, and executes processing by performing arithmetic processing based on programs and data stored in RAM or ROM. Specifically, the vehicle terminal 2 can transmit the position information of the freight vehicle C, the operation information to be described later to be input to the touch panel 21, and the like to the management terminal 3.

Here, the operation information is information indicating the operation status of the driver, more specifically, information indicating the operation of the driver that may be subject to a charge to the business partner. In the present embodiment, the operation information includes the normal work start information indicating that the normal work including loading and unloading of the cargo is started, and the standby is started because the normal work cannot be performed at the destination. The standby start information indicating that the work is started, and the incidental work start information indicating that the incidental work other than the normal work is started are included.

Specifically, as shown in FIG. 2, the vehicle terminal 2 includes an input unit 2A, a position acquisition unit 2B, and a storage unit 2C. The input unit 2A is realized by the vehicle terminal 2 displaying various types of buttons as shown in FIGS. 13 to 16 on the touch panel 21, and when the driver touches the buttons, the vehicle terminal 2 is touched. Outputs the signal of the content corresponding to the button. Hereinafter, each button related to the present invention will be described.

The vehicle terminal 2 displays the home screen shown in FIG. 13 on the touch panel 21, and mainly displays the operation start button B1, the course business management application button B2, and the dynamic input button B3 on the home screen. The operation start button B1 is a button selected when the driver leaves the freight vehicle C from the garage. When the driver selects the operation start button B1, the vehicle terminal 2 transmits information indicating that the vehicle has been delivered to the management terminal 3.

Further, after the driver selects the operation start button B1, the vehicle terminal 2 displays the operation end button B4 by switching the character of the button B1 from "operation start" to "operation end". When the driver selects the operation end button B4 when the freight vehicle C returns, the vehicle terminal 2 transmits the operation end information indicating that the operation has ended to the management terminal 3. After the driver selects the operation end button B4, the vehicle terminal 2 switches the operation end button B4 to the operation start button B1.

The course business management application button B2 is a button transmitted from the management terminal 3 for displaying the operation plan described later on the touch panel 21. When the driver selects the course business management application button B2, the vehicle terminal 2 displays the operation schedule screen shown in FIG. 14 on the touch panel 21. On the operation schedule screen, the vehicle terminal 2 mainly displays the dynamic input button B11 and the business button B12 on the touch panel 21.

When the driver selects the business button B12, the vehicle terminal 2 displays the business input screen shown in FIG. 15 on the touch panel 21. On the business input screen, the vehicle terminal 2 mainly displays the loading button B21, the unloading button B22, the standby button B23, the incidental work button B24, and the completion button B25 on the touch panel 21. The loading button B21, the unloading button B22, the standby button B23, the incidental work button B24, and the completion button B25 are buttons on which operation information can be input.

When the driver selects and inputs the loading button B21 or the unloading button B22, the vehicle terminal 2 transmits the normal work start information to the management terminal 3 as operation information. When the driver selects and inputs the standby button B23, the vehicle terminal 2 transmits the standby start information as operation information to the management terminal 3.

When the driver selects and inputs the incidental work button B24, the vehicle terminal 2 transmits the incidental work start information to the management terminal 3 as operation information.

The completion button B25 is a button capable of inputting work completion information indicating that the driver has completed all the work at the destination. When the driver selects the completion button B25, the vehicle terminal 2 transmits the completion information to the management terminal 3 as operation information.

When the driver selects the dynamic input buttons B3 and B11 on the screen of FIG. 13 or FIG. 14, the vehicle terminal 2 displays the dynamic input screen shown in FIG. 16 on the touch panel 21. On the dynamic input screen, the vehicle terminal 2 displays the actual work button B33, the break button B34, and the return button B35.

The actual work button B33 is a button capable of inputting actual work start information indicating that the driver has started the actual work including the labor that is not subject to the charge to the business partner. When the driver selects the actual work button B33 at the time of leaving the garage or at the end of the break, the vehicle terminal 2 transmits the actual work start information to the management terminal 3. Here, the actual work start information is information necessary for creating a daily operation report.

The break button B34 is a button on which break start information indicating that the driver starts a break can be input as operation information. When the driver selects the break button B34 at the start of the break, the vehicle terminal 2 transmits the break start information to the management terminal 3.

The return button B35 is a button capable of inputting return information indicating that the freight vehicle C has returned. When the driver selects the return button B35 at the time of returning, the vehicle terminal 2 transmits the return information to the management terminal 3. Here, the return information is information necessary for creating a daily operation report.

Returning to FIG. 2, the position acquisition unit 2B has a function of acquiring the position information of the freight vehicle C by GPS. Specifically, the position acquisition unit 2B acquires position information at a predetermined cycle such as once every 3 seconds. Further, the position acquisition unit 2B transmits the acquired position information to the management terminal 3 and stores it in the storage unit 2C.

The vehicle terminal 2 transmits the information output from the input unit 2A or the position acquisition unit 2B to the management terminal 3, and also receives the operation plan to be described later, which is transmitted from the management terminal 3. The vehicle terminal 2 outputs the received operation plan to the touch panel 21 and displays it on the touch panel 21.

The storage unit 2C has a function of accumulating the operation information input to the input unit 2A and the position information acquired by the position acquisition unit 2B. The accumulated information is transmitted to the management terminal 3 by selecting the operation end button B4 or the return button B35 described above when the driver ends the operation.

The management terminal 3 includes an operation plan creation unit 3A, a mileage calculation unit 3B at the time of delivery, a mileage calculation unit 3C at the time of return, a distance calculation unit 3D between destinations, a daily operation report creation unit 3E, and an invoice creation. It includes a unit 3F, a total operating time calculation unit 3G, a break time calculation unit 3H, a standby time calculation unit 3I, an actual working time calculation unit 3J, and a storage unit 3K.

The operation plan creation unit 3A has a function of creating an operation plan of the freight vehicle C based on the information input by the operator who operates the management terminal 3. The information input by the operator mainly includes information on the cargo to be carried, information on at least two destinations for loading or unloading the cargo, and the like. When the operation plan creation unit 3A creates an operation plan according to the destination, the operation plan creation unit 3A transmits the created operation plan to the vehicle terminal 2.

The delivery mileage calculation unit 3B has a function of calculating the delivery mileage, which is the distance from the garage of the freight vehicle C to the first destination, based on the position information of the freight vehicle C transmitted from the vehicle terminal 2. have. When the mileage calculation unit 3B at the time of delivery calculates the mileage at the time of delivery, the calculated mileage at the time of delivery is output to the daily operation report preparation unit 3E.

The return mileage calculation unit 3C has a function of calculating the return mileage, which is the distance from the last destination to the garage, based on the position information of the freight vehicle C transmitted from the vehicle terminal 2. doing. When the return mileage calculation unit 3C calculates the return mileage, the calculated return mileage is output to the daily operation report preparation unit 3E.

The destination-to-destination distance calculation unit 3D has a function of calculating the distance between destinations, which is the distance between each destination, based on the position information of the freight vehicle C transmitted from the vehicle terminal 2. When the destination-to-destination distance calculation unit 3D calculates the destination-to-destination mileage, the calculated destination-to-destination mileage is output to the daily operation report preparation unit 3E and the invoice preparation unit 3F.

The daily operation report preparation unit 3E has a function of creating a daily operation report based on the mileage at the time of leaving the garage, the mileage between destinations, and the mileage at the time of returning to the garage. Specifically, the daily operation report creation unit 3E acquires the arrival / departure times at the garage and each destination in addition to the above-mentioned information on each distance, and is shown in FIG. 18 based on each time and each distance. Create daily operation reports for each vehicle ID. As the time specified by the management terminal 3, such as the arrival / departure time described above, the time transmitted from the vehicle terminal 2 together with the position information or the operation information may be used, or the management terminal 3 may use the position information or the time. The time when the operation information is received may be used. Further, the time may be stored in the storage unit 3K in association with the position information or the operation information.

Returning to FIG. 2, the total operating time calculation unit 3G has a function of calculating the total operating time from the start of the first labor at the first destination to the completion of the last labor at the last destination. have. Specifically, the total operating time calculation unit 3G starts the time when the operating information is first input after the freight vehicle C arrives at the first destination, based on the operating information transmitted from the vehicle terminal 2. Calculate the total operating time as the time. Further, in the total operating time calculation unit 3G, the time when the work completion information is input at the last destination or the freight vehicle C is the last time based on the work completion information or the position information transmitted from the vehicle terminal 2. The total operating time is calculated with the time of departure from the destination as the end time. When the total operating time calculation unit 3G calculates the total operating time, the calculated total operating time is output to the actual working time calculation unit 3J.

The break time calculation unit 3H has a function of calculating the break time based on the break start information and the like. Specifically, the break time calculation unit 3H calculates, in principle, the time from the time when the break start information is input to the time when the information indicating that the break is completed is input as the break time. Here, the information indicating that the break has ended may be, for example, the above-mentioned actual work start information, or the break end information output by reselecting the break button B34 in the selected state. ..

Further, even when the break start information is not received, the break time calculation unit 3H stops the freight vehicle C for a predetermined time TA (for example, 15 minutes) or more at a non-destination other than the destination. Set the stop time at the non-destination as the break time. Further, the break time calculation unit 3H determines the time when the freight vehicle C arrives at the non-destination when the break start information is input when the time less than the predetermined time TA has elapsed since the freight vehicle C arrived at the non-destination. Is used as the start time of the break time, and the break time is calculated. When the break time calculation unit 3H calculates the break time, the calculated break time is output to the actual working time calculation unit 3J.

The time of arrival at the non-destination can be calculated based on the position information and the time when the position information is transmitted or the time when the position information is received by the management device 3. Further, the stop time at the non-destination can be calculated as the time from the arrival of the freight vehicle C at the non-destination to the departure from the non-destination based on the position information and the time.

The standby time calculation unit 3I has a function of calculating the standby time based on the standby start information and the like. Specifically, the waiting time calculation unit 3I calculates, in principle, the time from the time when the waiting start information is input to the time when the information indicating that the waiting is completed is input as the waiting time. Here, the information indicating that the standby has ended may be the above-mentioned normal work start information, or may be the standby end information output by reselecting the standby button B23 in the selected state.

Further, when the waiting time calculation unit 3I has not received the waiting start information, the waiting time is set to the time from when the freight vehicle C reaches the destination until the normal work start information is first input. Set. When the standby time calculation unit 3I calculates the standby time, the standby time calculation unit 3I outputs the calculated standby time to the actual working time calculation unit 3J.

The actual working time calculation unit 3J has a function of calculating the actual working time based on the total working time, the break time and the waiting time. Here, the actual working time is the time corresponding to the labor actually performed by the driver between the time when the driver starts the first labor at the first destination and the time when the driver completes the last labor at the last destination. Is. Specifically, the actual working time is the total working time minus the time that is not subject to billing, such as break time.

Further, the standby time can be selected whether or not it is excluded from the calculation of the actual working time by the operator of the management device 3. Specifically, the actual working time calculation unit 3J tells that when the check box CB (see FIG. 5) of the charge table TB described later has a check mark, that is, the check box CB which is the selection information does not include the waiting time in the actual working time. In the case shown, the actual working time is calculated by subtracting the break time and the waiting time from the total working time. In addition, when the check box CB of the charge table TB does not have a check mark, that is, when the waiting time is included in the actual working time, the actual working time calculation unit 3J subtracts the break time from the total operating time to calculate the actual working time. calculate. When the actual working time calculation unit 3J calculates the actual working time, the calculated actual working time is output to the invoice creation unit 3F.

The charge table TB can be stored in the storage unit 3K. Specifically, the storage unit 3K can create an area for storing the charge table TB, but the charge table TB is not stored at the time of selling the management terminal 3. When the operator of the company that purchased the management terminal 3 creates the area and inputs the charge into the charge table TB, the charge table TB is stored in the storage unit 3K. The charge table TB can be stored in the storage unit 3K for each business partner.

FIG. 5 is a diagram showing a charge table TB corresponding to a predetermined business partner (X precision equipment). In the charge table TB, the basic time, the basic distance, the basic fare, the overtime charge, the over distance charge, the holiday surcharge, the incidental work charge, and the check box CB as selection information are recorded. The basic time is a time indicating the upper limit operating time of one day, and is set to 8 hours in relation to the X precision equipment. The basic distance is a distance indicating the upper limit mileage per day, and is set to 100 km in relation to the X precision equipment.

The basic fare is the fare required to charter one freight vehicle C per day, and is the fare required to use the freight vehicle C within the above-mentioned basic time and within the basic distance. The basic fare is set to a different value for each vehicle type. In relation to the X precision equipment, the basic fare of the 4t freight vehicle C is set to 15,000 yen, and the basic fare of the 8t freight vehicle C is set to 16,000 yen.

The overtime charge is a charge corresponding to the excess time when the actual working time exceeds the basic time, and is set to a different value for each vehicle type. In relation to X precision equipment, the overtime charge for the 4t freight vehicle C is set at 500 yen (every hour), and the overtime charge for the 8t freight vehicle C is set at 600 yen (every hour). Has been done.

The over-distance charge is a charge corresponding to the excess distance when the mileage between destinations exceeds the basic distance, and is set to a different value for each vehicle type. In relation to X precision equipment, the over-distance charge for the 4t freight vehicle C is set at 500 yen (every 1km), and the over-distance charge for the 8t freight vehicle C is set at 600 yen (every 1km). There is.

The holiday surcharge is a surcharge for the operation of holidays. In relation to X precision equipment, the holiday surcharge is set at 20%.

The incidental work charge is a charge corresponding to the incidental work, and is set to a different value for each vehicle type. In this embodiment, the work of loading and unloading cargo with a forklift is illustrated as ancillary work, but other work can also be recorded as ancillary work.

In relation to X precision equipment, the incidental work charge for the 4t freight vehicle C is set at 1,500 yen (per work), and the incidental work charge for the 8t freight vehicle C is 2,000 yen. It is set to (per work).

The check box CB is selection information for selecting whether or not to include the waiting time in the actual working time. The check box CB is displayed as a square frame, and next to it, a message such as "Exclude waiting time from the freight charge calculation" is displayed.

Check marks such as check marks can be entered in the check box CB. The operator can input a check mark in the check box CB or remove the check mark from the check box CB by operating the mouse 32 or the like.

If a check mark is entered in the check box CB, the waiting time is excluded from the freight charge calculation, and if there is no check mark in the check box CB, the freight charge is calculated in consideration of the waiting time.

The invoice creation unit 3F calculates the transportation charge based on the actual working time, the mileage between destinations, the incidental work start information, and the toll table TB, and shows it in FIGS. 19 and 20 based on the transportation charge. It has a function to create such an invoice. Specifically, when the actual working time and the mileage between destinations are within the basic time and the basic distance, respectively, the billing unit 3F calculates the basic fare according to the vehicle type as the operating cost.

In addition, if at least one of the actual working hours and the mileage between destinations exceeds the basic time and basic distance, the billing unit 3F will add the excess charge (overtime) to the basic fare according to the vehicle type. Calculate the operating cost by adding the charge / distance excess charge). If the operating day is a national holiday, the invoice preparation department 3F will increase the operating cost by 20%.

When the incidental work start information is input, the invoice creation unit 3F calculates the transportation charge by adding the incidental work charge to the operation cost which is the charge calculated based on the actual working hours and the charge table TB. do. When the expressway is used during operation, the billing unit 3F calculates the expressway fee by referring to the expressway table in which the expressway fee not shown is recorded. Then, the invoice creation unit 3F determines the invoice amount by adding the transportation charge, the consumption tax on the transportation charge, and the high-speed charge.

Next, each process in the management terminal 3 and the vehicle terminal 2 will be described with reference to the flowcharts shown in FIGS. 3 and 4.
As shown in FIG. 3, the management terminal 3 receives an input of a vehicle allocation request from the operator (S1). Here, the vehicle allocation request refers to the work of assigning the type of luggage and the destination as the loading / unloading destination of the luggage to the freight vehicle C having a predetermined vehicle ID.

When the input of the vehicle allocation request is completed in step S1, the management terminal 3 creates an operation plan for the predetermined vehicle ID (S2). After step S2, the management terminal 3 transmits the created operation plan to the vehicle terminal 2 of the freight vehicle C corresponding to the predetermined vehicle ID (S3).

After step S3, the management terminal 3 receives the position information or operation information transmitted from the vehicle terminal 2 and records it in the storage unit 3K (S4). After step S4, the management terminal 3 determines whether or not the freight vehicle C has returned based on the information transmitted from the vehicle terminal 2 (S5).

If it is determined in step S5 that the freight vehicle C has not returned, the management terminal 3 returns to the process of step S4. If it is determined in step S5 that the freight vehicle C has returned (Yes), the management terminal 3 creates a daily operation report and an invoice based on the position information and the operation information recorded in the storage unit 3K (Yes). S6), this process is terminated.

As shown in FIG. 4, the vehicle terminal 2 determines whether or not the operation plan has been received from the management terminal 3 (S11). If it is determined in step S11 that the operation plan has not been received (No), the vehicle terminal 2 ends this process.

If it is determined in step S11 that the operation plan has been received (Yes), the vehicle terminal 2 sets the destination in the car navigation system based on the operation plan (S12). After step S12, the vehicle terminal 2 transmits the position information to the management terminal 3 (S13).

After step S13, the vehicle terminal 2 determines whether or not the operation information has been input by the driver (S14). If it is determined in step S14 that the operation information has not been input (No), the vehicle terminal 2 returns to the process of step S13.

If it is determined in step S14 that the operation information has been input (Yes), the vehicle terminal 2 transmits the input operation information to the management terminal 3 (S15). After step S15, the vehicle terminal 2 determines whether or not the operation has been completed based on the position information or the operation information (S16).

If it is determined in step S16 that the operation has not been completed (No), the vehicle terminal 2 returns to the process of step S13. If it is determined in step S16 that the operation has ended (Yes), the vehicle terminal 2 ends this process.

Next, an example of a specific usage method of the transportation charge calculation system 1 will be described.
The operator of the management terminal 3 first launches a program for calculating the transportation charge, and by performing a predetermined operation, displays a screen for making a new vehicle allocation request shown in FIG. 6 on the display 33. On the new vehicle allocation request screen, the operator inputs necessary information in input items such as a business partner and a vehicle allocation classification. Specifically, the operator has "X precision equipment" in the customer item, "charter" in the vehicle allocation category item, "X precision equipment Atsugi center" in the loading destination item, and "Y Seisakusho" in the wholesale destination item. , Enter "Servo UNIT 900Kg" in the item item. In the items of request No., loading date, and unloading date, the corresponding information is input as appropriate.

As a result, the first vehicle allocation request indicating the contents of loading the servo UNIT at the Atsugi center of the X precision equipment and unloading it at the Y factory is created. When it is desired to add a second vehicle allocation request different from the first vehicle allocation request, the operator inputs the content related to the second vehicle allocation request in the remarks item. Specifically, the operator inputs information such as "Please pull up the failed unit to Atsugi" in the remarks item.

After that, when the operator selects the detail addition button B41, a sub-window for inputting the second vehicle allocation request opens. The operator inputs necessary information in the input items such as the loading destination, the unloading destination, the goods, and the additional work displayed in the sub window. Specifically, the operator has "Y Seisakusho" as the loading destination item, "X precision equipment" as the unloading destination item, "Failure servo UNIT" as the item item, and "Forklift unloading" as the additional work item. Enter. Here, the additional work corresponds to ancillary work.

Based on the input of such an operator, a second vehicle allocation request indicating the contents of loading the faulty servo UNIT at the Y factory and unloading it at the Atsugi center of the X precision equipment is created. After that, when the operator selects the save button B42, the creation of the first vehicle allocation request and the second vehicle allocation request is completed.

After that, the operator performs a predetermined operation to display the vehicle allocation arrangement screen shown in FIG. 7 on the display 33. On the vehicle dispatch arrangement screen, a table with 2 rows and 2 columns is displayed, and the item name in the first column is "Vehicle dispatch request" and the item name in the second column is "Vehicle / driver / delivery schedule". ing. In the column below the vehicle allocation request item, a card-type image (hereinafter, also referred to as "card images G1 and G2") showing the contents of the created first vehicle allocation request and second vehicle allocation request is displayed.

In addition, under the vehicle / driver / delivery schedule item, a plurality of columns separated by horizontal ruled lines are set. In each column, information on the vehicle type / driver corresponding to various vehicle IDs is displayed. For example, the freight vehicle C to which "0861" is assigned as the vehicle ID has a vehicle type of 8 tons and a driver of Suzuki.

As shown in FIG. 8, the operator completes the vehicle allocation arrangement by dragging and dropping the card images G1 and G2 into the columns corresponding to the various vehicle IDs. In this example, two card images G1 and G2 are input in the field where the vehicle ID is "0861".

When the vehicle allocation arrangement is completed, the management terminal 3 creates a transportation instruction list as shown in FIG. In the transportation instruction list, information indicating the contents of the first vehicle allocation request and the second vehicle allocation request, and information such as the vehicle ID corresponding to each vehicle allocation request are displayed. Further, the management terminal 3 creates the transportation instruction details shown in FIGS. 10 and 11 in addition to the transportation instruction list. In the transportation instruction detail 001, information indicating the content of the first vehicle allocation request and information such as the vehicle ID corresponding to the first vehicle allocation request are displayed. In the transportation instruction detail 002, information indicating the content of the second vehicle allocation request and information such as the vehicle ID corresponding to the second vehicle allocation request are displayed.

Further, when the vehicle allocation arrangement is completed, the management terminal 3 creates an operation plan as shown in FIG. The management terminal 3 sets the optimum route of the freight vehicle C based on the position of the garage, the position of each destination, and the like, and also sets the expressway and the resting place to be used. In this example, the time of arrival at the Atsugi center of X precision equipment is specified as 9:00 am in the first delivery request. Further, in this example, the address of the garage is "Kojimachi" and the address of Y Seisakusho is "Kameido".

Specifically, the management terminal 3 sets a route in the order of the garage, Kojimachi base, X precision equipment (Atsugi), Y Seisakusho (Kameido), Atsugi parking area, X precision equipment (Atsugi), and Kojimachi base. After that, when the operator selects the button B51 described as "send to vehicle", the management terminal 3 transmits the operation plan to the vehicle terminal 2.

After the vehicle terminal 2 receives the operation plan, as shown in FIG. 13, when the driver selects the course business management application button B2 on the home screen displayed on the touch panel 21 of the vehicle terminal 2, it is shown in FIG. The operation schedule screen is displayed on the touch panel 21. As a result, the driver can grasp the operation route.

As shown in FIG. 17, when the driver gets into the freight vehicle C in the garage and starts the operation, first, the operation start button B1 is selected on the home screen shown in FIG. 13, and the dynamics shown in FIG. Select the actual button B33 on the input screen. As a result, the vehicle terminal 2 transmits the position information, the information indicating the start of operation, and the information indicating the actual start of labor to the management terminal 3. The management terminal 3 grasps that the operation and the actual labor started at 7:30.

After that, the driver drives the freight vehicle C and moves from the garage to the X precision equipment (Atsugi). During this time, the vehicle terminal 2 transmits the position information and the time to the management terminal 3 in a predetermined cycle.

If the freight vehicle C arrives at the X precision equipment before 9 o'clock, which is the promised time, it may not be possible to start the loading operation of the servo UNIT in the X precision equipment. In this case, since the driver is not performing normal work and the time is earlier than the promised time, the waiting time at this time cannot be subject to billing. In this case, the driver does not operate the vehicle terminal 2 and just stands by.

When the servo UNIT loading operation can be started at the appointed time, the driver selects the loading button B21 on the business input screen shown in FIG. As a result, the normal work start information is transmitted from the vehicle terminal 2 to the management terminal 3. Therefore, the management terminal 3 determines that the first normal work has started at 9 o'clock, and sets this time as the start time of the total operating time.

When the loading work of the servo UNIT is completed at 9:45, the driver selects the completion button B25 on the business input screen shown in FIG. As a result, the work completion information is transmitted from the vehicle terminal 2 to the management terminal 3. Therefore, the management terminal 3 determines that the loading work is completed at 9:45. Even if the driver forgets to select the completion button B25, the management terminal 3 will be set at 9:45 due to the change in the position information due to the start of the freight vehicle C toward the next destination. It can be determined that the loading work has been completed.

After that, the driver drives the freight vehicle C and moves from the X precision equipment (Atsugi) to the Y factory (Kameido). During this time, the vehicle terminal 2 transmits the position information and the time to the management terminal 3 in a predetermined cycle.

When the freight vehicle C arrives at the Y factory at 12:50, the driver selects the unloading button B22 on the business input screen shown in FIG. As a result, the normal work start information is transmitted from the vehicle terminal 2 to the management terminal 3, and the management terminal 3 determines that the normal work (servo UNIT unloading work) at Y Seisakusho has started at 12:50.

After the unloading work of the servo UNIT is completed at 13:10, when the auxiliary work, which is the next work, is to be performed, the driver selects the auxiliary work button B24 on the business input screen shown in FIG. As a result, the incidental work start information is transmitted from the vehicle terminal 2 to the management terminal 3, and the management terminal 3 determines that the incidental work (forklift loading / unloading) at the Y factory has started at 13:10.

In the incidental work, the driver operates a forklift to carry a wooden frame containing a plurality of failed servo UNITs from a certain point of Y Seisakusho to the vicinity of freight vehicle C. After the incidental work is completed at 13:40, the driver performs the loading work of loading the faulty servo UNIT in the wooden frame into the freight vehicle C.

When starting the loading operation, the driver selects the loading button B21 on the business input screen shown in FIG. As a result, the normal work start information is transmitted from the vehicle terminal 2 to the management terminal 3, and the management terminal 3 determines that the normal work (loading of the failure servo UNIT) at the Y factory has started at 13:40.

Since the operation of the driver after the loading work of the failed servo UNIT is completed is the same as the operation after the loading work of the servo UNIT described above is completed, the description thereof will be omitted. When the freight vehicle C departs from Y Works and arrives at the Atsugi parking area at 16:30, the driver selects the break button B34 on the dynamic input screen shown in FIG. As a result, the break start information is transmitted from the vehicle terminal 2 to the management terminal 3, and the management terminal 3 determines that the break has started at 16:30.

When the driver finishes the break at 17:30 and selects the actual operation button B33 on the dynamic input screen shown in FIG. 16, the actual operation start information is transmitted from the vehicle terminal 2 to the management terminal 3. As a result, the management terminal 3 determines that the break has ended at 17:30, and calculates the break time as 1 hour from the start time and the end time of the break. The determination of the end of the break may be made based on the change in the position information due to the start of the freight vehicle C from the Atsugi parking area.

When the freight vehicle C departs from the Atsugi parking area and arrives at the X precision equipment (Atsugi) at 17:40, if the faulty servo UNIT cannot be unloaded, the driver will see the figure in the figure. Select the standby button B23 on the business input screen shown in 15. As a result, the standby start information is transmitted from the vehicle terminal 2 to the management terminal 3, and the management terminal 3 determines that the standby has started at 17:40.

After that, when the trouble servo UNIT can be unloaded at 18:40, the driver selects the unloading button B22 on the business input screen shown in FIG. As a result, the normal work start information is transmitted from the vehicle terminal 2 to the management terminal 3, and the management terminal 3 determines that the standby is completed at 18:40 and the normal work (unloading work) is started. Further, the management terminal 3 calculates the standby time as 1 hour from the start time and the end time of the standby.

When the unloading work of the faulty servo UNIT is completed at 19:00, the driver selects the completion button B25 on the business input screen shown in FIG. As a result, the work completion information is transmitted from the vehicle terminal 2 to the management terminal 3, and the management terminal 3 determines that all the work at the final destination is completed at 19:00, and sets this time as the end time of the total operating time. As a result, the total operating time is calculated as 10 hours from 9:00 to 19:00. Even if the driver forgets to select the completion button B25, the management terminal 3 identifies the time when the freight vehicle C departs from the last destination based on the position information, and ends this time. Calculate the total operating time as the time.

When the freight vehicle C departs from the X precision equipment and arrives at the garage at 20:00, the driver selects the return button B35 on the dynamic input screen shown in FIG. 16 and the operation end button B4 shown in FIG. do. As a result, the vehicle terminal 2 transmits the operation information and the position information for one day stored in the storage unit 2C to the management terminal 3. Therefore, even if there is a time zone in which the location information could not be transmitted to the management terminal 3 during operation, the management terminal 3 will use the time zone based on the operation information and the location information for the last day received. It is possible to make up for the lack of information in.

Further, when the return button B35 and the operation end button B4 are selected, in addition to the above-mentioned information, the return information and the operation end information are also transmitted from the vehicle terminal 2 to the management terminal 3. As a result, the management terminal 3 determines that the operation has ended after returning to the warehouse at 20:00 based on this information. Even if the driver forgets to select the return button B35 and the operation end button B4, the management terminal 3 ends the operation when the freight vehicle C returns to the garage based on the position information. Can be judged.

When the operation of the freight vehicle C is completed, the management terminal 3 shows the daily operation report shown in FIG. 18 and the daily operation report shown in FIG. 19 or FIG. 20 based on the operation information, the position information, and the time when the information is input. Create an invoice. In creating the daily operation report, the management terminal 3 mainly calculates the mileage at the time of leaving the garage and the mileage at the time of returning the warehousing as 50 km, calculates the mileage between destinations as 140 km (70 km + 67 km + 3 km), and goes back and forth with the high-speed charge. It is calculated as 2,200 yen each.

FIG. 19 shows an invoice when the waiting time is not included in the calculation of the freight charge. In creating this invoice, the management terminal 3 sets the high-speed charge to 4,400 yen for the round trip, and based on the charge table TB in FIG. 5, the basic fare is 16,000 yen and the incidental work charge is 2,000 yen. Let it be a circle. Further, as shown in FIG. 17, the management terminal 3 calculates the actual working time as 8 hours by subtracting the break time (1 hour) and the standby time (1 hour) from the total operating time (10 hours). .. In this case, since the actual working time does not exceed the basic time, the management terminal 3 sets the overtime charge to 0 yen.

Further, since the mileage between destinations is 140 km, the management terminal 3 determines that the basic distance exceeds 100 km to 40 km, and multiplies the excess distance of 40 km by the distance excess charge of 600 yen per 1 km. Then, the over-distance charge is calculated as 24,000 yen. Then, the management terminal 3 calculates the consumption tax of the charge other than the high-speed charge and calculates the total value.

FIG. 20 shows an invoice when the waiting time is included in the calculation of the freight charge. In the following description, the description of the charge calculated and set by the same method as the above-mentioned calculation method will be omitted.

When the standby time is included in the calculation of the transportation charge, as shown in FIG. 17, the management terminal 3 subtracts only the break time (1 hour) from the total operating time (10 hours) to reduce the actual working time to 9. Calculate as time. In this case, since the actual working time exceeds the basic time by one hour, the management terminal 3 multiplies the excess time of one hour by the overtime charge of 600 yen per hour to set the overtime charge to 600 yen. calculate.

Based on the above, the following effects can be obtained in the present embodiment.
Since the total operating time is calculated using the time when the operation information is first input after the freight vehicle C arrives at the first destination as the start time, the freight vehicle C first arrives at the first destination. The time until the operation information is input is not included in the total operation time. Therefore, since the total operating time can be accurately corresponded to the time when the driver is actually operating, the transportation charge can be calculated accurately.

By setting the time when the work completion information is input at the last destination or the time when the freight vehicle C departs from the last destination as the end time of the total operating time, the end time of the total operating time can be set. Since it is possible to accurately correspond to the time when the operation of the person is completed, the freight charge can be calculated more accurately.

By calculating the break time based on the break start information input by the driver, the driver's break time can be calculated accurately, so that the transportation charge can be calculated more accurately.

Even if the management terminal 3 has not received the break start information, if the freight vehicle C stops at a non-destination (rest place) other than the destination for a predetermined time TA or more, it is non-purpose. Since the stop time at the ground is set as the break time, the break time can be calculated accurately even if the driver forgets to input the break start information.

When the break start information is input when the time less than the predetermined time TA has elapsed since the freight vehicle C arrived at the non-destination, the management terminal 3 sets the time when the freight vehicle C arrived at the non-destination as the break time. Since the break time is calculated as the start time of the above, the break time can be calculated accurately even when the break start information is input after a while after the driver arrives at the non-destination.

Since the management terminal 3 sets the time from when the freight vehicle C reaches the destination until the normal work start information is first input as the standby time, the driver forgets to select the standby button B23. Even in this case, it is possible to accurately grasp the waiting time during which normal work is not performed at the destination.

If the check box CB indicates that the waiting time is not included in the actual working time, the actual working time is calculated by subtracting the waiting time from the total operating time, so the actual working time can be calculated according to the actual situation of the transaction. can.

Since the management terminal 3 calculates the transportation charge based on the mileage between destinations, the transportation charge can be calculated in consideration of the mileage, so that the transportation charge can be calculated more accurately.

Since the management terminal 3 calculates the transportation charge in consideration of the incidental work, the transportation charge can be calculated more accurately.

The present invention is not limited to the above embodiment, and can be used in various forms as illustrated below.
In the above embodiment, the operation information first input at the first destination is the normal work start information, but the present invention is not limited to this, and the operation information first input is other operation information. For example, it may be standby start information.

In the above embodiment, the vehicle terminal 2 mounted on the freight vehicle C has been illustrated as the mobile terminal, but the present invention is not limited to this, and the mobile terminal may be a mobile terminal such as a smartphone.

In the above embodiment, the touch panel 21 is exemplified as the input unit, but the present invention is not limited to this, and the input unit may be, for example, a button switch, a keyboard, a voice input device for inputting information by voice, or the like. ..

1 Transportation charge calculation system 2 Vehicle terminal 2B Position acquisition unit 3 Management terminal 21 Touch panel C Freight vehicle TB charge table

Claims (10)

Mobile terminals operated by truck drivers,
A transportation charge calculation system including a management terminal capable of communicating with the mobile terminal.
The management terminal can transmit to the mobile terminal an operation plan of a freight vehicle according to at least two destinations for loading or unloading luggage.
The mobile terminal
An input unit that is operation information indicating the operation status of the driver and can input operation information including break start information indicating that the driver starts a break.
A position acquisition unit for acquiring the position information of the freight vehicle is provided.
The operation information and the location information are transmitted to the management terminal, and the operation information and the location information are transmitted to the management terminal.
The management terminal is
The basic fare required to charter one freight vehicle per day, the basic time indicating the maximum operating time per day, and the overtime charge corresponding to the excess time when the actual working time exceeds the basic time. Can store the recorded price table,
The total operating time is calculated by using the time when the operating information is first input after the freight vehicle arrives at the first destination as the start time.
Based on the break start information, the break time is calculated and
By subtracting the break time from the total operating time, the actual working time is calculated.
The freight charge can be calculated based on the actual working hours and the charge table .
Even if the break start information is not received, at a non-destination where the freight vehicle is a place other than the destination of the operation plan based on the position information and the time corresponding to the position information. A freight charge calculation system characterized in that when it is determined that a vehicle has stopped for a predetermined time or longer, the stop time at the non-destination is set as the break time. The input unit can input work completion information indicating that the driver has completed all the work at the destination as the operation information.
The management terminal is characterized in that the total operating time is calculated with the time when the work completion information is input at the last destination or the time when the freight vehicle departs from the last destination as the end time. The freight charge calculation system according to claim 1. When the break start information is input when the time less than the predetermined time has elapsed since the freight vehicle arrived at the non-destination, the management terminal sets the time when the freight vehicle arrived at the non-destination. The transportation charge calculation system according to claim 1 or 2 , wherein the break time is calculated as the start time of the break time. The input unit can input normal work start information indicating that normal work including loading and unloading of cargo is started as the operation information.
Claims 1 to 3 are characterized in that the management terminal sets a time from when the freight vehicle reaches the destination until the normal work start information is first input as a standby time. The freight charge calculation system described in any one of the above. The management terminal is
It is possible to store selection information for selecting whether or not to include the waiting time in the working time.
4. The fourth aspect of the present invention is that when the selection information indicates that the waiting time is not included in the actual working time, the actual working time is calculated by subtracting the waiting time from the total operating time. Described freight charge calculation system. The management terminal is
The mileage at the time of delivery, which is the distance from the garage of the freight vehicle to the first destination,
The distance between destinations, which is the distance between each destination, and the mileage between destinations,
The mileage at the time of returning, which is the distance from the last destination to the garage, is calculated based on the location information.
The transportation charge calculation according to any one of claims 1 to 5 , wherein a daily operation report is created based on the mileage at the time of delivery, the mileage between destinations, and the mileage at the time of return. system. In the toll table, it is possible to record a basic distance indicating the upper limit mileage per day and a distance excess charge corresponding to the excess distance when the mileage between destinations exceeds the basic distance.
The transportation charge calculation system according to claim 6 , wherein the management terminal calculates a transportation charge based on the actual working time, the mileage between destinations, and the charge table. Mobile terminals operated by truck drivers,
A transportation charge calculation system including a management terminal capable of communicating with the mobile terminal.
The management terminal can transmit to the mobile terminal an operation plan of a freight vehicle according to at least two destinations for loading or unloading luggage.
The mobile terminal
An input unit that is operation information indicating the operation status of the driver and can input operation information including ancillary work start information indicating that ancillary work other than normal work including loading and unloading of cargo is started. When,
A position acquisition unit for acquiring the position information of the freight vehicle is provided.
The operation information and the location information are transmitted to the management terminal, and the operation information and the location information are transmitted to the management terminal.
The management terminal is
The basic fare required to charter one freight vehicle per day, the basic time indicating the maximum operating time per day, and the overtime charge corresponding to the excess time when the actual working time exceeds the basic time. , It is possible to store a charge table in which the incidental work charges corresponding to the incidental work are recorded.
The total operating time is calculated by using the time when the operating information is first input after the freight vehicle arrives at the first destination as the start time.
Based on the total operating time, the actual working time is calculated.
The freight charge can be calculated based on the actual working hours and the charge table .
When the incidental work start information is input, the transportation charge is calculated by adding the incidental work charge to the charge calculated based on the actual working hours and the charge table. system. A mobile terminal operated by a driver of a freight vehicle, which is operation information indicating the operation status of the driver, and inputs operation information including break start information indicating that the driver starts a break. A program that includes a possible input unit and a position acquisition unit that acquires the position information of the freight vehicle, and calculates a transportation charge at a management terminal that can communicate with a mobile terminal that transmits the operation information and the position information. There,
The management terminal
A means capable of transmitting an operation plan of a freight vehicle according to at least two destinations for loading or unloading luggage to the mobile terminal, and
The basic fare required to charter one freight vehicle per day, the basic time indicating the maximum operating time per day, and the overtime charge corresponding to the excess time when the actual working time exceeds the basic time. As a means of storing the recorded price table,
A means for calculating the total operating time by using the time when the operating information is first input after the freight vehicle arrives at the first destination as the start time.
A means for calculating the break time based on the break start information, and
A means for calculating the actual working time by subtracting the break time from the total operating time, and
Means for calculating the transportation charge based on said charge table and the production time,
Even if the break start information is not received, at a non-destination where the freight vehicle is a place other than the destination of the operation plan based on the position information and the time corresponding to the position information. when it is determined that the vehicle stops more than a predetermined time, the vehicle stop time in the non-destination, the program for causing to function as a means for setting as the break time. Mobile terminals operated by truck drivers,
A transportation charge calculation system including a management terminal capable of communicating with the mobile terminal.
The management terminal can transmit to the mobile terminal an operation plan of a freight vehicle according to at least two destinations for loading or unloading luggage.
The mobile terminal
An input unit that can input operation information indicating the operation status of the driver, and
A position acquisition unit for acquiring the position information of the freight vehicle is provided.
The operation information and the location information are transmitted to the management terminal, and the operation information and the location information are transmitted to the management terminal.
The management terminal is
The basic fare required to charter one freight vehicle per day, the basic time indicating the maximum operating time per day, and the overtime charge corresponding to the excess time when the actual working time exceeds the basic time. It is possible to store the toll table in which the information is recorded, and to assign multiple vehicle allocation requests including customer information to one vehicle.
The total operating time is calculated by using the time when the operating information is first input after the freight vehicle arrives at the first destination as the start time.
Based on the total operating time, the actual working time is calculated.
The freight charge is calculated based on the actual working hours and the charge table.
A transportation charge calculation system characterized in that an invoice is created for the business partner included in the vehicle allocation request based on the calculated transportation charge.

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