JPH07334797A - Route and timetable determining device for load carrying vehicle - Google Patents

Abstract

PURPOSE:To investigate the possibility of mixed loading and calculate an optimum carrying schedule by calculating total load amounts by combinations of arrival and shipment points of load and determining a combination of arrival and shipment points of load according to the total load amount and the carrying capacity of a vehicle. CONSTITUTION:On the basis of a purchase schedule stored in a data base 39, a main computer 32 calculates the total load amounts by the combinations of shipment and arrival points of load. As for the combination of the same arrival point but a different shipment point, total load amounts are totalized and the maximum value of the minimum carrying frequency is calculated. A carrying frequency is calculated from the total load amount and the carrying capacity of the load carrying vehicle, and when the calculated carrying frequency is larger than the minimum carrying frequency, a route is determined on the basis of this combination, i.e., the combination of the same arrival point but a different shipment point. When the calculated carrying frequency is smaller than the minimum carrying frequency, a new combination is inputted again and a route is determined through similar processes.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rationalization technique for physical distribution in a large-scale production system such as an automobile production system. For example, in an automobile production system, as illustrated in FIG.
There are numerous shipping points such as the engine factory F1 shipping the engine and the mission factory F2 shipping the mission. Further, there are a plurality of receiving points such as the same engine being received at the first factory T1 or the second factory T2. Then, between the shipping points F1, F2 ... And the receiving points T1, T2 ..., the cargo is transported by a cargo transport vehicle such as a truck. Moreover, most of the cargo is transported several times a day in order to reduce distribution inventory. In this case, it is particularly preferable that the load-carrying vehicle has a high loading rate, that the load-carrying vehicle has a high operating rate (rotation efficiency), and that the load-carrying vehicles do not arrive intensively at the arrival point. The present invention proposes a technology in which a reasonable route and a reasonable transportation schedule are determined in response to this request.

[0002]

2. Description of the Related Art In order to determine which vehicle is in charge of which transportation when a lot of information indicating what is transported from where to where is given, JP-A-3-37761 is disclosed.
The technique disclosed in the publication is proposed. This technology employs a method in which one trip is created based on the shipping point and the receiving point, and the trip is assigned to each truck. Then, all assignable candidates are calculated, all candidates are evaluated, and a transportation plan is determined based on the assignment that gives the optimum evaluation value.

[0003]

In this method, trips and tracks are assigned at a ratio of 1: 1 and a route premised on mixed loading is not calculated. Mixed loading here means that one load carrying vehicle loads at two or more shipping points and then carries it to one receiving point, or one load carrying vehicle loads two or more receiving points. Means to carry. If this mixed loading is not taken into consideration, the loading rate cannot be improved and the operating rate cannot be sufficiently improved. However, in the conventional technique, a preferable transportation plan is merely prepared on the premise that mixed loading is not performed. Consolidation must be presupposed to determine a more rational plan.

An object of the present invention is to realize an apparatus in which an optimum transportation plan is calculated after considering the possibility of mixed loading. Another problem is to realize a device for calculating a transportation plan that does not concentrate the transportation vehicles and the unloading work at the arrival point.
Still another problem is to realize a device that calculates a timetable that can obtain a preferable delivery schedule, in consideration of the characteristics of each shipping point with different operating times and break times. .

[0005]

SUMMARY OF THE INVENTION One means of the present invention is
As shown schematically in FIG. 1, multiple shipping points F
1, F2 ... to a plurality of receiving points T1, T2 ... are route determining devices for a group of load-carrying vehicles that carry a load by a plurality of load-carrying vehicles. Based on the information indicating whether to carry only the load V,
A first means 11 for calculating the total cargo amount VT for each combination (F, T) of the shipping point F and the receiving point T, and a second means for inputting a combination of the same shipping point T and different shipping points F. 1
2 and the combination input by the second means 12,
Third means 1 for totalizing the total cargo amount calculated by the first means
3, fourth means 14 for calculating the maximum value of the minimum number of times of transportation for the combination input by the second means, fifth means 15 for inputting the carrying capacity of the load-carrying vehicle, and the third means. The sixth means 16 for calculating the number of times of transportation from the total load amount and the carrying capacity input by the fifth means, the number of times of transportation calculated by the sixth means, and the minimum number of times of transportation calculated by the fourth means. And a seventh means 17 for comparing with, and when the former means the latter or more in the seventh means, the route is determined based on the combination input in the second means 12, and the former is less than the latter. Sometimes the second combination inputs again a new combination, which is solved by the route determination device of the load-carrying vehicle.

[0006]

In the first means 11, the transportation information given for each load, that is, the information indicating how much load V to transport the load (article number) from which shipping point F to which receiving point T is to be transferred. Based on this, the total cargo amount VT is calculated for each combination (F, T) of the shipping point F and the receiving point T. For example, the load of product number 1 is transported by 1 m ³ from the shipping point F1 to the receiving point T1, and the load of product number 2 is also 2 m from the shipping point F1 to the receiving point T1.
^{When 3} are transported, the total amount of cargo transported from the shipping point F1 to the receiving point T1 is 1 m ³ +2 m ³ = 3 m ³ .

The second means 12 inputs a combination in which the arrival points are the same and the shipping points are different. In this case, for convenience, one combination is determined by one shipping point and one receiving point. FIG. 1 exemplifies a case where the combination (F1, T1) is input first, and the case of this exemplification will be described below.

When one combination is input by the second means 12, the total load is totaled by the third means 13. If the combination of (F1, T1) has been input by the second means, (F1 →
The total load of (T1) is used as the total value, and (F1, T1) and (F
If the combination of (2, T1) is input, (F1 → T
1) and the total load of (F2 → T1) are summed to obtain a total value. In the latter case, F1 → F2 → T1 or F2 →
When the route is selected in the order of F1 → T1, the total amount of cargo transported to T1 is totaled.

The fourth means 14 calculates the minimum number of deliveries. For example, when (F1, T1) is input in the second means 12 and the load of product number 1 and the load of product number 2 are transported between F1 and T1, the load of product number 1 operates for one day or one shift. When it is necessary to deliver at least 4 times per unit and the load of product number 2 needs to be delivered at least 6 times, the maximum value of the minimum number of times of transportation (6 times in this example) is calculated. Similarly second
The combination of (F1, T1) and (F2, T1) is input by the means 12, and the minimum number of times of transportation of F1 → T1 is 8 times and F
If the minimum number of transportation times of 2 → T1 is 9, the maximum value (in this case, 9 times) is calculated.

The fifth means 15 inputs the carrying capacity of the load carrying vehicle. The sixth means 16 calculates the number of times of transportation from the total value (VTT) of the total cargo amount totaled by the third means and the transportation capacity input by the fifth means. Here, the number of times of transportation is calculated by the formula [total value / transporting capacity]. Here, [] indicates an integer value rounded up. The seventh means 17 compares the number of times calculated by the sixth means with the minimum number of times of transportation calculated by the fourth means.

If the former is greater than the latter, the route is determined based on the combination designated by the second means. For example, if (F1, T1) is input by the second means and the number of transportations of (F1, T1) is equal to or more than the minimum number of transportations of (F1, T1), F1
→ The T1 route is determined. On the other hand, if the former is less than the latter, for example, (F1, T1) is input by the second means, and the number of transportations between F1 and T1 calculated by the sixth means is the minimum number of transportations of (F1, T1). If less, the second means re-inputs a new combination.

In FIG. 1, the second means 12 has the same arrival point but different shipping points (F1, T1) and (F2, T).
The case where the combination of 1) is re-input is shown. Then, the means after the third means 13 act on this new combination. As a result, when the transportation is carried out between (F1, T1), the requirement for the minimum number of transportation cannot be satisfied.
If a combination of 1) and (F2, T1) is carried, that is, if F1 and F2 are mixedly carried and carried to T1, the minimum number of times of transportation can be satisfied. In addition, in FIG.
As an example of re-inputting the combination of (F1, T1) and (F2, T1), the number of transportation times in the seventh means 17 becomes the minimum transportation number or more, but the number of transportation times becomes the minimum transportation number or more. If not, the combination of mixed loading is input again and the third means and thereafter are actuated again.

In this way, by carrying out mixed loading at the shipping point, a route that can satisfy the minimum number of times of transportation can be found. Moreover, the number of transportation times calculated by the sixth means is the minimum necessary, and the loading rate is maintained high.

[0014]

Other Means for Solving the Problem
In the route determination device schematically shown in FIG. 2, the second means 22 is a means for inputting a combination in which the shipping points are the same and the receiving points are different (see FIG. 2).

[0015]

In this way, in the apparatus shown in FIG. 1, the mixed loading route is determined at the shipping point, whereas according to the apparatus shown in FIG. 2, loads from one shipping point to two or more receiving points are mixedly loaded. The route is determined. It is also possible to integrate the first device and the second device into a single device, and in this way, after taking into account mixed loading of loading at multiple points and unloading at multiple points. The transportation route is planned.

[0016]

[Means for Solving the Problem] In this apparatus, an eighth means is further added, and the eighth means gives the arrival time at the arrival point to the route determined up to the seventh means. . At this time, the eighth means gives an arrival time at which the arrival frequency of the load-carrying vehicle becomes uniform.

[0017]

According to the device equipped with this means, information indicating when each route should arrive at the arrival point is added to each route, and the route and the arrival time are determined.

[0018]

Other Means for Solving the Problems In this apparatus, ninth to eleventh means are further added. That is, in the device for determining the route and arrival time of the load transport vehicle, which is configured up to the eighth means, the time when the load transport vehicle stays at the arrival point from the arrival time, the route, and the unloading time for each load transport vehicle. And a tenth means for calculating the number of load-carrying vehicles staying at the arrival point at each time based on the calculation result of the ninth means, and the calculation result of the tenth means in a graph. Eleventh means and twelfth means for correcting the arrival time given by the eighth means with reference to the graph displayed by the eleventh means are added.

[0019]

[Operation] With this device, it is possible to know in advance how many cargo vehicles are gathering at the arrival point,
If this is biased, the arrival time is corrected and the bias is dispersed. In this way, an arrival time plan is determined in which the cargo-carrying vehicle arriving at the arrival point is not caught in the congestion at the arrival point and the transportation is delayed.

[0020]

[Means for Solving the Problem] The apparatus according to this means is provided with a device for calculating an operation timetable of a load-carrying vehicle from the determined route, arrival time, and operating conditions of the shipping point. This device is provided for each shipping destination. The shipping destination here means a set of shipping points operating under the same operating conditions.

[0021]

The above first to eighth means, preferably the first to eleventh means
The device equipped with the means determines through which route and at what time it should arrive at the point of arrival. Then, in order to realize the determination, the operation schedule of the transportation vehicle is calculated in consideration of, for example, the loading time and the traveling time.
At this time, the conditions do not match for each shipping destination. For example, break times and operating hours may differ for each shipping destination. In this device, the timetable is calculated for each shipping destination. Therefore, the operating timetable for arriving at the arrival point at the determined arrival time is calculated in accordance with the operating conditions of the shipping destination.

[0022]

[Means for Solving the Problem] It is preferable that the operation schedule calculated for each shipping destination is centrally stored on the receiving side. This means responds to this request, and is provided with a timetable information file for centrally storing the timetables calculated for each shipping destination for all load-carrying vehicles.

[0023]

[Function] All schedules are collected in this file, and the examination and revision of the plan will be clarified significantly.

[0024]

FIG. 3 shows the system configuration of this apparatus. In the figure, reference numeral 32 indicates a main computer, which is located at the head office of the receiving destination. In the figure, reference numeral 33 indicates an in-house network, which is connected to factory computers 35 in each factory. Reference numeral 34 in the figure denotes a communication network, which is connected to a supplier computer 36 placed at each shipping destination. Each computer 32, 35, 36 has an input / output device 31, 3
7, 38 are connected. A database 39 is attached to the main computer 32 and stores various data.

FIG. 4 shows information stored as a purchase plan in the database 39. In this information, for each load (article number), the load is transferred from which shipping point F to which receiving point T.
It shows how much load you buy per day. This purchase plan is calculated by the main computer 32 based on the monthly production plan, and varies every month. The load is given by weight (t / day) in addition to volume.

In this purchase plan, as shown in (1) and (2) of FIG. 4, if the product number changes, even if the shipping point and the receiving point are the same, they are treated as different data. As shown in the figure, if the receiving point changes, other data are treated as different data, and as shown in (5) and (6), if the shipping point changes, other data are treated as different data. In addition, the arrival point and the shipping point can be set as a factory unit,
If each factory has a plurality of receiving / shipping areas, a receiving point or a shipping point may be set for each receiving / shipping area.

In the case of the present embodiment, the purpose is to determine the transportation route and operation schedule between each factory, and the arrival point and the shipping point are set for each factory. When determining the transportation route between the loading and unloading areas in the factory, set the shipping and receiving points for each loading and unloading area.

Based on the purchase plan shown in FIG. 4, the main computer 32 calculates the total cargo amount for each combination of the shipping point and the receiving point. For example, as shown in (1) and (2) of Fig. 4, when the load of A1 and A2 is transported between F1 and T1, the load of A1 and the load of A2 are summed and the load between F1 and T1 is increased. Calculate the total load. The data of the total cargo amount thus calculated is stored in the RAM of the main computer 32 as the F-T cargo amount shown in FIG.

The F and T loads calculated in this manner are displayed on the input / output device 31 in the format shown in FIG. 6 to inform the operator of the total loads. FIG. 6 shows the F and T loads in FIG. 5 in a matrix format. When checking in the horizontal direction, how many total loads are transported from which shipping point for one receiving point. Can be recognized at a glance. FIG. 8 shows the processing contents by this apparatus, and the above processing is executed in step 81.

The database of FIG. 3 stores data on the minimum number of times of transportation. This minimum number of transportation is shown in Figure 4.
It is assigned to each of the purchase plans of. Figure 4 shows A1
The load indicates that it is B1m ³ transported per linear to T1 from F1. In this case, depending on the accommodation space at the arrival point T1, it may not be possible to accommodate B1m ³ at one time. Therefore, it is necessary to transport B1 ³ at least twice or three times. The minimum number of transportation times referred to here means this, and this is stored in the database 39.

Now, as shown in (1) and (2) of FIG.
When the product numbers A1 and A2 are transported between T1, the minimum number of transportations of A1 is D1, and the minimum number of deliverys of A2 is D2, the minimum number of transportations between F1 and T1 is the maximum value of D1 and D2. This is because, for example, if D1 <D2 and D1 is the minimum number of times of transportation, the load of A2 cannot be accommodated. In the F-T load table in FIG. 5, the minimum number of times of transportation in the right column is calculated in this way. This process is executed by the main computer 32.

In step 82 of FIG. 8, the operator uses the input / output device 31 to designate a group that can be mixed. For example, when shipping points F1 and F2 are close to each other and F3 is far away from each other, F1 and F2 are considered as one group and F3 is considered as another group. Similarly, if the arrival points T1, T2, T3 are close to each other, T4, T5 are close to each other, and T1 to T3 and T4 to T5 are far away from each other, one group is made up of T1, T2 and T3, and another is made up at T4 and T5. Group of.

Step 83 of FIG. 8 shows a process in which the operator designates F and T having large loads from the table of FIG. 6 displayed on the input / output device 31. First F and T 1
One is designated (in this case, mixed loading is not performed), and then, in step 96, which will be described later, a combination in which the arrival points are the same and the shipping points are different (mixed loading in this case) is considered. This will be described later.

When F and T are designated in step 83 of FIG. 8, the operator then designates the vehicle type from the input / output device 31. At this time, the operator refers to the vehicle information stored in the database 39. The vehicle type mentioned here indicates a difference in carrying capacity, and for example, a vehicle type such as a 4-ton vehicle or a 2-ton vehicle is designated.

When F and T are designated in step 83 and the vehicle type is designated in step 84, the number of times of transportation is calculated in step 85. For example, when F1 and T1 are designated in step 83, the total cargo amount is C1, from FIGS.
Since it is found that the total load C1,1 is divided by the carrying capacity of the vehicle, the number of times of carrying is calculated. In this case, the number of times of transportation is calculated by rounding up after the decimal point. If the number of times of transportation calculated from the viewpoint of weight is higher, the value with the larger number is used as the number of times of transportation.

The number of times of transportation thus calculated is compared with the minimum number of times of transportation between F and T designated in step 82. If the former is less than the latter, the request for the minimum number of transportations is not satisfied, so it is examined in step 87 whether there is room for changing the vehicle type. If it is possible to change to a smaller vehicle type, the process returns to step 84, the same process is repeated after redesignating to a small vehicle type. If there is no room to change the model, step 96
Proceed to and consider the possibility of mixed loading. This will be described later.

Now, if the number of transportation times ≧ minimum transportation frequency at step 86, it is understood that the requirement for the minimum transportation frequency is satisfied when transportation is performed between F and T designated at step 83. In this case, step 88 determines the loading rate. Here, the load factor is a value obtained by dividing the actual load by the transportable load, and is the value obtained by multiplying the transportable load per unit by the number of transports (this is the transportable load). It is calculated by dividing the load.

The load factor calculated in step 88 is considered in step 89. Here, it is determined whether the loading rate is too low or within the allowable range, and if it is too low, the routine proceeds to step 96. If the loading rate is within the allowable range, then in step 90, the order is designated. In the present example, in step 83, F1 → T1
Is specified, and the order is uniquely determined. However, a combination of F1 → T1 and F2 → T1 may be input in step 96, which will be described later.
Two orders of 1 → F2 → T1 and F2 → F1 → T1 can be selected. In this case, the operator designates F1 → F2 → T1 or F2 → F1 → T1 from the input / output device 31.

Now, when it is determined where to carry from step up to step 90, the cycle time is calculated (step 91). At this time, since F and T are determined, the type of the load is also determined, and the loading time and the unloading time of the load can be known. In addition, since it is known where to transport from, it is possible to know the traveling time during this period.
It should be noted that these numbers are stored in the database 39 in advance and are determined based on past results.

The cycle time is calculated (step 9
1) When the number of deliveries is calculated (step 85), the total time is calculated by multiplying the cycle time by the number of deliveries. Then, by dividing it by the operating time per shift of the truck or the load carrying vehicle, the required number of load carrying vehicles is calculated (step 92). Although the number of units is an integer, in step 92 the decimal point is obtained.

If the fraction thus obtained is small, such as 1.1 or 2.1, step 93 becomes YES and step 94 is executed. In this case, there is a possibility that the number can be reduced to 1 or less or 2 or less by modifying something.
In step 94, the possibility is examined. Specifically, we will consider whether there is room to shorten the cycle time by improving the loading procedure and the unloading procedure, and whether it is possible to eliminate the fraction by modifying the operating time. Then, after the correction, the processes after step 90 are redone to examine whether or not the fraction can be eliminated.

When the number of vehicles is, for example, 1.3 to 1.7, step 93 is not executed because it is difficult to correct 0.3 vehicles. Instead, step 95 becomes yes and step 96 is executed. This means that the required number of vehicles is halfway in comparison with the amount of cargo, and it means that it is possible to carry extra cargo within a range that does not require an increase in the number of vehicles. In this case, consider the possibility of mixed loading.

When the number calculated in step 92 reaches a number such as 1.9 or 2.9, step 95
Is no. This case corresponds to the case where the required number of units and the load amount substantially correspond to each other. At this time, the number after the decimal point is advanced to the actual number (Step 97). Then, in step 98, the operating rate is calculated. The operating rate is the total transport time divided by the total operating time. The former is calculated as cycle time x number of transports, and the latter as operating time x number of units. In this case, since Step 95 is NO, the number of units and the amount of cargo are almost commensurate, and a high operating rate is calculated.

Now, for F and T designated in step 83, the requirement of the minimum number of transportations is satisfied (step 86),
If the load factor requirement is satisfied (step 89) and the operating rate requirement is satisfied (step 95), it is confirmed that transportation between F and T is sufficient. Therefore, one route is determined accordingly. Then, the data is removed from the F-T load amount in FIGS. 5 and 6 (step 99).

Now, between F and T designated in step 83, if the request for the minimum number of transportations cannot be satisfied even if the vehicle type is changed, a high loading rate cannot be obtained, or the number of vehicles and the amount of cargo match. If a high operating rate cannot be obtained, a mixed loading candidate is designated in step 96.

In this case, a combination in which the arrival point (for example, T1) is the same and the shipping point is different (for example, F1 → T1,
The operator specifies F2 → T1). In this case, the F-T load amounts of FIGS. 5 and 6 are totalized for this combination, and the processing of step 84 and subsequent steps is executed again based on the totalized value. Further, the minimum number of times of transportation of F1 → T1 and the maximum number of times of transportation of F2 → T1 are the minimum number of times of transportation. in this case,
By taking the route of F1 → F2 → T1 or F2 → F1 → T1, the minimum number of transportations is satisfied, and when the satisfactory loading rate and operating rate are obtained, the process proceeds to step 99, and somewhere else. If it doesn't work, step 96 again
Return to. While repeating this, the optimum route is decided after considering the possibility of mixed loading. In step 96 of FIG. 8, the possibility of mixed loading within the group designated in step 82 is examined.

In the case of this embodiment, as shown in (1) of FIG. 9, a route not to be mixed is first examined (this corresponds to step 83 in FIG. 8), and then the possibility of mixed loading is determined in step 96. Consider. At this time, as shown in (2) of FIG. 9, first, consider a combination in which the receiving point is the same and the shipping point is different, and when a good route cannot be obtained with that, as shown in (3) of FIG. , Consider the combination of different shipping points at the same shipping point, and finally the combination of multiple shipping points and multiple incoming points.

In the case of this embodiment, the invention of claim 1 is embodied by enabling the examination of FIG. 9 (2),
The invention of claim 2 is embodied by being able to study FIG. 9 (3).

10 to 14 show an example of the result obtained by the above-mentioned processing procedure. First, FIG. 10 shows FIG.
3 shows an example of F-T load amount for each T corresponding to. Further, FIG. 10 shows the minimum number of deliveries by T corresponding to FIG. 7. And FIG. 12 has shown the carrying capacity by vehicle type.

First, in step 83 of FIG. 8, F and T having the maximum load, in this case 22.6 of F1-T1 are designated (131 and 132 of FIG. 13). Next, at step 84, a 4-ton vehicle is designated in this case. Then, the number of transportation times is calculated in step 85 (133 in FIG. 3). The calculated number of times (five times in this case) is compared with the minimum number of times of transportation between F1 and T1 (see FIG. 11) (step 86 in FIG. 8, FIG. 13).
134). In this case, the number of times of transportation calculated in step 86 is the minimum number of times of transportation, and the processing after step 88 is executed.

Then, in step 88, the loading rate is calculated (135 in FIG. 13). In this example, it is 90.4%,
This is a good load factor and step 89 is yes. The order is specified in step 90. In this case, F1-T1 is specified, and the order is uniquely determined. Now, in step 91, the cycle time is calculated. In this case, since it is specified that the transportation is between F1 and T1, the type of load and the amount of load are also determined, and the loading time and the unloading time are calculated therefrom. In addition, the traveling time between F1 and T1 is also known, and using these times, F
Load at 1, travel to T1, unload at T1, F1
The cycle time until returning to is calculated. 1 of FIG.
36 exemplifies that the cycle time calculated in this way was 90 minutes. Then step 92
Calculate the number of units. At this time, the total transportation time is 90 minutes × 5
The former is divided by the latter using the fact that the number of times is 450 minutes and the operating time per shift of the truck is 510 minutes. 137 of FIG. 13 illustrates that 0.88 units have been calculated. In this case, the fractional part below the decimal point is sufficiently large, and both steps 93 and 95 are NO. At step 97, the fractional part is rounded up to the required number.
Then, in step 98, the operating rate is calculated. 13 of FIG.
8 illustrates that an operating rate of 88.2% can be obtained. In this case, since the steps 93 and 95 are prepared, the operating rate calculated in step 98 is always good.

By the above, the route of F1 → T1 is determined. Therefore, 22.6 of F1 → T1 is removed from the F-T load amount in FIG. 10 (step 99), and it is determined in step 100 whether there is a remaining load amount. In this case, since the load remains, the process returns to step 83.

When step 83 is executed in this state,
Next, 19.1 between F3 and T1 is designated (1 in FIG. 13).
39, 140). Next, the number of times of transportation is calculated, and in this case, four times is calculated (141 in FIG. 13). This number is F
It is compared with the minimum number of transports between 3 and T1 (see FIG. 11). In this case, the number of times of transportation (4 times) is less than the minimum number of times of transportation (6 times) in step 86, and the process proceeds to step 87. If NO in step 87, the process proceeds to step 96. In step 96, a combination in which the arrival point T1 is the same and the shipping point F is different, in this case, a combination of F2 → T1 and F3 → T1 is designated (see 143 in FIG. 13).

When the combination of (F2, T1) and (F3, T1) is designated, the FT cargo amount is totaled and the totalized value is calculated (144 in FIG. 13). Next, the number of transportations is calculated (145 in FIG. 13). The number of times calculated in this way is compared with the maximum value (6 in this case) of the minimum number of transportations (2) between F2 and T1 and the minimum number of transportations (6) between F3 and T1,
This time it will be OK. That is, by loading the loads of F2 and F3 together, it becomes possible to satisfy the request for the minimum number of times of transportation.

Then, in step 88, the loading rate is calculated,
In this case, a value of 92.6% is obtained (147 in FIG. 3).
This loading rate is a good value, and step 89 becomes yes. Then, in step 90, the order is designated next. In this case, in step 96, (F2, T1) and (F3, T1)
Since the combination is designated, the order of F2 → F3 → T1 and F3 → F2 → T1 can be selected. Then, the operator designates one of the orders by the input / output device 31. After the order is designated, the cycle time is calculated in step 91 of FIG. In this case, it is illustrated that the value of 140 minutes is calculated (148 in FIG. 13).

Next, at step 92, the number of vehicles is calculated. In this case, it is necessary to carry out a cycle time of 140 minutes 7 times, and the number of 1.92 trucks is calculated from the fact that the operating time of one truck is 510 minutes (14 in FIG. 3).
9). The fraction of 1.92 units is sufficiently large, and steps 93 and 95 are both negative, confirming that the load and the carrying capacity are well matched. Therefore, in step 97, the fraction is rounded up to the number of units, and in step 98, the operating rate is calculated. As a result, an operating rate of 96.1% is obtained (150 in FIG. 13). From the above, it can be seen that if the F2 → T1 and F3 → T1 are transported as a set, the minimum number of transports, the loading rate, and the operating rate can be made good, so that the load is FT load in step 99. To remove from. As a result, F2 →
Only T2, F3 → T2, F3 → T3 remain. Then, the processing from step 83 is repeated again.

In this case, the load of 19.1 of F2 → T2 is designated (151 and 152 in FIG. 13), the number of times of transportation is calculated (153), and compared with the minimum number of times of transportation (154),
The loading rate is calculated because it is more than the minimum number of transportation (15
5), the cycle time is calculated (156), and the number of vehicles is calculated. In this case, a value of 1.02 is calculated.
In this case, the fraction is 0.02, and the first step 9
Fix with 4. If the fraction cannot be erased even after the correction, the mixed loading is considered in step 96. In this case, a combination in which the shipping point T2 is the same and the shipping points F2 and F3 are different is designated (159 in FIG. 13), and thereafter the load amount is totaled (16
0), the number of times of transportation is calculated (161), compared with the minimum number of times of transportation (162), the loading rate is calculated (163), the cycle time is calculated (164), and the number of vehicles is calculated again (165). As a result, the number of vehicles is 1.76, and since the cargo capacity and the carrying capacity are almost matched this time, the operating rate is calculated and it is decided to carry F2 → T2 and F3 → T2 as a set.

In this way, the routes satisfying the request for the minimum number of times of transportation and having a good loading rate and operating rate are successively determined. FIG. 14 shows a list of routes and the like determined in this way. From this table, routes, required vehicle types and the number of vehicles are calculated, and the loading rate, operating rate, and number of transportations are immediately known.

When the route shown in FIG. 14 is determined and the number of times of transportation is determined, it is preferable that the load-carrying vehicles arrive at one receiving point at a uniform frequency. FIG. 15 shows a table used for allocating arrival times at uniform intervals.

For example, the bottom column of FIG.
It shows the arrival time for the route that is transported once, and
The immediate 8 hours are divided into 16 times to form one cycle (30 minutes). Then, the cycle is divided at intervals of 5 minutes, for example, # 1 at 8:00, 13:00, 21:00, and 2:00.
, 8:05, 13:05, 21:05,
Assigned the number # 3 to 2:05, 8:10, 13: 1
The numbers # 2 are assigned to 0, 21:10 and 2:10, and 8:
The number # 4 is given to 15,13: 15,21: 15,2: 15. On the other hand, the 20 minutes and 25 minutes columns are not numbered. Thereafter, the same number (pattern) given here appears repeatedly every 30 minutes (1 cycle).

On the other hand, of the routes determined as shown in FIG.
A random number that fluctuates among 4 to 4 is given, and the arrival time of the route to which the random number 1 is given is the time of # 1 in the table of FIG. Here, if the appearance frequencies of random numbers are made uniform, the arrival times are dispersed. Since the arrival is not allocated to 20 minutes and 25 minutes, the transport vehicle does not arrive immediately before the end of each shift, and the shift does not end during the unloading work of the transported load. I am trying.

Although the above description has been made for the case of carrying 16 times per shift, the same applies to the case of carrying 14 to 2 times per shift, and the same is the case if it is carried twice per shift. Frequent arrival times will be assigned to each cargo transport. For example, if it is transported twice per shift, one cycle is 4 hours, the arrival time is not assigned for 4 × 5 minutes immediately before the end of each cycle, and the remaining 3 hours and 40 minutes are equally divided into 44, and 1 1 to 2 direct delivery routes
A random number that fluctuates in 44 is given, and the arrival time is given to each route.

When the route and the arrival time are given in this way, it is possible to know what kind of load is loaded from the route and the time required for the unloading work of that load. It is calculated how long the transport vehicle that arrives at the time assigned in step 4 stays at the arrival point. FIG. 16 shows this. For example, if it takes 15 minutes to unload a vehicle carrying between F1 and T1, it means that the vehicle arrived at 7:45 minutes stays until 8:00. ing.

In this way, when which vehicle is staying from when is calculated, this time, by organizing it by time, how many vehicles are staying at the arrival point at a certain time. I can tell. Figure 17 shows this, where (1) is the number of stays of the cargo carrier twice per shift, (2) is the number of stays of vehicles that arrive four times, and (3) is the total number of all vehicles. Shows. In this case, it can be seen at a glance that the unloading work is concentrated around 8:35 minutes. The graph shown in FIG. 17 is displayed as a graph on the input / output device 31 shown in FIG. 3 to notify the operator.

When the timing of unloading work concentration is specified by the graph of FIG. 17, it can be seen by referring to the table of FIG. 16 which unloading vehicle is involved in the unloading work. Then, it is possible to examine whether or not the concentration can be eased by shifting it back and forth. FIG. 17
In this case, it is known that the concentration of the unloading work can be alleviated by delaying the arrival time of the vehicle arriving at 8:35 and staying until 8:45 by 5 minutes.

By thus finely correcting the arrival time determined by the table of FIG. 15, the most preferable arrival time can be determined. When the arrival time is given to each route in this way, the information is sent from the main computer 32 of FIG. 3 to the supplier computer 36. Where supplier computer 36
Is provided for each product shipping destination. For this product shipping destination, the shipment point (factory) is loaded, the load is carried, the delivery point is unloaded, and the arrival time Information is transmitted. Supplier computer 3
6 calculates an operating timetable based on this. At this time, the schedule is determined by the convenience of the supplier.

FIG. 18 exemplifies an operation schedule of a flight which is required to arrive at 9:30, for example. (1)
Shows a diagram calculated when the supplier adopts a method of carrying out traveling and cargo handling work while ignoring rest periods and open periods. (2) shows a diagram calculated when the cargo handling work and traveling are stopped during the break, while the direct open time is calculated when the cargo handling work and traveling are performed. (3) shows a timetable calculated when the method of carrying out the traveling is adopted while the cargo handling work is stopped during the break time and the open time immediately before. In addition, (4) shows the timetable calculated for both the break time and the direct open time when the cargo handling / running is stopped. These are calculated by the supplier computer 36 in accordance with the convenience of the product shipping destination, and as a result, a timetable that is reasonable and has no waste is determined in accordance with the convenience of each supplier.

In this way, the supplier computer 3
The timetable information calculated in 6 is stored in the main computer 32.
Are collected and stored in the database 39 as timetable information. In this timetable information, all the timetables specified for each supplier are stored in a centralized manner, and the operator can refer to this information as necessary, and call up the necessary information for consideration / correction. You can

[0069]

According to the present invention, when a load is transported between a plurality of shipping points and a plurality of receiving points, a transportation route having a high loading rate is determined and an arrival time at which the unloading work is not concentrated. Will be given, and the timetable will be determined according to the circumstances of the shipping destination, and a physical distribution that is unreasonable and wasteful will be secured.

[Brief description of drawings]

FIG. 1 is a diagram schematically showing one embodiment of the present invention.

FIG. 2 is a diagram schematically showing another embodiment of the present invention.

FIG. 3 is a system configuration diagram of an embodiment.

[Figure 4] Diagram showing the contents of the purchase plan

FIG. 5 is a diagram showing the contents of F-T load.

FIG. 6 is a diagram showing the contents of FT cargo amount by T.

FIG. 7 is a diagram showing the minimum number of times of transportation between FTs by T.

FIG. 8 is a processing procedure diagram of the embodiment.

FIG. 9 is a diagram showing an examination order of mixed loading candidates.

FIG. 10 is a diagram showing an example of FT load amount for each T.

FIG. 11 is a diagram showing the minimum number of times of transportation between FTs by T.

FIG. 12 is a diagram showing an example of carrying capacity.

FIG. 13 is a diagram specifically exemplifying the procedure of FIG. 8;

FIG. 14 is a diagram showing determined routes and the like.

FIG. 15 is a table for giving arrival times

FIG. 16 is a diagram exemplifying a staying time for each vehicle.

FIG. 17 is a diagram exemplifying the number of staying vehicles for each time.

FIG. 18 is a diagram showing an example of a calculated timetable.

[Explanation of symbols]

 11 1st means 12 2nd means 13 3rd means 14 4th means 15 5th means 16 6th means 17 7th means

Claims (6)

[Claims] 1. A route determination device for a group of load-carrying vehicles that carries loads by a plurality of load-carrying vehicles from a plurality of shipping points to a plurality of receiving points. The first means for calculating the total cargo amount for each combination of the shipping point and the receiving point based on the information indicating whether to carry the cargo amount, and the first means for inputting the combination having the same receiving point and different shipping points 2 means, 3rd means for totalizing the total load amount calculated by the 1st means for the combination input by the 2nd means, and the combination of the 2nd means input, the minimum number of times of transportation The number of times of transportation is calculated from the fourth means for calculating the value, the fifth means for inputting the transportation capacity of the load-carrying vehicle, the total load amount calculated by the third means, and the transportation capacity input by the fifth means. A sixth means for calculating, and a sixth means for calculating And a seventh means for comparing the number of times of transportation with the minimum number of times of transportation calculated by the fourth means. When the former means the latter or more in the seventh means, the combination input by the second means is used. A route determining device for a load-carrying vehicle, wherein a route is determined based on the former, and when the former is less than the latter, a new combination is input again by the second means. 2. A route determination device for a group of load-carrying vehicles that carries loads by a plurality of load-carrying vehicles from a plurality of shipping points to a plurality of receiving points. The first means for calculating the total cargo volume for each combination of the shipping point and the receiving point based on the information indicating whether to carry the cargo amount, and the first means for inputting the combination having the same shipping point but different receiving points. 2 means, 3rd means for totalizing the total load amount calculated by the 1st means for the combination input by the 2nd means, and the combination of the 2nd means input, the minimum number of times of transportation The number of times of transportation is calculated from the fourth means for calculating the value, the fifth means for inputting the transportation capacity of the load-carrying vehicle, the total load amount calculated by the third means, and the transportation capacity input by the fifth means. A sixth means for calculating, and a sixth means for calculating And a seventh means for comparing the number of times of transportation with the minimum number of times of transportation calculated by the fourth means. When the former means the latter or more in the seventh means, the combination input by the second means is used. A route determining device for a load-carrying vehicle, wherein a route is determined based on the former, and when the former is less than the latter, a new combination is input again by the second means. 3. The route determining device for a load-carrying vehicle according to claim 1 or 2, further comprising an eighth means for giving an arrival time at the arrival point for each determined route. Is a device for determining a route and an arrival time of a load-carrying vehicle, which gives an arrival time at which the arrival frequency of the load-carrying vehicle is uniform. 4. The route and arrival time determining device for a load carrying vehicle according to claim 3, wherein the load carrying vehicle stays at an arrival point based on the arrival time, the route, and the unloading time for each load carrying vehicle. The ninth to calculate time
Means, tenth means for calculating the number of load-carrying vehicles staying at the arrival point for each time based on the calculation result of the ninth means, and eleventh means for displaying the calculation result of the tenth means in a graph. And referring to the graph displayed by the eleventh means,
12. A device for determining a route and an arrival time of a load-carrying vehicle, further comprising twelfth means for correcting the arrival time given by the means. 5. The load carrier vehicle route and arrival time determination device according to claim 3 or 4 calculates the timetable of the load carrier vehicle from the determined route, arrival time, and operating conditions of the shipping point. A device for determining the timetable of a load-carrying vehicle, characterized in that each device is added to each shipping destination. 6. A timetable information determining apparatus according to claim 5, further comprising a timetable information file for centrally storing timetables calculated for each shipping destination for all the timetables. A device for determining timetables for cargo carriers.