KR102142222B1 - Traffic management method for efficiency of port distribution - Google Patents

Abstract

The present invention relates to a transport management method executed in a mobile terminal for port distribution transport management. According to an embodiment of the present invention, the transport management method comprises the following steps of: receiving, by a mobile terminal, dispatch information on first work among a plurality of work of one route assigned to the mobile terminal among transport schedules that are generated based on a transport quantity to be transported within a predetermined time and the number of available vehicles and consist of multiple routes; and receiving, from a transport company server, identification information of a quantity to be carried out or carried in and slip information including location information of the quantity, when arriving at a carry-out site or carry-in site of a predetermined quantity according to the dispatch information of the first work.

Description

{Traffic management method for efficiency of port distribution}

The present invention relates to a system for managing logistics in a port, and more particularly, to a method for managing logistics transportation that can be executed in a mobile terminal for the efficiency of logistics in export and import ports.

In the field of logistic transportation, where the volume (container) is imported and exported through ports and transports between multiple regions, determining how to allocate a given amount of transportation to a limited container vehicle in a limited time and which route to operate improves transportation efficiency. It is very important. Designing a distribution schedule to allocate the appropriate number of containers (containers) in the proper order for each container vehicle can save logistics costs and transportation time.

However, in the related art, scheduling and delivery are often performed manually by experienced shippers who schedule transportation and distribute it to each vehicle, so it takes a lot of time for scheduling and delivery and cannot guarantee optimal transportation efficiency. There was a problem that cannot be improved.

Patent Literature 1: Korea Patent Publication No. 2001-0075961 (published on August 11, 2001) Patent Document 2: Korean Patent Publication No. 2002-0061293 (published on July 24, 2002)

The present invention has been devised to solve the above-mentioned problems, and aims to save time and effort spent in logistics transportation management and improve transportation efficiency by automating scheduling and distribution management that depended on manual operation.

In addition, the present invention aims to perform scheduling and dispatching operations so that vehicle drivers of each container vehicle can make even profits, not only considering aspects of minimizing logistics costs and transportation time.

In addition, the present invention aims to further improve the transportation efficiency by allowing autonomous scheduling and dispatching tasks to be performed independently by multiple carriers, but sharing quantity information or dispatcher information as needed.

According to an embodiment of the present invention, as a transportation management method executed in a mobile terminal for transportation management of port logistics transportation, the mobile terminal is generated based on the number of vehicles to be transported and available vehicles to be transported within a predetermined time, and a plurality of Receiving dispatch information regarding a first work among a plurality of walks of a route assigned to the mobile terminal from a transport schedule consisting of four routes from a transport server; And when it arrives at a carry-out or carry-in of a predetermined quantity according to the distribution information of the first work, receiving slip information including identification information of the quantity to be carried out or carried and location information of the quantity from the carrier server. ;, each route of the transport schedule is composed of a plurality of walks, each walk includes a transport operation for transporting at least one quantity from an export destination to an import destination, wherein the transport schedule includes a transport distance and a tolerance rate. It is characterized in that it is generated based on the transport volume-related information, the export-related information, the import-related information, and the estimated time and distance information for each work, so that at least one of them can be transported by a predetermined priority. Provides a transportation management method.

According to an embodiment of the present invention, there is provided a computer-readable recording medium characterized in that a program for executing the transportation management method is recorded.

According to an embodiment of the present invention, by providing automatic scheduling and distribution management system that can save time and effort spent in logistics transportation management and improve transportation efficiency by automating scheduling and dispatching tasks instead of conventional methods that depended on manual labor. can do.

In addition, according to the present invention, by carrying out the dynamic distribution step, it is possible to further improve the transportation efficiency by distributing the most appropriate quantity to each vehicle in accordance with the actual situation that occurs during the transportation of the quantity. It has the advantage of being able to further improve the transportation efficiency by allowing it to share information on quantity and distribution if needed independently.

1 is a view for explaining logistics transportation in a port;
2 is a diagram for explaining an automatic scheduling and dispatch management system according to an embodiment of the present invention;
3 is a block diagram illustrating the configuration of a carrier and a carrier server according to an embodiment;
4 is a block diagram illustrating a transport server according to an embodiment;
5 is a flowchart illustrating an automatic scheduling and dispatch management method according to an embodiment;
Figure 6 is a flow chart for explaining the scheduling step of Figure 5,
7 is a view for explaining related information about the transport volume,
8 is a view for explaining a method of analyzing a transport quantity according to a predetermined standard;
9 is a view for explaining the schedule generation and selection steps of FIG. 6,
Figure 10 is a flow chart for explaining an embodiment of the transport management step of Figure 5,
11 is a diagram illustrating a home screen of a mobile app according to an embodiment;
12 and 13 are views showing a screen of a mobile app when performing logistics transportation according to an embodiment;
14 is a view showing an exemplary screen of sleep data according to an embodiment;
15 is a diagram illustrating an exemplary execution time point of a dispatch step for a work.

The above objects, other objects, features and advantages of the present invention will be readily understood through the following preferred embodiments related to the accompanying drawings. However, the present invention is not limited to the embodiments described herein and may be embodied in other forms. Rather, the embodiments introduced herein are provided to ensure that the disclosed contents are thorough and complete and that the spirit of the present invention is sufficiently conveyed to those skilled in the art.

In the present specification, the singular form also includes the plural form unless otherwise specified in the phrase. As used herein,'comprise' and/or'comprising' does not exclude the presence or addition of one or more other components.

Hereinafter, the present invention will be described in detail with reference to the drawings. In describing the specific embodiments below, various specific contents have been prepared to more specifically describe and understand the invention. However, readers who have knowledge in this field to understand the present invention It can be recognized that it can be used without specific content. It should be noted that, in some cases, parts that are commonly known in describing the invention and which are not significantly related to the invention are not described in order to prevent confusion in describing the present invention.

1 is a view for explaining logistics transportation in a port, and a port is schematically shown for explanation of the invention. Generally, in logistics transportation, an area that can be grouped into one transportation area is considered as a'region' considering the average transportation distance. In the case of port logistics transportation, one port can be classified into one area. For example, in FIG. 1, Busan New Port and Busan North Port may be marked as separate regions. Of course, this is classified for convenience, so that more than one term may be included in a region.

Each port area has one or more port terminals (T1 to T3) that can be docked by container ships. Each terminal is equipped with facilities such as cranes and container yards as a connection point for sea transportation and land transportation through container ships. The cargo (container) unloaded from a container ship moored at one terminal of the port may be transported to another terminal or other port of the same port and then carried on a different container ship to be transported abroad, or to other inland areas (eg'regions' 3'). Therefore, as indicated by the arrow in FIG. 1, each container is classified into intra-terminal transport within the same port, different inter-port transport, and/or inter-regional transport, and these tens of thousands of containers are distributed to container vehicles for a limited time. It must be transported to a suitable destination.

On the other hand, in the following description, unless specifically required to be used, the object of transportation,'cargo','container', and'quantity' will be used without distinction. In addition, expressions such as'transportation','delivery','transportation','transportation', and'transportation' will be used without any distinction as the operation of transporting the transport object to the destination.

2 is a diagram illustrating an automatic scheduling and dispatch management system according to an embodiment of the present invention. In general, the owner (shipper) 20 of the quantity is requested (order) to transport the quantity of the quantity to a specific ship by a specific date for the cargo transportation. The carrier 10 can operate the carrier server 100 according to the present invention, and the carrier server 100 according to an embodiment executes an automatic scheduling and dispatch management system to receive from the shipper 20 Various transportation related information included in the order, and various information necessary for transportation are collected from the shipping company 30, customs 40, and port terminal operating system 50 of the corresponding vessel and registered in the database, and based on the registered information It performs scheduling and distribution management for transportation.

At this time, each transport driver belonging to the carrier 10 or contracting with the carrier 10 installs the mobile app 60 on their mobile device and uses the mobile app 60 for scheduling information and/or Alternatively, it is possible to receive information related to dispatching, and each transport driver transmits his current location or transport status to the transport server 100 through the mobile app 60, so that the transport server 100 transports the entire transport volume. Management can be done dynamically.

The transport server 100 is a system managed and operated by one transport company 11, but in an alternative embodiment, a plurality of transport companies may share and use one transport company server 100. That is, as shown in FIG. 3, a plurality of carriers 11, 12, ... may perform scheduling and dispatch management respectively using one carrier server 100 and share data as needed.

4 is a block diagram schematically showing a carrier server 100 performing a scheduling and dispatch management system according to an embodiment.

4, the carrier server 100 according to an embodiment may be any computer device capable of executing the steps of the flowcharts shown in FIGS. 5, 6, and/or 10, as shown It may include a processor 110, a memory 120, and a storage device 130.

The storage device 130 is a storage medium that can permanently store data, such as a hard disk drive or flash memory, a scheduling program 131 that performs the flowcharts of FIGS. 5, 6, and/or 10, and a transportation management program It can store programs or algorithms such as (132).

The database 150 stores various transport related data including the order of the shipper, and the scheduling program 131 receives various data from the database 150, analyzes the quantity to be transported, establishes a transport schedule, and schedules vehicles. Performing an operation (e.g., step S20 of FIG. 5) to be assigned to a route, and the transportation management program 132 distributes an amount to a vehicle according to a transportation schedule and/or a real-time transportation situation and manages the transportation status (e.g., FIG. S30).

In this configuration, these various programs or algorithms are stored in the storage device 130 and then loaded into the memory 120 under the control of the processor 110 and executed. Alternatively, a part of the scheduling program 131 or the transportation management program 132 may exist in an external device or server existing separately from the system 100, and the system 100 may transmit data or variables to the corresponding external device. Upon request to the server, the external device or server executes the program or algorithm, and then transmits the result data to the system 100, so that the scheduling program 131 or the transportation management program 132 may operate.

5 is a flowchart illustrating an automatic scheduling and dispatch management method according to an embodiment of the present invention. Referring to the drawings, the scheduling and dispatch management method according to an embodiment includes collecting and registering data based on the freight transport order of the shipper (S10), analyzing the shipping quantity from the registered data, and scheduling to establish a shipping schedule It may include a step (S20), and a step (S40) of distributing and distributing the quantity of goods to the vehicle according to the scheduling and managing the quantity of goods.

First, in step S10, the transport company 10 receives a quantity transport order from a plurality of shippers 20, collects various necessary information and data for the quantity transport, and stores it in a database 150.

The volume transport order generally includes information related to transport volume, information related to export, and information related to import. For example, FIG. 7 shows an example in which some of the data stored in the database 150 are sorted by cargo (container), and information related to the transport quantity of the order is included in the container identification number (con number) and container-related data of FIG. 7. Correspondence, and includes, for example, container identification number, seal (seal) number, container specifications, whether cargo is included (F/E), container weight, and the like. The export-related information corresponds to the export-related data in FIG. 6(a), and includes information such as an export destination, an export company, a clear, a navigation number, and a port date. The import-related information corresponds to the import-related data in FIG. 7 and may include, for example, information such as a place of entry, a carrier, clearness, a navigation number, a departure date, etc., and some information is included in a volume transport order according to a specific embodiment. Of course, it can be omitted or added.

The carrier server 100 may additionally collect additional information for transporting the cargo from the shipping company 30, the customs office 40, and/or the port TOS 50 upon receiving the transport shipment order. For example, additional information (e.g., terminal bus, terminal port code, etc.) and cargo characteristics and status (e.g., whether to report dangerous goods, whether to search for X-rays, whether to issue DO, whether to report imports, etc.) It can be collected from the shipping company 30, customs 40, and / or port TOS (50). As a collection method, for example, related information may be received by e-mail, fax, etc., or may be collected by a method such as automatic collection from the homepage routing information of the corresponding institution. The collected information is registered in the database 150 through a change (unification) operation, such as data format and unit.

Then, the scheduling and vehicle allocation step S20 is performed based on the data registered in the database 150. In the scheduling and assignment step (S20), an available vehicle may be assigned to each route after selecting a quantity to be transported within a predetermined time and generating a transport schedule consisting of a plurality of routes.

In this regard, FIG. 6 shows a specific embodiment of the scheduling and allocation step S20 of FIG. 5. According to this embodiment, in step S210, an amount to be transported within a predetermined time is selected based on order data. For example, based on the ship's arrival/departure information, the quantity of water to be transported within a predetermined time is calculated by sorting the quantity by time (by date). Here,'the amount to be transported within a predetermined time' may mean, for example, the quantity to be delivered tomorrow based on today, or the quantity to be transported this afternoon based on today's morning. Or alternatively, it may mean a quantity to be transported for a predetermined period of time after a certain time based on the current time, and the meaning may vary according to a specific embodiment.

For example, FIG. 7 shows a state in which related information is sorted for the 60 containers C001 to C060 when there are 60 items to be shipped tomorrow (containers) based on today. Each container-related information, export-related information, import-related information, and other information (such as information collected by customs or TOS) may be matched and arranged in accordance with the identification number (con number) of each container.

Thereafter, in step S220, the calculated shipment amount is analyzed. In this step (S220), for example, the transport volume may be analyzed and classified according to criteria such as the transport route and priority (urgentity) of each quantity. For example, FIG. 8 shows that 60 shipments are classified according to the transportation area. In this example, for convenience of explanation, it is assumed that only the transportation between the two areas, Busan New Port ("New Port") and Busan North Port ("North Port").

In one embodiment, the classification according to the transportation area is to classify the quantity having the same export area and the same carrying area into the same kind of quantity. For example, in FIG. 8, 20 of the 60 shipments are between terminals in Busan New Port (“Shin→Shin”), and 10 shipments from any terminal in Busan New Port to any terminal in Busan North Port (“Shin → North"), 25 shipments between terminals in Busan North Port ("North→North"), and 5 shipments from any terminal in Busan North Port to any terminal in Busan New Port ("North→ New"), and in the illustrated embodiment, it will be understood that 60 transportation quantities are classified into four types according to the transportation area (the area to which the carry-on/carry-out area belongs).

On the other hand, in this step (S220), it is possible to further classify or sort the transport quantity according to priority (urgentity). The priority can be determined according to the time constraints such as the date of entry/departure of the ship or the characteristics of the quantity, and it can be arranged by setting the priority of the quantity for each classification according to the transportation area. For example, in FIG. 8, since there are 20 items to be transported in the new port area, the 20 items can be sorted according to priority, and similarly, the quantities of other classes can be sorted by setting a priority within each class.

In this way, after analyzing and classifying the transport quantity according to a predetermined criterion in step S220, a transport schedule is generated in steps S230 and S240. After generating a plurality of transport schedules as in the embodiment shown in FIG. 6 (S230), one optimal transport schedule may be selected (S240), or only one transport schedule may be generated in an alternative embodiment. have.

FIG. 9 is a view for explaining the schedule generation (S230) and selection step (S240) of FIG. 6, and generates a plurality of schedules (schedule 1, schedule 2,...) consisting of a plurality of routes and one of them An example in which a schedule (for example, schedule 1 (S1)) is selected as an optimal schedule is schematically illustrated.

The generated schedules (S1, S2,...) are made up of a plurality of routes in consideration of classification according to the area of the quantity to be transported, the number of available vehicles, and the number of vehicles to be allocated for each route is determined. The schedule shown in FIG. 9 is a schedule for sending 60 transport volumes classified by region according to FIG. 8 to 10 available vehicles, and an exemplary schedule that can be generated when 60 transport volumes are distributed to 10 vehicles Shows. This exemplary schedule S1 is composed of four routes (Routes 1 to 4) and each route is composed of a plurality of'walks'. However, for each schedule (schedule 1, schedule 2,...) generated, the number of routes included in each schedule or the route of each castle (number and order of walks) may be different. For example, the schedule 2 (S2) may consist of 5 routes, and the schedule 3 (S3) may consist of 6 schedules, and of course, the route of each schedule may be different from the routes of other schedules.

Here,'walk' means a unit of transport business that transports one or more quantities (containers) from the origin (for example, the place of departure) to the destination (for example, the place of delivery). Each route is composed of one or more walks, and each route is configured to transport quantities along different routes. It will be understood that the number of walks is not the same for each route and is different because the time required for each walk is different.

In addition,'available vehicle' means a vehicle that can be operated during a transportation time of a quantity to be transported within a predetermined time, and may include a vehicle that can be arranged through a third company such as a vehicle belonging to the transport company 10 and a partner company.

Meanwhile, in step S20 of FIG. 5, in relation to the vehicle allocation, a total of 60 walks are required in the example of FIG. 8. That is, 20 "new→new" walks, 25 "book→book" walks, 10 "new→book" walks, and 5 "north→new" walks are required. If you assign 3 cars to Route 1 out of all 10 available vehicles, 4 cars to Route 2, 1 car to Route 3, and 2 cars to Route 4 respectively, all works of all types are covered. The quantity can be transported. However, the scheduling and assignment step (S20) of FIG. 5 or the schedule generation and selection step (S230, S240) of FIG. 6 selects a schedule composed of routes as shown in FIG. 9 and allocates one or more vehicles for each route, and a specific transportation quantity It does not even perform the assignment to a specific vehicle. Allocating a specific amount of transportation to a specific vehicle is related to distribution, and is performed in the transportation management step S30 of FIG. 5.

In step (S230) of generating a transport schedule of one embodiment, to minimize the transport distance and tolerance, and to transport the quantity by a predetermined priority, transport quantity related information, export related information, import related information, each of each work, A plurality of routes are generated based on the estimated time and distance information for each work, and the number of available vehicles.

In step S230, the scheduling program 131 illustrated in FIG. 4 may be used to generate a plurality of transportation schedules. The scheduling program 131 may include a computer algorithm or an artificial intelligence (AI)-based algorithm, which may be implemented to generate routes of each schedule according to a plurality of predetermined predetermined rules for increasing transportation efficiency. have.

For example, the plurality of rules may include (i) a first rule in which work areas having the same area of the destination (carry-on) of the quantity of goods according to the work and the starting area (carry-out) of the next work are sequentially arranged, (ii ) If there are a number of works in a region carrying a quantity within one area, the second rule to sequentially arrange at least two works in the area, (iii) a third with a higher priority, which is placed in front of the route. Rules, and (iv) at least one of a fourth rule for determining the number of walks that can be included in one route in consideration of the expected time for each work. When creating a schedule using an artificial intelligence (AI)-based algorithm, for example, a schedule may be generated using an artificial neural network algorithm learned according to a plurality of rules.

In one embodiment, a plurality of rules may include additional rules in addition to the rules of (i) to (iv) above. For example, the container size is divided into 20-foot and 40-foot standards. A container vehicle with a dedicated chassis conforming to the 40-foot standard can only carry 40-foot containers, so the route for the smaller container car among the available vehicles is given priority. It can be configured to generate.

In this way, after generating a plurality of transport schedules in step S230, an optimal schedule is selected in step S240. For example, a schedule having the highest transportation efficiency may be selected among a plurality of schedules. The transportation efficiency can be calculated by considering at least one of the total transportation distance and the tolerance rate. For example, for one schedule, the total transport distance can be calculated by summing the running distances of all works in this schedule, and the tolerance rate is calculated as the ratio of the total distance traveled with the tolerance for the total transport distance (without container loaded). Can be. Therefore, in step S230, a plurality of transport schedules are generated according to a plurality of rules, and in step S240, at least one of a total transport distance and a tolerance rate is calculated for each transport schedule, and an optimal transport schedule according to the calculated value You can choose

Meanwhile, as indicated by the dotted arrow in FIG. 6, after selecting the optimal schedule (S240), the transportation quantity may be reselected as necessary (S210). For example, if the estimated transportation time of each route is less than the reference working time (for example, statutory working time or preset working time) according to the selected schedule, additional transport can be added. At least a portion of the volume can be added. For example, if a shipment schedule is selected for this by selecting a quantity to be transported tomorrow based on today (S210) (S240), if it is determined that more transport can be added as a result of the schedule selection, return to step S210 to transport the day after tomorrow. A new schedule may be selected by adding at least a portion of the to-do amount and performing steps S220 to S240 again. Conversely, if it is determined that all of the transport volume cannot be transported when transporting on a selected schedule, some of the routes may be distributed to third parties such as suppliers.

Referring back to FIG. 5, after performing the scheduling and assignment step (S20) as described above, a step (S30) of allocating and distributing one route according to a transportation schedule is performed for each available vehicle. This step S30 may be performed by the transportation management program 132 of FIG. 3 immediately before the time when the transportation quantity starts to be transported (for example, on the day of transportation).

When performing the dispatch step (S30) in one embodiment, because the time of commencement or work start time may differ for each driver of each available vehicle, and the current position of the available vehicle is different (i) quantity priority (urgent), Routes may be allocated in consideration of at least one of a plurality of criteria such as (ii) first-come-first-served basis, and (iii) available vehicle current location.

For example, assign the route with the most urgent quantity to the available car first (emergency), or allocate the route sequentially for each vehicle driver who comes first (first-come-first-served basis), or select the route with the closest quantity to the available car. It can be assigned to the article (considering the current location of available vehicles).

In one embodiment, in step S30 of allocating routes to each available vehicle, it is necessary to transmit work information (eg, all work information from "walk 1" to "walk 7" in FIG. 7) of the entire route to the available vehicle. There is no, and only information about the work to be worked on (for example, "work 1") on this route can be transmitted to an available vehicle, in which case the next work is to be transferred to the available vehicle before or just after completing each work. Can be configured.

In order to transmit information on the work of the route allocated to each available vehicle to the available vehicle, for example, as shown in FIG. 2, the mobile app 60 installed on the smartphone of the article of each available vehicle can be used. That is, the transport server 100 transmits data on each route or work on the route to each available vehicle to a smartphone of each vehicle driver through a communication network such as a data communication network or an Internet network, and is installed on each smartphone. Through the mobile app 60, it is possible to display information on a route or a work on this route.

Meanwhile. In the scheduling and assignment step (S20), the number of available vehicles considered when creating the schedule may be different from the number of available vehicles that can be actually operated on the day of transportation. If the actual number of available vehicles is insufficient on the day of transportation, additional vehicles may be arranged from suppliers, etc., to allocate routes, or some routes may be delegated to suppliers for processing.

After performing the distribution step S30 as described above, actual transportation starts, and accordingly, the transportation management program 132 performs the transportation management step S40 for managing the transportation of the quantity of each vehicle along each route.

Fig. 10 is a flowchart showing an exemplary embodiment of the transport management step (S40), and it is revealed in advance that some steps of Fig. 10 may be omitted or other additional steps may be further performed according to a specific embodiment.

Referring to the drawings, first, an article of each available vehicle transmits an attendance notification signal to the carrier server 100 through its mobile app 60 (S410). For example, the mobile app 60 may be configured as a home screen as shown in FIG. 11. Referring to FIG. 11, various information and buttons including a unique identification number 610 of a vehicle driver, a work button 620, and a departure/arrival display field 630 may be displayed on a home screen.

The article's unique identification number 610 may be, for example, a vehicle number. In one embodiment, the driver may execute the work notification step S410 of FIG. 10 by pressing the work button 620. The origin/destination display field 630 is an area where the origin and destination are displayed for each transport operation (work), and the origin/destination display field 630 is in an inactive state before the driver presses the work button 620.

When the driver pushes the work button 620 to execute the work report step (S410), the transport server 100 receives the work report signal (S415), and allocates one route of the schedule to the vehicle and distributes it (S420). ) Transmit information to the driver of the vehicle (S425). Here, the dispatch information is, for example, information about the first work (work 1) of the route assigned to the corresponding vehicle among the routes of FIG. 9, for example, the origin (carry-in), the destination (carry-in) of the work, and the quantity to be transported (Container) information.

After the vehicle driver receiving the dispatch information confirms the reception (S427), the departure notification signal is transmitted to the transport server 100 (S430), and the transport server 100 receives it (S435). The transport server 100 may store such information in the transport management database and check whether each vehicle is operating at a predetermined time according to an assigned route whenever a signal such as an attendance notification or a departure notification is received from a vehicle driver. have.

On the other hand, when the carrier server 100 receives the departure notification signal in step S435, it transmits the copino information of the work to be performed according to the route of the vehicle to the terminal operating system 50 of the port (S440). Copino (pre-import and export information: COPINO) is information for identifying the vehicle at the terminal gate of the port and determining whether to pass or not when entering and exiting the container vehicle, for example, vehicle information (vehicle number), container identification number to be carried out, And/or a series of data including the container identification number to be imported. Conventionally, the dispatch manager of these carriers had to transmit the copino information to the corresponding terminal through a separate operation at the time of dispatch, and the transmission time was also irregular, so that even when the container vehicle arrived at the port terminal, it was often necessary to wait without passing through the terminal gate. This was one of the reasons for lowering the transportation efficiency. However, in the present invention, when the transport server 100 receives a departure notification signal from each vehicle (S435), the reception of this signal becomes a trigger signal, and is configured to automatically transmit copino information to the terminal operating system 50. Solved the problem. In addition, the transport server 100 transmits the fact that the copino information is transmitted to the terminal operating system 50 to the mobile app 60 of the corresponding vehicle driver, so that the article confirms the fact that the copino information is transmitted (S445). Alternatively, the carrier server 100 may also transmit at least a portion of the copino information transmitted from the carrier server 100 to the terminal operating system 50 by the carrier server 100 in the mobile app 60 of the article.

When the driver operates the vehicle according to the work of the allocated route and arrives at the gate of the port where the destination (port or destination) is located (S450), the gate identifies the vehicle. For vehicle identification, a gate number detector that detects the vehicle number and/or a communication device capable of communicating with the vehicle through wireless communication such as RF communication or Bluetooth are installed, and the detection device or communication device of each gate is a terminal. It is connected to the operating system 50.

When the terminal sensing system or the communication device of the gate identifies the vehicle and the terminal operating system 50 confirms the arriving vehicle (S453), the terminal operating system 50 outputs a slip at the terminal gate according to the copino information corresponding to the corresponding vehicle. do. Here,'slip' is the paper for passing the gate of the vehicle and taking in and out of the container. In general, the slip includes the container identification number, seal number, location, and specification for each container to be taken out of the corresponding port and/or the container to be brought in. , F/E, and weight information are printed and output.

Meanwhile, when the terminal operating system 50 confirms the arrival of the gate of the vehicle (S453), the slip-related data is transmitted to the carrier server 100 (S454). The transport server 100 confirms the arrival of the gate of the vehicle by receiving the slip data, and the information corresponding to the information displayed on the slip (hereinafter also referred to as "E-slip") is a mobile app 60 Can be transmitted (S455). Therefore, the vehicle driver can double check the slip information by receiving the paper slip at the gate and simultaneously receiving the E-slip through the mobile app 60. At this time, information to be displayed on the E-slip corresponding to the paper slip is received and provided from the terminal operating system 50.

At the terminal gate, the vehicle driver checks the E-slip in the mobile app 60 (S457), receives the paper slip (S459), and moves the container displayed in the slip to the device location where the container is located to move/remove the container. The loading/unloading operation is performed (S460). In this regard, FIGS. 12 and 13 show exemplary screens of the mobile app 60 at some stages when executing the transportation management stage of FIG. 10.

12(a) may be, for example, a screen of a mobile app for checking dispatch information in step S427. The mobile app 60 is displayed on the mobile app 60, as shown in Fig. 12 (a), the distribution information of the work dispatched in step S425. For example, the origin/destination of the work is displayed on the route display window 640, and the quantity to be transported is displayed on the quantity display window 650 below it. The screen shown in FIG. 10(a) shows, as an example, that the work of loading two container quantities from the KBCT terminal in Busan North Port and bringing them into PNIT in Busan New Port has been dispatched.

When the driver confirms this work and executes step S430 of transmitting the departure notification signal to the transporter server 100 by pressing the departure button 645, the departure button 645 of FIG. 12(a) is shown in FIG. 12(b) ) Can be changed by the cancel button, and the vehicle heads to the export location (Busan North Port KBCT Terminal) to take out two cargoes. The screen of FIG. 12(b) may be maintained while the vehicle is traveling to the carrying point.

When the vehicle arrives at the gate of Busan North Port (S450 in FIG. 10) and receives slip data from the transport server 100 (S457 in FIG. 10), the slip confirmation button 660 in FIG. 13 is activated, and this button 660 If) is clicked, E-slip data as shown in FIG. 14 may be displayed on the screen. In addition, when the slip confirmation button 660 is activated, the departure notification button 670 for confirming whether the vehicle is leaving at the place of departure may also be activated. The vehicle driver loads two pieces of goods to be carried out from the transport location (KBCT terminal in Busan North Port) into the vehicle (S460 in FIG. 10) and clicks the departure notification button 670 to transmit the departure notification signal to the transport server 100. Yes (S430).

On the other hand, in one embodiment, when the corresponding vehicle completes vehicle loading of the transport quantity according to the work or completes unloading in the vehicle, the completion signal may be transmitted to the transport server 100. When the transport server 100 receives the completion signal (S480), the next quantity to be allocated to the vehicle is searched in the distribution step (S420), and the distribution information of the searched quantity is displayed in the mobile app 60 of the corresponding vehicle. Transmit (S425).

At this time, the step (S470) of transmitting the vehicle loading/unloading completion signal to the transporter server 100 may be performed immediately after actually completing the vehicle loading operation of the container or the loading/unloading operation in the vehicle. The loading/unloading completion signal may be transmitted to the carrier server 100 through the mobile app 60. Alternatively, when the vehicle passes through the terminal gate of the port, the completion signal may be transmitted to the carrier server 100, in which case the terminal transportation system 50, for example, in step S454, the carrier server 100 ), the vehicle arrival confirmation signal may also function as a completion signal. Alternatively, in an alternative embodiment, the vehicle driver may press the departure notification button 670 of FIG. 13 and the departure notification signal transmitted to the transport server 100 may function as a loading/unloading completion signal.

In one embodiment, when the carrier server 100 receives the loading/unloading completion signal for any vehicle, in the dispatching step (S420), the next amount to be performed by the vehicle is classified into the same type of transportation volumes. Choose from volumes. That is, as described with reference to FIG. 8, the quantities having the same carrying area and the same carrying area are classified as the same kind of quantity, and among these quantities of the same type, the quantity satisfying a predetermined number of predetermined rules is searched. Therefore, it can be selected as the next shipment.

Here, the predetermined rule may include at least one of a distance minimization rule, a latency minimization rule, and an emergency priority rule.

The distance minimization rule is to select a quantity that is close to the location of the vehicle among the quantities of the same category as the quantity to be transported next time. For example, it is preferable to select an amount of the closest distance possible from the current amount of loading because selecting the closest amount from the amount of loading according to the currently running work can minimize the moving distance.

The rule for minimizing the waiting time is to select the quantity of the same class of goods having a short waiting time for carrying out as the next quantity to be transported.

Containers loaded in the yard of the port are stacked in multiple layers. If the container to be transported is located at the bottom of the stacked containers, it takes a long time to take it out. Therefore, for example, it is preferable to select the first container when the first container is located below and the second container is located above it.

The urgent priority rule is to first select a high priority quantity as the next quantity to be transported when a high priority quantity exists in the same area.

In step S420, when the next amount to be transported is allocated to the corresponding vehicle, the subsequent steps S425 to S480 are repeated. In this case, some steps of steps S425 to S480 may be omitted or the order may be changed, and other steps may be added depending on the specific situation or embodiment, such as whether the container is a loading or unloading operation.

As described above, the present invention can improve the overall transportation efficiency by performing the dynamic distribution step, so that the most optimal quantity can be allocated to each vehicle according to the actual situation that occurs during transportation.

In addition, the improvement of transportation efficiency can be further increased by executing the scheduling and transportation management systems of various transportation companies by integrating and executing the transportation company server 100 of the present invention. For example, as shown in Figure 3, when a plurality of carriers (11,12,...) share and use the carrier server 100 according to the present invention, for example, each carrier 11,12,... Independently, the steps (S10 to S40) of FIG. 5 are respectively performed using the scheduling program 131 and the transportation management program 132 of the transportation company server 100, but if necessary, through the transportation company server 100. You can cooperate or share information.

For example, when the first carrier 11 of the carriers 11, 12, ... performs a scheduling step (S210 to S240 in FIG. 6) to generate a transportation schedule, as a result, the quantity to be transported overflows, some of the quantity is transported The company server 100 may be handed over to other carriers 12,… sharing the company server 100, and automatically generated when the scheduling program 131 for the other carriers 12,… is executed to generate a schedule.

As another example, if the available vehicles on the same day of transportation in the dispatching step S30 of the first carrier 11 are less than the available vehicles considered when creating the transportation schedule, some of the routes in the transportation schedule are transferred to other carriers (12,...). Can be allocated to

As another example, when there is a work that needs to be operated with tolerances on a route of a transport schedule, information about the work can be configured to be shared by all transport companies 11, 12, ... through the transport server 100. For example, the information of the work is notified to each transporter 11, 12, ... through the transport server 100 until a predetermined time before performing a work that needs to be driven by a tolerance, so that other transports can supply the work. It can be configured to be assigned to operate, and sharing the tolerance information in the transport server 100 can reduce the work running in the tolerance state, thereby improving transportation efficiency.

15 is a view for explaining the execution time for executing the dispatch for each work by way of example, for convenience of description, it is assumed that a vehicle driver has been assigned to route 1 of FIG. 9 to go to work for convenience of explanation. The routes to 1 and 2 are shown.

Immediately after the vehicle driver goes to work and sends a report to work (S410 in FIG. 10) and the transport server 100 receives a confirmation of work (S415), the first dispatch is made (S420) and the dispatch information of Walk 1 (New → New) is displayed. It is transmitted to the mobile app 60 of the vehicle driver (S425). For example, if Walk 1 is a task of taking a container out of Terminal 1 (T1) of the new port and bringing it into Terminal 2 (T2), the vehicle operator goes to Terminal 1 (T1) along the route (path m1 in Fig. 15). do. In Fig. 15, each terminal T1, T2 is indicated by a dotted line.

When the vehicle passes through the gate GT1 of the terminal 1 (T1) and arrives at the carrying point and loads the container (S470), a loading completion signal may be transmitted to the transporter server 100 (S480), and in one embodiment, loading At this point, the transporter server 100 that has received the completion signal may select and distribute the quantity of goods to be transported at the next work (work 2) (S420). Or in an alternative embodiment, the next time the vehicle loads the container and passes through the gate of Terminal 1 (T1) or during the passage through the gate to Terminal 2 (T2) (i.e. when the vehicle is on the R1 path) Allocation step (S420) for (work 2) may be executed.

In the case of the dispatch step (S420), when the quantity allocated to the work 2 is the quantity that is carried out to the terminal 2 and carried into the terminal 3, the copino information regarding the dispatch information is transmitted to the terminal operating system 50 of the terminal 2 (T2). (S440), the slip that the vehicle receives when it arrives at the gate (GT2) of Terminal 2 contains information on the quantity to be brought into Terminal 2 according to Walk 1 and the quantity to be taken out from Terminal 2 according to Walk 2. Therefore, the vehicle will first unload the quantity of water in accordance with the work 1 and then move to the location of the quantity of the work 2 through the path m2 and then load the quantity of the work 2.

At this time, in another alternative embodiment, after discharging the quantity of work 1 to the terminal 2's loading site and transmitting the unloading completion signal to the transporter server 100, the dispatching step of assigning the quantity of work 2 (S420) It may be implemented. In this case, when the vehicle passes through the gate GT2 of the terminal 2, the quantity of the work 2 has not been determined, so the quantity information about the work 2 is not displayed on the slip received from the gate GT2, for example, E-slip, etc. Through the other delivery method, it is possible to deliver the quantity information of Work 2 to the vehicle driver.

In this way, the step (S420) of distributing the quantity of material to be transported at the next work point may be performed at various time points such as loading or unloading of the quantity of material according to the current work or passing through a gate or during transportation. The slower the next shipment, the more optimal delivery according to the most recent transportation status.However, if the delivery is delayed, there are also disadvantages such as not displaying the next volume information in the slip received when passing through the terminal gate, for example. Therefore, it is preferable to set an appropriate dispatch execution time point according to a specific embodiment of the invention or a specific transport status such as loading/unloading of a quantity, and then distribute the stock.

As described above, those skilled in the art to which the present invention pertains can understand that various modifications and variations are possible from the description of this specification. Therefore, the scope of the present invention should not be limited to the described embodiments, but should be defined not only by the following claims, but also by the claims and equivalents.

10: Carrier
20: Shipper
30: Zen
50: Terminal operating system
60: mobile app
100: carrier server

Claims (7)

A transportation management method executed in a mobile terminal for transportation management of port logistics transportation,
The mobile terminal is allocated based on the number of vehicles to be transported and the number of vehicles to be transported within a predetermined time, and is assigned to the first work among a plurality of walks of one route assigned to the mobile terminal among transport schedules consisting of a plurality of routes. Receiving information from the carrier server (S427); And
Receiving slip information including the identification information of the quantity to be carried out or carried and location information of the quantity when it arrives at the destination or the place of delivery of the predetermined quantity according to the distribution information of the first work (from the transport server) S457);
Each route of the transport schedule is composed of a plurality of walks, and each walk includes a transport operation for transporting at least one quantity from an export location to an entry location,
The transport management method, for each of the work after the first work among the plurality of work,
The mobile terminal transmits a completion signal to the carrier server indicating that the loading of the transport quantity according to the current work ("current work") is completed or that unloading is completed; And
Further comprising the step of the mobile terminal receiving the dispatch information of the next work on the amount of work to be carried in the work to be performed next to the current work ("next work") from the carrier server;
The quantity of goods to be transported according to the next work is of the same type among the quantity classifications according to the area of the export destination and the import destination after the carrier server receives the completion signal for the current work. It is the quantity selected by the execution of the dynamic dispatching step of selecting the quantity among the quantity classified as the work,
A transport management method characterized in that the quantities classified into the work of the same kind have the same area of the export area of each quantity and the same area of the loading area. According to claim 1,
The transport schedule is configured to minimize at least one of the transport distance and the tolerance rate and transport the quantity of goods according to a predetermined priority, so that the transport quantity information of each work, the export-related information, the import-related information, and the estimated time for each work Transport management method characterized in that it is generated based on the distance information. According to claim 2,
The transport schedule, (i) the first rule for sequentially placing work between the work place and the next work place where the work is closest, (ii) there are a number of works within a region that transports quantities within a region. In the case of using at least two algorithms according to a plurality of rules, including a second rule sequentially placing walks within a region, (iii) a higher priority work, a third rule arranged in front of a route, or Transport management method characterized in that generated by using the artificial neural network algorithm learned according to the rules. According to claim 1,
When the mobile terminal receives the information on the first work from the carrier server, and transmits a departure notification signal departing to or from the designated amount of transport or transfer destination according to the information of the first work to the transport server, the Receiving, from the carrier server, a confirmation signal confirming that the carrier server has transmitted copino information regarding the first work to the terminal operating system of the port or the copino information from the carrier server (S445); Transport management method characterized in that it further comprises. delete According to claim 1, In the dynamic allocation step,
(i) a first rule for selecting a quantity close to the mobile terminal among the quantity of the same category;
(ii) a second rule for selecting a quantity having a short waiting time for carrying out among the quantity of the same classification; And
(iii) a third rule for selecting a quantity having a higher priority among the quantities of the same classification; a transportation management method characterized by selecting the quantity of the next work according to a plurality of rules including. A computer-readable recording medium characterized by recording a program for executing the method of any one of claims 1 to 4 and 6.

Images