KR20230010469A - Automated area-based scheduling and vehicle assignment system for port distribution - Google Patents

Abstract

The present invention relates to an automatic scheduling and vehicle assigning management system for scheduling and assigning a vehicle for logistics transportation in a port. In one embodiment, provided is the automatic scheduling and vehicle assigning management system configured to perform: a step (S10) in which a transport company server of the system collects data necessary for logistics transportation including transport quantity-related information, export-related information, and import-related information, based on an order of a shipper ordering the logistics transportation, and registers the same in a database (DB); a step (S20) of selecting a quantity to be transported within a predetermined time and creating a transport schedule consisting of a plurality of routes, based on the data registered in the DB; a step (S30) of transmitting vehicle assignment information regarding a first walk among a plurality of walks on a route assigned to an available vehicle to the available vehicle; and a step (S40) of managing logistics transportation of each vehicle along each route. According to the present invention, scheduling and vehicle assigning management are automated to save time and effort spent on logistics transportation management and improve transportation efficiency.

Description

{Automated area-based scheduling and vehicle assignment system for port distribution}

The present invention relates to a system for managing logistics in a port, and more particularly, to an automatic scheduling and dispatch management system for managing logistics in a port.

In the field of logistics transportation, which exports and imports goods (containers) through ports and transports goods between various regions, it is important to determine how to allocate a given transportation quantity to a limited number of container vehicles at a limited time and on which route to operate to increase transportation efficiency. is very important in Logistics costs and transportation time can be saved by designing a dispatch schedule to allocate an appropriate number of items (containers) in an appropriate order to each container vehicle.

However, in the prior art, in most cases, an experienced dispatcher manually performed the work of scheduling transport quantities and distributing them to each vehicle, which takes a lot of time for scheduling and dispatching and cannot guarantee optimal transport efficiency. There was a problem that it was not possible to improve the

Patent Document 1: Korean 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 made to solve the above problems, and aims to save time and effort consumed in logistics transportation management and improve transportation efficiency by automating scheduling and dispatch management that used to depend on manual work.

In addition, an object of the present invention is to perform scheduling and dispatch work so that the driver of each container vehicle can earn equal profits, rather than considering only the aspect of minimizing logistics cost and transportation time.

In addition, an object of the present invention is to further improve transportation efficiency by allowing several transportation companies to independently perform automatic scheduling and dispatching, but share quantity information or dispatching information as necessary.

According to an embodiment of the present invention, as an automatic scheduling and dispatch management system for scheduling and dispatching logistics transportation in a port, the transportation company server of the system, based on the order of the shipper who orders the transportation of goods, information related to the transportation quantity , Collecting and registering the data necessary for transportation of goods, including export-related information, and import-related information, and registering them in a database (DB) (S10); Based on the data registered in the DB, selecting a quantity to be transported within a predetermined time and generating a transport schedule consisting of a plurality of routes (S20); Transmitting dispatch information about a first walk among a plurality of walks of a route allocated to the available vehicle to the available vehicle (S30); And managing the transportation of the quantity of each vehicle according to each route (S40); and the transportation schedule generated in the transportation schedule generation step (S20) includes one or more intra-regional routes, and each route is composed of one or more works, and each work includes a transportation operation of transporting at least one quantity of goods from the port of shipment to the port of import, and in the transport schedule generating step (S20), each of the available vehicles is assigned to a pre-set responsible area. Accordingly, the step of allocating one of the plurality of routes to each available vehicle, and the managing step (S40), for each of the walks after the first walk among the plurality of walks, the current work When receiving a completion signal indicating that loading or unloading of the amount of transport according to the current work is completed from a vehicle transporting the amount according to ("current work"), the work to be performed by the vehicle next to the current work ( Dynamic allocation step of selecting the quantity to be transported in "next work"); and transmitting dispatch information of the next work related to the quantity selected in the dynamic allocation step to the vehicle. selected from among the quantities classified as the same type of work, and the quantities classified as the same type of work are automatically scheduled and dispatched, characterized in that the area of the export destination of each quantity is the same and the area of the reception area is the same as each other. management system is provided.

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

According to an embodiment of the present invention, an automatic scheduling and dispatch management system that can save time and effort consumed in logistics transportation management and improve transportation efficiency by automating scheduling and dispatch work instead of the conventional method that relied on manual work is provided. can do.

In addition, according to the present invention, by performing the dynamic allocation step, transportation efficiency can be further improved by distributing the most appropriate quantity to each vehicle according to the actual situation occurring during quantity transportation, and furthermore, automatic scheduling and dispatch work can be performed by multiple carriers, respectively. It is independent, but has the advantage of further improving transportation efficiency by sharing quantity information or dispatch information as needed.

In addition, according to an embodiment of the present invention, since each vehicle driver can set a responsible area in advance and perform automatic scheduling and dynamic dispatch for the volume of each route in units of responsible routes according to the responsible region, scheduling for all regions Compared to operating over-dynamic dispatch, dynamic dispatch can be done more quickly and conveniently, which has the advantage of increasing the appropriateness and accuracy of dispatch and further improving transportation efficiency.

1 is a diagram 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 transport company and a transport company server according to an embodiment;
4 is a block diagram illustrating a transport company 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 information related to the amount of transport;
8 is a view for explaining a method of analyzing the amount of transport according to a predetermined standard;
Figure 9 is a diagram for explaining the schedule generation and selection steps of Figure 6;
Figure 10 is a flow chart for explaining one embodiment of the transportation management step of Figure 5;
11 is a diagram showing a home screen of a mobile app according to an embodiment;
12 and 13 are diagrams showing a screen of a mobile app when logistics transportation is performed according to an embodiment;
Fig. 14 is a diagram showing an exemplary screen of sleep data according to an embodiment;
Fig. 15 is a diagram for explaining exemplary execution timings of the dispatching step for the work.

The above objects, other objects, features and advantages of the present invention will be easily understood through the following preferred embodiments in conjunction with 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 so that the disclosed content will be thorough and complete and the spirit of the present invention will be sufficiently conveyed to those skilled in the art.

In this specification, singular forms also include plural forms unless specifically stated otherwise in a phrase. The terms 'comprise' and/or 'comprising' used in the specification do not exclude the presence or addition of one or more other elements.

Hereinafter, the present invention will be described in detail with reference to the drawings. In describing specific embodiments below, a number of specific details have been prepared to more specifically describe the invention and aid understanding. However, the reader who has knowledge in this field enough to understand the present invention It can be recognized that it can be used without specific contents. In some cases, it is mentioned in advance that parts that are commonly known in describing the invention and are not greatly related to the invention are not described to prevent confusion in describing the present invention.

1 is a diagram for explaining logistics transportation in a port, and schematically shows a port for explanation of the invention. In general, in logistics transportation, an area that can be grouped into one transportation area in consideration of average transportation distance is called a 'region'. In the case of port logistics transportation, one port can be classified as one area. For example, in FIG. 1, Busan New Port and Busan North Port may be displayed as separate areas. Of course, since this is classified for convenience, two or more ports may be included in one area.

Each port has one or more port terminals (T1 to T3) where container ships can dock. Each terminal is a connection point where sea transportation through container ships and land transportation meet, and is equipped with facilities such as cranes and container yards. Cargo (container) unloaded from a container ship docked at one terminal in a port can be transported to another terminal in the same port or another port, and then loaded onto another container ship and transported overseas 3'). Therefore, as indicated by the arrows in FIG. 1, each container is classified into transportation between terminals within the same port, transportation between different ports, and/or transportation between regions, and tens of thousands of containers are assigned to container vehicles, respectively, in a limited time. It must be transported to an appropriate destination.

Hereinafter, in this specification, a route for transport between terminals within the same region is referred to as an "intraregional route", and a route for transport from one region to another is referred to as an "interregional route". In addition, in this specification, 'cargo', 'container', and 'quantity', which are the objects of transportation, will be used without distinction unless there is a need to distinguish them. In addition, expressions such as 'transportation', 'delivery', 'transportation', 'transportation', and 'transportation' will be used without distinction as an operation of transporting a transport object to a destination.

2 is a diagram illustrating an automatic scheduling and dispatch management system according to an embodiment of the present invention. In general, for cargo transportation, the owner (shipper) 20 of the quantity requests (orders) the transportation company 10 to transport the quantity to a specific ship by a specific date. The transport company 10 may operate the transport company server 100 according to the present invention, and the transport company server 100 according to an embodiment executes an automatic scheduling and dispatch management system to receive information received 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 office 40, port terminal operation system 50, etc. of the ship, registered in the database, and based on the registered information to perform scheduling and dispatch management for mass transportation.

At this time, each transport driver who belongs to the transport company 10 or has a contract with the transport company 10 installs the mobile app 60 on their mobile device and uses the mobile app 60 to obtain scheduling information and/or Alternatively, dispatch-related information can be received, and each transport driver transmits their current location or transportation status to the transport company server 100 through the mobile app 60, so that the transport company server 100 transports the entire transport volume. Management can be done dynamically.

The transport company 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, several transport companies 11, 12, ... may use one transport company server 100 to perform scheduling and dispatch management, respectively, and share data as needed.

4 schematically shows a transport company server 100 performing a scheduling and dispatch management system according to an embodiment in a block diagram.

Referring to FIG. 4, a 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 capable of semi-permanently storing data, such as a hard disk drive or a flash memory, and includes a scheduling program 131 and a transportation management program that perform the flowcharts of FIGS. 5, 6, and/or 10 (132) and the like can be stored.

The database 150 stores various transport-related data, including orders from shippers, and the scheduling program 131 receives various data from the database 150 to analyze the amount to be transported, establish a transport schedule, and arrange vehicles according to the schedule. An operation of assigning to a route (for example, step S20 in FIG. 5 ) is performed, and the transportation management program 132 allocates the quantity to vehicles according to the transportation schedule and/or real-time transportation situation and manages the transportation status (eg, in FIG. 5 ). S30) may be performed.

In this configuration, these various programs or algorithms may be stored in the storage device 130 and then loaded into the memory 120 and executed under the control of the processor 110 . Alternatively, a part of the scheduling program 131 or transportation management program 132 may exist in an external device or server that exists separately from the system 100, and the system 100 transfers data or variables to the corresponding external device or server. When a request is made to the server, the external device or server executes the program or algorithm and then transfers the resulting data to the system 100 so that the scheduling program 131 or 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 the steps of collecting and registering data based on the shipper's quantity transportation order (S10), analyzing the quantity of transportation from the registered data and scheduling to establish a transportation schedule. It may include a step (S20), and a step (S40) of distributing goods to vehicles according to scheduling and managing transportation of goods.

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

A quantity transportation order generally includes transportation quantity related information, export related information, and import related information. For example, FIG. 7 shows an example in which some of the data stored in the database 150 is sorted by cargo (container). Correspondingly, for example, it includes information such as container identification number, seal number, container specification, cargo included (F/E), and container weight. The export-related information corresponds to the export-related data of FIG. 6 (a), and includes, for example, information such as the place of shipment, shipping company, ship name, vehicle number, and date of arrival. The carrying-in related information corresponds to the carrying-related data of FIG. 7 and may include, for example, information such as a carrying place, a carrying company, a ship name, a voyage number, and a departure date. Of course, it may be omitted or added.

Upon receiving the mass transport order, the transport company server 100 may additionally collect additional information for mass transport from the shipping company 30, the customs office 40, and/or the port TOS 50. For example, additional information on export/receipt locations (e.g., terminal mother ship, terminal port code, etc.) and information on cargo characteristics or conditions (e.g., whether dangerous goods have been declared, whether they are subject to X-ray search, whether DO is issued, whether import declaration has been accepted, etc.) may be collected from shipping companies 30, customs offices 40, and/or port TOS 50, and the like. As a collection method, for example, related information may be received by e-mail or fax, or may be collected by a method such as automatic collection from the homepage routing information of the relevant institution. The collected information is registered in the database 150 through a change (unification) work such as data format and unit.

After that, based on the data registered in the database 150, scheduling and vehicle assignment steps (S20) are performed. 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 creating a transport schedule consisting of a plurality of routes.

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

For example, FIG. 7 shows a state in which related information is sorted for 60 containers (C001 to C060) when there are 60 items (containers) to be transported tomorrow based on today. Corresponding to the identification number (contact number) of each container, each container-related information, export-related information, import-related information, and other information (information collected by customs or TOS, etc.) can be matched and sorted in this way.

Then, in step S220, the calculated amount of transport is analyzed. In this step (S220), for example, transport routes of each quantity may be classified and analyzed by region. For example, it is possible to analyze and classify the transported volume according to criteria such as transport route and priority (urgency) of the volume for each region by classifying the volume transported within each region and the volume transported between regions. For example, FIG. 8 shows that 50 transport volumes are classified according to transport areas. In this example, for convenience of explanation, only the transportation of goods between two regions, Busan New Port ("New Port") and Busan North Port ("North Port") is assumed.

In one embodiment, the classification according to the transportation area is to classify the quantity having the same export area and the same import area into the same kind of quantity. For example, in FIG. 8, among the 50 transport volumes, 20 'inter-regional quantities' in region 1, 20 'inter-regional quantities' in region 2, and 10 'inter-regional quantities' between regions 1 and 2 assumed to be individual. In the illustrated embodiment, it will be understood that 50 transported items can be classified into three types according to the transport area (region to which the export/report location belongs).

Meanwhile, in this step (S220), transported goods may be additionally classified or sorted according to priority (urgency). The priority may be determined according to time constraints such as the arrival/departure date of the vessel or the characteristics of the volume, and the priority of the volume may be determined and sorted for each classification according to the transportation area. For example, in FIG. 8, since there are 20 items to be transported within the new port area, these 20 items can be sorted in order of priority, and similarly, the items in other categories can be prioritized and sorted within each category.

In this way, after analyzing and classifying the amount of transportation for each region according to a predetermined criterion in step S220, available vehicles for each region are checked in step S230. In this case, preferably, for each available vehicle, the area in charge of which the corresponding vehicle will deliver may be set in advance. For example, one vehicle is set to transport only the volume within the region 1 as a vehicle in charge of region 1, another vehicle is set to handle only the volume within the region of region 2, and another vehicle is set to transport only the volume within the region 1 and region 1. It can be set in advance to be in charge of only the inter-regional volume between 2.

In step S230, available vehicles for delivering the delivery quantities selected in step S210 are checked based on the pre-set service area for each available vehicle. In one embodiment, as a result of checking in step S230, if the number of available vehicles allocated to the delivery volume for a specific area is greater than a predetermined number, the area in charge of the corresponding vehicles is changed for some available vehicles to transport the amount of the other area. can

In this way, when the delivery volume and available vehicles are determined for each region, a transportation schedule is determined in step S240. FIG. 9 is a diagram for explaining the schedule confirmation step (S240) of FIG. 6, schematically showing an example of a schedule consisting of a plurality of routes. As an example, 50 routes classified by region according to FIG. A schedule for conveying the transportation quantity to 9 available vehicles is shown as an example. This exemplary schedule S1 consists of three routes (route 1 to route 3) classified by region, and each route is composed of a plurality of 'walks'.

For example, route 1 (new-new) is an 'intra-regional route' that transports goods within the zone 1 (Busan New Port in Fig. was Route 2 (North-North) is an 'intraregional route' that transports goods within the region of Region 2 (Busan North Port in Figure 1), and it is indicated that 3 available vehicles are vehicles in charge of Region 2. Route 3 (New-North) is an 'interregional route' that transports goods between zone 1 and zone 2, and it is shown that 3 available vehicles are in charge of the interregional route.

Here, 'work' means one transport business unit that transports one or more items (containers) from a departure point (eg, a port of shipment) to a destination (eg, a port of entry). Each route is composed of one or more walks, and each route is configured to transport goods along different routes. It will be understood that the number of walks is not the same and different for each line because the required time for each walk is different.

In addition, 'available vehicle' refers to a vehicle that can be operated during the transportation time of the amount to be transported within a predetermined time, and may include, for example, a vehicle belonging to the transport company 10 and a vehicle that can be arranged through a third party such as a cooperative company.

Also, at this time, each route includes a plurality of walks. That is, in FIG. 8, since the intra-regional volume of zone 1 and the intra-regional volume of zone 2 are 20 each, in Fig. 9, route 1 and route 2 each include 20 works, and in Fig. 8, the inter-region volume is 10 Therefore, it will be understood that route 3 in FIG. 9 includes 10 walks.

Meanwhile, the scheduling and assignment step (S20) of FIG. 5 or the schedule confirmation step (S240) of FIG. 6 is a step of selecting a schedule composed of routes as shown in FIG. 9 and assigning one or more vehicles to each route, and specifying a specific transport quantity. It does not even carry out assignments to vehicles. Allocating a specific transportation quantity to a specific vehicle is related to vehicle dispatching and is performed in the dispatching step (S30) and the transport management step (S40) of FIG. 5 .

Meanwhile, after selecting the schedule in FIG. 6 (S240), the transport quantity may be re-selected if necessary (S210). For example, if the estimated transportation time of each route is less than the standard working time (e.g. legal working hours or preset working hours) according to the selected schedule, additional transportation can be added. At least part of the quantity can be added. For example, if the amount to be transported tomorrow is selected based on today (S210) and a transport schedule is selected (S240), but it is determined that more transport can be added as a result of the schedule selection, return to step (S210) and transport the day after tomorrow. A new schedule may be selected by performing steps S220 to S240 again after adding at least some of the items to be performed. Conversely, if it is determined that all transport volumes cannot be transported in the case of transport on a selected schedule, some of the routes may be distributed to third parties such as partner companies.

Referring back to FIG. 5, after performing the scheduling and assignment step (S20) as described above, assigning and distributing one of the volumes of the route according to the area in charge of the available vehicle for each available vehicle ( S30) is performed. This step (S30) may be performed by the transportation management program 132 of FIG. 3 just before the time to start transporting the transportation quantity (for example, at work on the day of transportation).

Since the start time or start time of each available vehicle may be different for each driver and the current location of the available vehicle is also different, when performing the dispatch step (S30) in one embodiment, (i) quantity priority (urgency), (ii) first-come-first-served basis, and (iii) the current location of available vehicles, etc. The quantity may be allocated in consideration of at least one of a plurality of criteria.

For example, the most urgent quantity is allocated to the available vehicle that arrives at work first (urgentness), the quantity is allocated sequentially to each driver who arrives at work first (first-come, first-served basis), or the quantity closest to the available vehicle is allocated to that driver (available vehicle current location).

In one embodiment, in the dispatching step of allocating the quantity to each available vehicle (S30), it is not necessary to transmit work information on all the quantities to be transported on the same day to the available vehicle, and the route in charge (in the area in charge) Only information on the work to be worked on can be transmitted to available vehicles among the volumes of the following route), and in this case, information on the volume of the next work is transmitted to available vehicles before or immediately after completing each work can do.

In order to transmit information on the work assigned to each available vehicle to the corresponding available vehicle, for example, as shown in FIG. 2, a mobile app 60 installed on a smartphone of an driver of each available vehicle may be used. That is, the transport company server 100 transmits the route (route in charge) according to the area in charge of each available vehicle or data on each walk of this route to the smartphone of each vehicle driver through a communication network such as a data communication network or an Internet network And, through the mobile app 60 installed on each smartphone, information about the route in charge or the walk of this route can be displayed.

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 actually operate 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 partner companies to allocate routes, or some routes may be delegated to partner companies to handle.

In this way, after performing the dispatching step (S30), actual transportation starts, and accordingly, the transportation management program 132 performs the transportation management step (S40) of managing the transportation of the quantity of each vehicle according to each route.

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

Referring to the drawing, first, the driver of each available vehicle transmits an attendance notice signal to the transport company server 100 through his/her mobile app 60 (S410). For example, the mobile app 60 may be composed of a home screen as shown in FIG. 11 . Referring to FIG. 11 , various information and buttons including a vehicle driver's unique identification number 610, an attendance button 620, and departure/destination display boxes 630 may be displayed on the home screen.

The driver's unique identification number 610 may be, for example, a license plate number. In one embodiment, the driver may execute the attendance notification step (S410) of FIG. 10 by pressing the attendance button 620. The starting point/destination display box 630 is an area where the starting point and destination are displayed for each transportation work (work), and is in an inactive state before the driver presses the start button 620.

When the driver presses the attendance button 620 and executes the attendance notification step (S410), the transportation company server 100 receives the attendance notification signal (S415), assigns the vehicle to one route of the schedule, and dispatches the vehicle (S420). ) Dispatch information is transmitted to the driver of the vehicle (S425). Here, the dispatch information is, for example, information about the first walk (work 1) of the route allocated to the vehicle among the routes of FIG. (Container) may contain information, etc.

In one embodiment, each vehicle driver has his or her area of responsibility set in advance. In this case, each driver determines the first work (work 1) among the volumes of the route corresponding to his or her area of responsibility. In addition, when the second work (work 2), the third work (work 3), etc., work after work 1 is assigned, the work related to the quantity in the area in charge is assigned. Therefore, dynamic allocation of the quantity of each route is performed on a route-by-route basis according to the area in charge of the drivers, so that the quantity according to dynamic allocation is more quickly and accurately compared to scheduling and dynamic allocation of all quantities in all regions. Since allocation is made, transportation efficiency can be further improved.

After receiving the dispatch information, the vehicle driver confirms receipt (S427), transmits a departure notification signal to the transport company server 100 (S430), and the transport company server 100 receives it (S435). The transportation company server 100 can store this information in a transportation management database whenever it receives a signal such as an attendance notification or a departure notification from a vehicle driver and check whether each vehicle is operating according to the scheduled time according to the assigned route. there is.

On the other hand, when the transport company server 100 receives the departure notification signal in step S435, it transmits the Kopino information of the current work to be performed according to the route of the vehicle to the terminal operating system 50 of the port (S440). COPINO is information for identifying the container vehicle at the terminal gate of the port when entering or exiting the port and determining whether or not to pass. For example, vehicle information (vehicle number), container identification number to be taken out, and/or a series of data including the identification number of the container to be brought in. Conventionally, the dispatcher of such a transport company had to transmit the Kopino information to the terminal through a separate operation at the time of dispatch, and the transmission time was also irregular, so even though the container vehicle arrived at the port terminal, the container vehicle did not pass through the terminal gate and had to wait. This was one of the causes of lowering transportation efficiency. However, in the present invention, when the transport company server 100 receives a departure notification signal from each vehicle (S435), reception of this signal becomes a trigger signal and is configured to automatically transmit Kopino information to the terminal operating system 50. I solved the problem. In addition, the fact that the transport company server 100 has transmitted the Kopino information to the terminal operating system 50 is also transmitted to the mobile app 60 of the vehicle driver so that the driver can confirm the Kopino information transmission (S445). Alternatively, the carrier server 100 may also transmit at least a part of Kopino information transmitted to the terminal operating system 50 by the carrier server 100 to the mobile app 60 of the corresponding driver.

When the driver drives the vehicle according to the walk of the dispatched route and arrives at the gate of the port where the destination (port out or port) is located (S450), the vehicle is identified at the gate. For vehicle identification, a license plate detector and/or a communication device capable of communicating with the vehicle through wireless communication such as RF communication or Bluetooth are installed at the gate of the port. The detection device or communication device of each gate is a terminal It is connected to the operating system 50 .

When the gate detection device or communication device 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 Kopino information corresponding to the vehicle. do. Here, 'slip' is a receipt document for passing through the gate of a vehicle and carrying in and out of containers. In general, the slip includes the container identification number, seal number, location, and size for each container to be shipped out and/or to be brought in from the port. Information such as , F/E, and weight information is printed and output.

Meanwhile, when the terminal operating system 50 confirms that the vehicle has arrived at the gate (S453), it transmits the sleep-related data to the transport company server 100 (S454). The transport company server 100 confirms the arrival of the vehicle at the gate by receiving the slip data, and transmits information corresponding to the information displayed on the slip (hereinafter referred to as “E-sleep”) to the mobile app 60. It can be transmitted to (S455). Therefore, the vehicle driver can double check the slip information by receiving the paper slip at the gate and receiving the E-slip through the mobile app 60 at the same time. At this time, information to be displayed on the E-slip corresponding to the paper slip is received from the terminal operating system 50 and provided.

At the terminal gate, the vehicle driver checks the E-slip on the mobile app 60 (S457), receives the paper slip (S459), and then moves to the container yard where the container is located to take out / bring in the container indicated on the slip. Loading / unloading work 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 dispatch information of the work assigned to the mobile app 60 in step S425 is displayed on the mobile app 60 as shown in FIG. 12(a). 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 that, as an example, a work for transporting two containers from the KBCT terminal in Busan North Port to the PNIT in Busan New Port has been dispatched.

When the driver confirms this walk and presses the start button 645 to transmit a departure notification signal to the transportation company server 100 (S430), the start button 645 of FIG. 12(a) is displayed in FIG. ), and the vehicle heads to the delivery location (KBCT Terminal, Busan North Port) to take out the two items. The screen of FIG. 12(b) may be maintained while the vehicle is traveling to the transport location.

When the vehicle arrives at the gate of Busan North Port (S450 in FIG. 10) and receives slip data from the transportation company server 100 (S457 in FIG. 10), the slip confirmation button 660 in FIG. 13 is activated, and this button 660 ), E-sleep data as shown in FIG. 14 can be displayed on the screen. In addition, when the sleep confirmation button 660 is activated, a departure notification button 670 for confirming whether the vehicle departs from the transport location may also be activated. The vehicle driver loads the two items to be taken out from the port of departure (KBCT Terminal, 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 company server 100 Yes (S430).

Meanwhile, in one embodiment, when the vehicle completes loading or unloading of the transported quantity into the vehicle according to the work, a completion signal may be transmitted to the transport company server 100 . When the transport company server 100 receives the completion signal (S480), the next quantity to be dispatched to the vehicle is searched for in the dispatch step (S420), and the dispatch information of the searched quantity is provided to the mobile app 60 of the corresponding vehicle. Transmit (S425).

At this time, the step of transmitting the vehicle loading/unloading completion signal to the transport company server 100 (S470) may be performed right after the container loading/unloading operation is actually completed. In this case, the vehicle driver A loading/unloading completion signal may be transmitted to the transport company server 100 through the mobile app 60 . Alternatively, a completion signal may be transmitted to the carrier server 100 when the vehicle passes through the terminal gate of the port, in which case, for example, in step S454, the terminal transportation system 50 may send the carrier server 100 ) can also function as a completion signal. Alternatively, in an alternative embodiment, the departure notification signal transmitted to the transportation company server 100 by pressing the departure notification button 670 of FIG. 13 may function as a loading/unloading completion signal.

In one embodiment, when the transport company server 100 receives a loading/unloading completion signal for a vehicle, in the dispatching step (S420), the next cargo to be performed by the corresponding vehicle is classified into the same type among the transport vehicles. Choose from among the quantities. That is, as described with reference to FIG. 8 , the transport company server 100 searches for an amount that satisfies a plurality of preset rules among the amounts within the route (responsible route) according to the area in charge of the vehicle driver, and transports the next time. You can choose by quantity.

Here, the predetermined rule may include, for example, at least one of a distance minimization rule, a waiting time minimization rule, and an urgency priority rule.

The distance minimization rule is to select a quantity close to the location of the vehicle among goods of the same class as the next quantity to be transported. For example, it is preferable to select a quantity that is as close as possible to the carrying-in place of the current quantity because it is possible to minimize the moving distance by selecting the quantity closest to the carrying-in place of the quantity according to the currently running work.

The waiting time minimization rule is to select a quantity having a short waiting time for carrying out among goods of the same class as a quantity to be transported next time. Containers loaded in the yard of the port are stacked in several layers, and if the container to be taken out is located at the bottom of the stacked containers, a lot of waiting time is required to take it out. Therefore, it is preferable to select the first container if, for example, the first container is located below and the second container is located above it.

The urgency priority rule is to preferentially select a high priority quantity as the next quantity to be transported if there is a high priority quantity within the same zone.

In step S420, if the next shipment is dispatched to the corresponding vehicle, subsequent steps S425 to S480 are repeated. At this time, it goes without saying that some of the steps S425 to S480 may be omitted, the order may be changed, or other steps may be added according to specific situations or embodiments, such as container loading or unloading.

As described above, the present invention can improve the overall transportation efficiency because the most optimal quantity of goods can be distributed to each vehicle according to the actual situation occurring during the transportation of goods by performing the dynamic dispatch step.

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

For example, if the first transport company 11 among transport companies 11, 12, ... creates a transport schedule by performing a scheduling step (S210 to S240 in FIG. When the company server 100 is transferred to another transport company 12, ... that shares it, and the scheduling program 131 for the other transport company 12, ... is executed, the schedule can be automatically reflected and generated.

As another example, in the dispatching step (S30) of the first transport company 11, if the available vehicles on the day of transport are less than the available vehicles considered when creating the transport schedule, some routes of the transport schedule are transferred to other transport companies (12, ...). can be allocated to

As another example, if there is a walk that must be operated with an empty distance on the route of the transport schedule, information about this walk can be configured to be shared by all transport companies 11, 12, ... through the transport company server 100. For example, by notifying each transport company (11, 12, ...) of the work information through the transport company server 100 until a predetermined time before performing a work that must be operated with an empty vehicle, other transport companies can transfer the volume to this work. It can be configured to operate by assigning, and if the transport company server 100 shares the tolerance information in this way, it is possible to reduce the number of works that operate in an empty state, thereby improving transportation efficiency.

15 is a diagram illustratively illustrating an execution time point at which dispatch for each work is executed. For convenience of explanation, it is assumed that the route in charge of an arbitrary driver's area is "route 1", and goes to work. The paths from Work 1 and Work 2 are shown.

신)의 배차 정보가 차량 기사의 모바일 앱(60)에 전송된다(S425). 예를 들어 워크1이 신항의 터미널1(T1)에서 컨테이너를 반출하여 터미널2(T2)에 반입하는 작업인 경우, 차량 기사는 경로(도15의 m1 경로)를 따라 터미널1(T1)로 출근한다. 도15에서는 각 터미널(T1,T2)을 점선으로 표시하였다. When the vehicle driver sends an attendance notification (S410 in FIG. 10) immediately after going to work and the transport company server 100 receives the attendance confirmation (S415), the first dispatch is made (S420), and work 1 (new

Shin) dispatch information is transmitted to the vehicle driver's mobile app 60 (S425). For example, if work 1 is a job of taking containers out of terminal 1 (T1) of the new port and bringing them into terminal 2 (T2), the driver goes to work at terminal 1 (T1) along the route (m1 route in FIG. 15). do. 15, each terminal (T1, T2) is indicated by a dotted line.

When the vehicle passes through the gate (GT1) of Terminal 1 (T1) and arrives at the outbound location and loads the container (S470), a loading completion signal may be transmitted to the transport company server 100 (S480). Upon receiving the completion signal, the transport company server 100 may select and dispatch the quantity to be transported in the next work (work 2) at this point (S420). Or, in an alternative embodiment, the next walk when the vehicle is loading containers and passing through the gate at Terminal 1 (T1) or while passing through the gate and traveling to Terminal 2 (T2) (i.e. when the vehicle is on the R1 route). The dispatch step (S420) for (work 2) may be executed.

In the dispatch step (S420), if the quantity allocated to Work 2 is the quantity carried out to Terminal 2 and brought into Terminal 3, Kopino information about this dispatch information is transmitted to the terminal operating system 50 of Terminal 2 (T2), (S440), the slip received when the vehicle arrives at the gate (GT2) of Terminal 2 contains information on the quantity of goods to be carried into Terminal 2 according to Walk 1 and the quantity to be taken out from Terminal 2 according to Walk 2. Therefore, this vehicle first unloads the quantity according to Work 1 to a predetermined loading area, and then travels to the location of the quantity of Work 2 via the path (m2), and then loads the quantity of Work 2.

At this time, in another alternative embodiment, after unloading the goods of work 1 at the loading site of terminal 2 and transmitting the unloading completion signal to the transport company server 100, the dispatching step of allocating the goods of work 2 (S420) may be executed. In this case, since the quantity of Work 2 was not determined at the time the vehicle passed through the gate (GT2) of Terminal 2, the quantity information on Work 2 was not displayed in the slip received at the gate (GT2). The quantity information of Walk 2 can be delivered to the driver through another delivery method.

In this way, the step of distributing the quantity to be transported in the next work can be executed at various times, such as loading or unloading of goods according to the current work, passing through a gate, or during transportation (S420). If the dispatch of the next quantity is delayed as much as possible, the optimal quantity can be dispatched according to the latest transportation status. However, if the dispatch is delayed, there are disadvantages such as the next quantity information not being displayed on the slip received when passing through the terminal gate. Therefore, it is desirable to determine and dispatch an appropriate dispatch time according to specific transportation conditions such as specific embodiments of the invention or loading/unloading of goods.

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 and should not be defined, but should be defined by not only the claims to be described later, but also those equivalent to these claims.

10: Carrier
20: Shipper
30: Seonsa
50: terminal operating system
60: mobile app
100: carrier server

Claims (5)

An automatic scheduling and dispatch management system for scheduling and dispatching logistics transportation in a port, wherein the transport company server of the system,
Based on the order of the shipper ordering the transportation of the quantity, collecting the data necessary for the transportation of the quantity including the transportation quantity related information, the export related information, and the carrying related information, and registering the data in the database (DB) (S10);
Based on the data registered in the DB, selecting a quantity to be transported within a predetermined time and generating a transport schedule consisting of a plurality of routes (S20);
Transmitting dispatch information about a first walk among a plurality of walks of a route allocated to the available vehicle to the available vehicle (S30); and
It is configured to perform the step (S40) of managing the transportation of each vehicle according to each route;
The transportation schedule generated in the transportation schedule generation step (S20) includes one or more intra-regional routes, and each route is composed of one or more works, and each work transports at least one quantity from the export location to the import location. including transportation operations;
The transportation schedule generating step (S20) includes assigning one route among the plurality of routes to each available vehicle according to a pre-set service area for each available vehicle,
The managing step (S40),
For each of the works after the first work among the plurality of works, loading or unloading of the amount of transport according to the current work from the vehicle transporting the amount according to the current work ("current work") has been completed. A dynamic dispatch step of selecting an amount to be transported from a work to be carried out next to the current work ("next work") by the vehicle upon receiving a completion signal notifying; and
Transmitting the dispatch information of the next work for the quantity selected in the dynamic assignment step to the vehicle; includes,
The amount to be transported in the next work is selected from among the amounts classified as the same type of work among the volume classifications according to the regions of the export and import locations,
The automatic scheduling and dispatch management system, characterized in that the volumes classified as the same type of work are the same as each other and the same as each other. The automatic scheduling and dispatch management system according to claim 1, wherein the transportation schedule generated in the transportation schedule creation step (S20) further includes one or more interregional routes. The automatic scheduling and dispatch according to claim 1, wherein in the dynamic allocation step, the quantity selected to be transported in the next walk of each available vehicle is one of the quantities of the corresponding route according to the preset zone of responsibility. management system. The method of claim 1, wherein the managing step (S40),
When the transport company server receives a departure notification signal from a vehicle that has received dispatch information about the first walk, transmitting Kopino information on the first walk to be performed by the vehicle to the terminal operating system of the port; and
When arrival information notifying that the vehicle has arrived at the departure or arrival location according to the first walk is received from the terminal operating system, slip information including identification information of the quantity to be exported or carried in and location information of the quantity is transmitted to the vehicle. An automatic scheduling and dispatch management system comprising the steps of: The method of claim 1, wherein the dynamic allocation step,
(i) a first rule for selecting a quantity of goods close to the vehicle transporting goods according to the current walk among the goods of the same class;
(ii) a second rule for selecting a quantity having a short waiting time for carrying out among the quantities of the same class; and
Automatic scheduling and dispatch management system, characterized in that for selecting the quantity of the next work according to a plurality of rules including; (iii) a third rule for selecting a quantity having a higher priority among the quantities of the same class.

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