WO2023145383A1

WO2023145383A1 - Operation management agent system

Info

Publication number: WO2023145383A1
Application number: PCT/JP2022/048581
Authority: WO
Inventors: 宏亮向後
Original assignee: 矢崎総業株式会社
Priority date: 2022-01-26
Filing date: 2022-12-28
Publication date: 2023-08-03
Also published as: JP2023108991A

Abstract

A server (40) provides a communication service such that some of various driver management tasks utilized by a transport company (10) for the driving of vehicles (20) are carried out at the server (40) side on behalf of the transport company. When a request from a consignor (30) has been received by the transport company (10), the server (40) or the like creates a transport plan. When freight is transported in a vehicle (20), the server (40) monitors information transmitted by onboard equipment of the subject vehicle (20), such as the position thereof, to manage the transport status. When a status involving a certain level of abnormality has been detected, the onboard equipment or the like issues a preliminary alert or an alert to the driver as instructed by the server (40). The server (40) preferentially notifies a transport management terminal (11) of important vehicle statuses that an administrator of the transport company (10) should be aware of.

Description

Operation management agent system

This disclosure relates to an operation management agent system.

Transportation companies that use trucks and other vehicles to transport packages requested by various customers (shippers) are required to deliver high-quality, safe transportation that satisfies the needs of their customers.

High transportation quality means, for example, loading a customer's cargo onto a truck at a certain point of departure at a predetermined time, maintaining a state in which the cargo is not subjected to a large impact, etc., and meeting the predetermined arrival time. It means transporting a truck so that it reaches its destination within the permissible range. In addition, safe driving maneuvers to reduce impacts on cargo and economical driving maneuvers to reduce vehicle fuel consumption are also important in order to prevent the occurrence of traffic accidents. Whether or not such demands can actually be met is considered to depend mainly on the individual driver's experience, driving ability, motivation, degree of fatigue, and the like.

In addition, transportation companies have been able to automatically record the location and driving conditions of each vehicle that transports cargo on the vehicle. may be monitored by For example, when an existing operation recorder such as a digital tachograph is installed in the vehicle as an onboard device, various information representing the driving situation can be automatically collected and recorded on the vehicle.

In addition, for example, the economical driving evaluation device of Patent Document 1 performs accurate economic driving evaluation using a traffic management instrument, thereby giving appropriate driving guidance to the driver and reducing fuel consumption. . Specifically, the number of times of acceleration is counted using the speed data recorded by the operation control unit, and the economic driving evaluation is performed based on the number of times of acceleration within the unit traveled distance.

Japanese Patent Application Laid-Open No. 2002-364400

By the way, in a transportation company (distribution company) that owns or uses a large number of vehicles, the manager monitors the operation status of each vehicle, finds the occurrence of problems such as operation delays of each vehicle, and manages the problems. may continue busy work routines to minimize

For example, if a transportation company employs many excellent drivers with a wealth of experience and excellent driving skills, problems such as operational delays are unlikely to occur, and the work of managers to suppress operational delays is also difficult. It is likely to be a relatively easy task. However, in actual transportation companies, it is difficult to secure experienced drivers and drivers with excellent driving skills. I don't get it.

In addition, in the case of other countries, such as India, there is a general trend for transportation companies to employ drivers who are not in an employment relationship as necessary and leave them to drive each vehicle. Therefore, especially small transport companies do not have a system to manage each driver, and grasp the personal characteristics of each driver, such as the driver's driving ability and the tendency of behavior such as slacking. often not.

Therefore, transportation companies are concerned that, for example, a driver may waste an unnecessarily long break in the middle of transportation due to slacking, or may damage precision equipment due to reckless driving that involves excessive speed, sudden acceleration, or sudden deceleration. It is impossible to foresee the occurrence of a situation in which an abnormally large impact is applied to the cargo. Therefore, the manager in the transportation business must continue the monitoring work while constantly paying attention to whether there is any abnormality in the operation status of each vehicle. In addition, when some kind of problem occurs, it may be difficult for the manager to grasp the situation, or a situation may easily arise in which the driver cannot be contacted. Therefore, the burden on the manager is heavy, and it is also difficult for the transportation company to secure and employ highly capable personnel capable of handling such monitoring work for exclusive management work.

The present disclosure has been made in view of the circumstances described above, and its purpose is to reduce the burden on the manager of the transportation company and to provide an operation management agency system that is useful for improving transportation quality.

The above object of the present disclosure is achieved by the following configuration.

a business terminal that can be used by a logistics business operator that manages one or more vehicles that can be used to transport packages and that uses the vehicles to transport packages of shippers;
a vehicle-mounted device mounted on the vehicle and including at least a position detection function for grasping position information of the own vehicle, a notification function capable of informing a driver of the vehicle of an alarm, and a wireless communication function;
a server including a function to perform at least a part of the management work of the vehicle and the driver in the logistics business operator;
The server detects a situation in which an alarm is required for each vehicle based on the information transmitted from the vehicle-mounted device of each vehicle and the operation plan created in advance, and without intervention of the operator terminal, the server uses the notification function to give a direct warning to the driver of the relevant vehicle, and the server notifies the operator terminal of information representing the state of the vehicle or the driver;
Operation management substitute system.

The operation management agent system of the present disclosure can be used to reduce the burden on the administrator of the transportation company and improve the transportation quality.

FIG. 1 is a block diagram showing the configuration of an operation management agency system according to an embodiment of the present disclosure. FIG. 2 is a sequence diagram showing an outline of the operation of the operation management agent system. FIG. 3 is a schematic diagram showing an example of display of operation states of a plurality of vehicles and a management screen. FIG. 4 is a schematic diagram showing a configuration example of management data. FIG. 5 is a flowchart showing processing for giving incentives in the server. FIG. 6 is a schematic diagram showing a list of main factors that can be used for driver evaluation. FIG. 7 is a schematic diagram showing a list of detailed elements when evaluating the part-time item. FIG. 8 is a front view showing a display example of a driver's evaluation result.

A specific embodiment of the present disclosure will be described below with reference to each figure.

<System configuration>
FIG. 1 is a block diagram showing the configuration of an operation management agency system 100 according to an embodiment of the present disclosure.

The transportation company 10 generally owns or manages a large number (for example, several dozen) of vehicles 20 that can be used to transport customers' packages, that is, trucks. In addition, there are a consignor 30 and a consignee 31 who request the transport company 10 to transport a package. A company is assumed as the consignor 30 and the consignee 31, but an individual may also be used.

On the other hand, in the transportation company 10, various persons outside the company who are not employed in the company may be used as drivers necessary for operating each vehicle 20, so the quality of cargo transportation is improved. For this purpose, operation management of the vehicle 20 and management of the driver are essential.

For example, if the driver takes an unnecessarily long break in the middle of the vehicle operation due to slacking off, it is expected that there will be a large delay in the arrival of the cargo at the consignee 31. In addition, in the case of drivers with poor awareness of safe driving, repeated reckless driving maneuvers such as exceeding the prescribed speed, sudden acceleration, and sudden deceleration may cause a large impact on the luggage and increase the risk of traffic accidents. have a nature.

Therefore, if the manager in the transportation company 10 performs the task of giving instructions to each driver one by one while simultaneously monitoring the operating conditions of a large number of vehicles 20, the burden on the manager becomes heavy. . In addition, it is often difficult for the transport company 10 to secure and employ a dedicated manager who can properly perform such work.

In the operation management agent system 100 shown in FIG. 1, the server 40 can provide a communication service that performs at least part of the management work that the manager in the transportation company 10 should perform. Therefore, by using the server 40, the transportation company 10 can greatly reduce the burden on the administrator.

The server 40 is managed by a predetermined agency service provider that provides this communication service. The server 40 can provide agency services by communication to various shipping companies 10 respectively. A proxy service provider who manages the server 40 provides the proxy service to the forwarding company 10 with which the server 40 has made a contract in advance, and collects a usage fee from the forwarding company 10 as consideration for the service.

In the example shown in FIG. 1, the server 40 has the functions of an order reception management agency unit 41, a transportation management agency unit 42, a driver management agency unit 43, and an operation management DB (database) 44. The system configuration may be changed so that part of these proxy functions are performed by the in-house system of the transport company 10 . In this case, the server 40 acquires from the shipping company 10 data obtained by implementing the functions of the system of the shipping company 10 . As an example, the server 40 may acquire a transportation plan from the transportation company 10 instead of creating a transportation plan, which will be described later.

The order acceptance management agency unit 41 has a function for receiving orders for the transportation services requested by various shippers 30 from various transportation companies 10 on behalf of the transportation companies 10 .

The transportation management agency unit 42 prepares an appropriate transportation plan according to the request of the shipper 30 for each of the transportation services that each transportation company 10 receives from the various shippers 30, and selects the specified vehicle 20 and Assign a specific driver to drive it.

In addition, when transporting the cargo of the shipper 30 by the specific vehicle 20 according to each transportation plan, the transportation management agent unit 42 determines the actual operation of the vehicle 20 based on the information acquired from the on-vehicle device of the vehicle 20 concerned. Conduct situational monitoring. In addition, according to the actual operation situation, the transportation management agency unit 42 performs processing for giving a preliminary warning for calling the driver's attention and a warning for suppressing the occurrence of transportation troubles. is carried out. In addition, the transport management agent part 42 also provides a function for the transport company 10, the shipper 30, and the consignee 31 to monitor the actual operation status of the vehicle 20. FIG.

The driver management agency unit 43 has a function of automatically evaluating the driving ability and the like for realizing transportation with high transportation quality for each of the large number of drivers used by each transportation company 10. ing. The driver management agent unit 43 also has a function of reflecting the evaluation result of each driver in incentives for the transport company 10 and each driver.

For example, the server 40 or the transportation company 10 may give incentives such as money to drivers who have improved their driving ability to transport packages with high transportation quality. It is possible to contribute to the realization of a favorable transportation state of the cargo.

The operation management DB 44 stores cargo transportation plans for each of the various transportation companies 10 that use the services of the server 40, actual transportation conditions that are periodically grasped, historical data on past transportation, and drivers to be managed. It holds and manages evaluation values for each item, information that affects them, and their histories.

In the example shown in FIG. 1, the transportation company 10 has a transportation management terminal 11 and a smart phone 12. The transportation management terminal 11 is composed of, for example, a personal computer (PC) having a communication function, and can be connected to the server 40 via the Internet 51 . The transportation management terminal 11 can receive the communication service of the server 40 by the transportation company 10 making a contract in advance with the agency service provider who operates the server 40 .

The smartphone 12 uses its own wireless communication function such as LTE (Long Term Evolution) to connect to the server 40 via a wireless communication network 52 that provides public wireless communication services and the Internet 51. be able to. In addition, the smartphone 12 can use the communication service of the server 40 by installing dedicated application software necessary for using the server 40 as an administrator into the smartphone 12 and making a predetermined contract. Thereby, the vehicle 20 can be managed by the smart phone 12 . Note that the transportation company 10 may use only one of the transportation management terminal 11 and the smart phone 12 .

The vehicle 20 shown in FIG. 1 is equipped with an in-vehicle GPS device 21, a notification device 22, and a wireless communication unit 23 as on-board equipment.

The in-vehicle GPS device 21 is a general GPS device available on the market, and based on radio waves received from a plurality of GPS (Global Positioning System) satellites, the latitude and longitude of the current position, the current time, the movement It is possible to grasp information such as speed and direction of movement.

The notification device 22 is necessary for informing the driver of information such as warnings, and has at least one of a speaker that outputs guidance audio and a display that displays text information.

The wireless communication unit 23 has a function for performing wireless communication according to standards such as LTE with a wireless base station of the wireless communication network 52 that provides public wireless communication services. Note that if the vehicle 20 is pre-equipped with a function equivalent to that of the wireless communication unit 23, the wireless communication unit 23 does not need to be added.

It is also possible to replace the in-vehicle GPS device 21, the notification device 22, and the wireless communication unit 23 with a general smart phone. In that case, it is necessary to incorporate dedicated application software into the smart phone so that the communication service of the server 40 can be used as a user interface device for the driver.

It is also possible to replace the in-vehicle GPS device 21, the notification device 22, and the wireless communication unit 23 with an in-vehicle device such as a commercially available digital tachograph. When using an in-vehicle device such as a digital tachograph, it is possible to communicate with the vehicle side system via a communication interface such as CAN (Controller Area Network), so there are more information such as vehicle speed, engine rotation speed, acceleration, transmission status, etc. information can be collected easily.

The consignor 30 and consignee 31 access the server 40 using the consignor terminal 30a and the consignee terminal 31a, respectively, to know the delivery status of the requested parcel, specifically the current position of the parcel. . General personal computers and smart phones can be used as the shipper terminal 30a and the consignee terminal 31a.

<Overview of system operation>
FIG. 2 is a sequence diagram showing an outline of the operation of the operation management agent system 100. As shown in FIG. The operation shown in FIG. 2 will be described below.

A consignor 30 who wishes to transport a package uses the consignor terminal 30a to place an order for transportation to the shipping company 10 (S11). At this time, if the shipping company 10 has contracted for the proxy service of the server 40, the order acceptance management proxy unit 41 of the server 40 receives the order from the shipper 30 to the shipping company 10 (S12). The information of the transportation request received by the server 40 on behalf of the customer is registered in the operation management DB 44 and further notified to the transportation management terminal 11 of the transportation company 10 .

The transportation management agency unit 42 of the server 40 prepares a transportation plan for the freight transportation ordered by the order management agency unit 41 according to the request of the shipper 30 (S13). This transport plan includes information such as the location of the loading port, the scheduled loading time, the location of the unloading port, the scheduled time of arrival at the unloading port, the travel route, and rest points. Information on the transportation plan created by the server 40 is registered in the operation management DB 44 and further transmitted to the transportation management terminal 11 of the transportation company 10 .

The transportation management agency unit 42 of the server 40 appropriately allocates the vehicle 20 necessary for actual cargo transportation and the driver to drive the vehicle from among the candidates secured in advance to the created transportation plan (S14). ).

In the transportation company 10, based on the transportation plan decided by the server 40, the specific vehicle 20 and the specific driver assigned to it are used to carry out the actual cargo transportation business. Then, when the vehicle 20 completes the loading of the cargo at the loading place designated by the shipper 30 in advance and starts operation, the vehicle-mounted device 24 detects it and notifies it to the server 40 (S15).

The on-vehicle device 24 mounted on the vehicle 20 that is transporting the cargo updates the latest current position detected by the on-vehicle GPS device 21, current time, travel speed, speed Information such as changes is transmitted to the server 40 (S16).

The server 40 collects information transmitted from each vehicle 20 that is transporting packages and stores it in the operation management DB 44 (S17). In addition, the server 40 continuously monitors whether or not the driver who drives each vehicle 20 is performing rough driving operations that may affect transportation quality, based on the information transmitted from the on-vehicle device 24 (S18). ). Specifically, the server 40 detects a driving operation, sudden acceleration, sudden deceleration, etc. exceeding a prescribed speed, and records the number of times in the operation management DB 44 for each driver.

In addition, the server 40 monitors the actual operation delay with respect to the operation plan for each vehicle 20 (S19). Specifically, the server 40 grasps whether or not there is a delay and the degree of delay with respect to the time when each vehicle 20 passes through a predetermined geofence at a plurality of checkpoints provided on the movement route of the operation plan.

The server 40 identifies the presence or absence of an abnormality by comparing the current state of each monitored vehicle 20 or driver with a predetermined threshold value (S20). Then, when the server 40 detects a situation in which transportation quality may deteriorate and a situation in which transportation quality has deteriorated, the server 40 issues a preliminary warning and an instruction to give the warning to the driver, respectively. 24 (S21).

The vehicle-mounted device 24 controls the notification device 22 to give a preliminary warning to the driver when instructed to output a preliminary warning from the server 40, and controls the notification device 22 to issue a warning when instructed to output a warning. is given to the driver (S22).

For relatively minor events among rough driving operations such as overspeeding, sudden acceleration, and sudden deceleration, only a preliminary warning is given to the driver to call attention at first, and the number of occurrences is stored on the server 40 side. Keep Then, the server 40 controls so that an alarm is given to the driver when the minor event exceeds a certain number of times. A preliminary warning and a threshold for warning may be set separately, and when the threshold for warning is exceeded, a warning may be issued without issuing a preliminary warning.

The server 40 transmits the vehicle status indicating the latest status of each vehicle 20 that monitors the transportation status of the packages to the transportation management terminal 11 or smart phone 12 of the transportation company 10 and notifies the manager (S23). . Here, the server 40 considers the priority of the vehicle status to be transmitted to the transportation management terminal 11 or smart phone 12 . For example, when a plurality of vehicles 20 are being monitored at the same time, the server 40 clarifies the specific vehicle 20 with the highest priority to be dealt with by the administrator among the plurality of vehicles 20. For example, it performs information processing such as rearranging multiple items, emphasizing display using different colors, and indicating the priority of each item.

Typical vehicle statuses include, for example, information indicating the current state of delays with respect to the operation plan for each vehicle, the running/stopping state of the vehicle, continuous running time, duration of the stopped state, and the like. .

The transportation management terminal 11 or smart phone 12 of the transportation company 10 displays the vehicle status transmitted from the server 40 along with the priority on the screen (S24). Therefore, the manager of the transportation company 10 can easily grasp the current situation from the screen display of the transportation management terminal 11 . For example, a specific vehicle 20 with the longest delay time compared to the transportation plan can be easily found on the screen of the transportation management terminal 11 among a plurality of vehicles 20 operating at the same time.

For example, if the manager needs to take action to prevent the current transportation delay in a specific vehicle 20 from greatly affecting the estimated arrival time, the manager can use the smartphone 12 to (S25). This makes it possible for the manager to grasp the current situation more accurately, take measures to reduce delays in the estimated arrival time, and notify the shipper 30 and consignee 31 of the delay in advance of arrival. it becomes possible to

The vehicle-mounted device 24 of each vehicle 20 notifies the server 40 of the arrival at the destination (S26). After detecting that each vehicle 20 has arrived at the destination in S27, the server 40 updates the driver's evaluation value so as to reflect the result of the current cargo transportation (S28). As for the driver's evaluation, it is possible to reflect the consignor-side evaluation input by the consignor 30 from the consignee terminal 30a and the consignee-side evaluation input by the consignee 31 from the consignee terminal 31a.

<Example of operation status and management screen display>
FIG. 3 is a schematic diagram showing an example of display of the operation state of a plurality of vehicles 20 (trucks A, B, and C) and a management screen.

In the example shown in FIG. 3, three trucks A, B, and C transport the cargo requested by the shipper 30 at different times along the same travel route from the loading point PL to the unloading point PU. Assuming you do. In this example, the distance from the loading point PL to the unloading point PU is 1500 [km], and three checkpoints P1, P2, and P3 are defined between them.

The positions of checkpoints P1, P2, and P3 are the points that have traveled 1 hour (H), 2 hours, and 3 hours from the loading port PL in the operation plan. Also, the distances from the loading port PL to each of the checkpoints P1, P2, and P3 are 375 [km], 750 [km], and 1125 [km], respectively. A geofence corresponding to the area of each checkpoint P1, P2 and P3 is predetermined.

Accordingly, the server 40 determines each checkpoint P1, P2, and P3 by comparing the latitude and longitude of the current location obtained from each track A, B, and C with the geofence of each checkpoint P1, P2, and P3. The time when each truck A, B, and C actually passed can be grasped.

Each truck A, B, C is the destination based on the time when each truck A, B, C actually passed each checkpoint P1, P2, and P3, average traveling speed, past operation history, etc. The server 40 can obtain the estimated arrival time tea at the unloading point PU by a predetermined calculation. Also, the remaining travel distance DR to the unloading site PU can be easily calculated based on the latest current position.

In the example shown in FIG. 3, the statuses of trucks A, B, and C that have passed checkpoints P1, P2, and P3 are displayed on

management screens

12a, 12b, and 12c of smartphone 12, respectively. That is, for truck A that has passed checkpoint P1, the estimated arrival time tea is 23:20 and the remaining travel distance DR is 1125 [km] on the management screen 12a.

Also, for truck B that has passed checkpoint P2, the estimated arrival time tea is 21:45 and the remaining travel distance DR is 750 [km] on the management screen 12b. Truck C, which has passed checkpoint P3, has an estimated arrival time tea of 0:30 and a remaining travel distance DR of 375 [km] on the management screen 12c.

<Configuration example of management data>
FIG. 4 is a schematic diagram showing a configuration example of the management data D10.

The management data D10 shown in FIG. 4 includes management data items iA, iB, and iC corresponding to each of the trucks A, B, and C, and includes information specifying the vehicle of each of the trucks A, B, and C, travel time TR , estimated arrival time tea, remaining time tR, remaining travel distance DR, repair time value Trec, and corresponding priority PRI. The contents of each of these items can be easily calculated based on information such as the current position transmitted from each vehicle.

The restoration time value Trec represents the numerical value of the required time [h] per 1 [km] required to recover the current vehicle operation delay with respect to the operation plan. Therefore, when the restoration time value Trec is small, it is easy to return to the operation state according to the operation plan.

The correspondence priority PRI represents the priority of each management data item iA, iB, and iC to be monitored. In other words, when it is difficult to return to the operation state according to the operation plan and the administrator's response is required, the response priority PRI is raised. In practice, the server 40 can determine the correspondence priority PRI by comparing the magnitude relationship of the repair time values Trec for a plurality of management data items iA, iB, and iC.

In the management data D10 shown in FIG. 4, the restoration time value Trec of the management data item iC is the largest among the management data items iA, iB, and iC. Therefore, the correspondence priority PRI of the management data item iC is No. 1 (NO. 1), and the correspondence priority PRI of the management data item iA is No. 2 (NO. 2).

In practice, the server 40 transmits the management data D10 as the vehicle status to the transportation management terminal 11 in a state in which the management data item iC with the first response priority PRI is instructed to be highlighted in red (S23). . Alternatively, the data arrangement of the management data items iA, iB, and iC is rearranged so that the management data item iC with the first correspondence priority PRI is at the top, and the management data D10 is sent to the transportation management terminal 11 as the vehicle status. Send.

Therefore, the manager can easily recognize the vehicle status of truck C in which transportation is delayed, etc., from the contents displayed on the screen of the transportation management terminal 11, and perform work such as contacting the driver of truck C. can be done quickly.

FIG. 5 is a flowchart showing processing for giving incentives in the server 40. FIG.

The transportation quality in the transportation company 10 greatly depends on the ability and motivation of each individual driver who actually drives each vehicle 20 . Therefore, if the transportation company 10 provides, for example, special money as an incentive to a driver whose personal evaluation of the operation of the vehicle 20 has greatly improved, the driver's motivation increases, and the transportation quality of each driver increases. Further improvement is expected. Further, the transportation quality of the transportation company 10 as a whole is improved, and the reliability of the consignor 30 requesting the transportation of the cargo is also enhanced.

Therefore, in this embodiment, the server 40 performs the processing shown in FIG. 5 in order to enable incentives to be given to each driver. The processing of FIG. 5 will be described below.
The server 40 calculates the driver evaluation value Vd for each driver at an appropriate timing (S31). This driver evaluation value Vd is calculated for each driver based on past operation history data when actually driving the vehicle 20 and transporting cargo, and is recorded in the evaluation value DB 44a which is a part of the operation management DB 44. and stored.

The server 40 calculates the shipping company evaluation value Vc for each shipping company 10 at an appropriate timing (S32). The transportation company evaluation value Vc reflects the result of totaling the driver evaluation values Vd of all the drivers who actually use the transportation of the package for each transportation company 10. For example, the driver evaluation value Vd The average value of the whole becomes the transportation company evaluation value Vc. The calculated shipping company evaluation value Vc is recorded and stored in the evaluation value DB 44a.

The server 40 refers to the history of the shipping company evaluation values Vc recorded in the evaluation value DB 44a for each shipping company 10, detects changes in the shipping company evaluation values Vc, and detects changes in the shipping company evaluation values Vc at S33. It is compared with a predetermined threshold to identify whether the carrier evaluation value Vc has improved sufficiently. Then, if the improvement is sufficient, the process proceeds from S34 to S35.

The server 40 gives an incentive Ic corresponding to the degree of improvement to the transportation company 10 that has sufficiently improved the transportation company evaluation value Vc (S35). As a representative example of the incentive Ic in this case, it is assumed that a portion of the service charge received from the transportation company 10 by the agency service provider that operates the server 40 is returned in the form of cashback.

The server 40 notifies the transportation management terminal 11 of the transportation company 10 of the incentive Ic given to the transportation company 10 in S35, the driver evaluation value Vd for each driver belonging to the transportation company 10, and the change thereof ( S36).

Regarding the incentive Ic given by the server 40 to each transportation company 10, it is assumed that the incentive Ic will be distributed within the company according to the standards of each company, and a portion of the incentive Ic will be paid to the relevant driver in cash or the like.

In addition, the server 40 side can act as an agent for giving incentives to the driver. In other words, if the transportation company 10 instructs the server 40 to give incentives to the driver in advance, the processing of the server 40 proceeds from S37 to S38.

The server 40 assigns a part of the incentive Ic given to the transport company 10 (amount of money, etc.) as an incentive Id, and automatically gives it to the driver whose driver evaluation value Vd has improved by a predetermined amount or more. (S38).

The server 40 notifies the driver of the given incentive Id, the driver's evaluation value Vd, and their changes (S39). As a result, the motivation of the relevant driver can be further increased, leading to an improvement in the transportation quality of the cargo.

For a driver who is not ready to be given an incentive ID, the server 40 sends the vehicle-mounted device 24 or an individual owned Notify your smartphone, etc. For example, the server 40 notifies the information of the guideline such as the need to shorten the break time by 30 minutes per trip or the need to reduce the number of sudden accelerations by two times per trip. As a result, even a driver who has not received the incentive Id can be encouraged to make further efforts to obtain the incentive by raising the evaluation, thereby increasing motivation.

Fig. 6 is a schematic diagram showing a list of main elements that can be used for driver evaluation.

The evaluation item of "fixed time system" shown in FIG. 6 evaluates each driver as to whether or not problems such as delays occurred in the actual operation with respect to the transport plan determined in advance by the server 40 or the like. This item is for Elements of route deviations, working hours, breaks, and arrival times can be included in this "punctual" metric.

In addition, as shown in Fig. 6, drivers can be evaluated for each item of "quality", "safety", and "economy" in addition to "time system". Specifically, the server based on the information acquired from the vehicle-mounted device 24, such as sudden deceleration (= sudden braking), sudden acceleration, sudden turning, impact, excessive speed, etc., caused by the actual driving operation of the driver during cargo transportation. The monitoring by 40 can evaluate the driver.

When evaluating "route deviation", if the deviation distance between the delivery route predetermined as the transportation plan and the current position of the vehicle 20 is greater than or equal to the deviation warning distance, it is determined that the route deviation is within the warning range. . Specifically, the server 40 sets a geofence within which the distance from a predetermined delivery route is within the deviation warning distance, and determination can be made based on whether the current position of the vehicle 20 is within this geofence.

When evaluating the "operating time", the server 40 determines whether or not the driver is driving based on the history of the current position. It is determined whether or not it is within the travelable time (for example, 15:00-6:00).

The server 40 determines that the operating time is within the warning range unless it is within the travelable time. Regarding breaks, the server 40 determines whether the driver is stopped based on the history of the current position, the ON/OFF state of the ignition switch, the speed, the engine speed, etc., and determines whether the stopped state continues for a predetermined time or longer. The time from when the vehicle is stopped until it is determined that the vehicle is not stopped is counted as the stop time. The server 40 determines that the break is within the warning range when the stop time exceeds the stop warning time.

When evaluating the "arrival time", the server 40 determines if the state of being at least the arrival warning distance from the receiving place or the destination continues for the first arrival warning time even after the predetermined arrival time. , that the arrival time is within the warning range.

When evaluating "rapid deceleration" or "rapid acceleration", the server 40 obtains the deceleration and acceleration based on the vehicle speed history of the vehicle 20, and when the obtained deceleration and acceleration exceed the warning value, It is determined that sudden deceleration and sudden acceleration are within the warning range. Regarding sharp turns and impacts, the server 40 determines that sharp turns and impacts are within the warning range when the G value in the rotation direction and the G value in the vertical direction of the vehicle 20 exceed the warning values. Regarding excessive speed, the server 40 determines that the speed is within the warning range when the speed exceeds the warning value.

FIG. 7 is a schematic diagram showing a list of detailed elements when evaluating part-time items.

A specific example in which the server 40 evaluates the item "part-time" among the items "part-time", "quality", "safety", and "economy" shown in FIG. 6 will be described below. .

In this embodiment, the server 40 performs evaluation by a deduction method, and does not deduct points when the first warning (preliminary warning) is issued. The server 40 acquires warning information as to whether or not the second warning (warning) has occurred based on the collected data of driving behavior received from the vehicle-mounted device 24, and points are deducted if the second warning has occurred. do. For example, the server 40 deducts 1 point if the state in which the deviation from the route, the operating time, and the break are within the warning range continues for a predetermined time or longer, and further deducts 1 point each time the state continues for a predetermined time or longer. In addition, the server 40 deducts 1 point when the state of being separated by the arrival warning distance or more continues for a second warning time or longer even after the arrival time, and further deducts 1 point each time the state continues for a predetermined time or longer. For example, if the second warning time is 20 minutes and the fixed time is 10 minutes, if the state of being away from the arrival warning distance or more continues for 40 minutes even after the arrival time, the server 40 outputs (40-20)/10= 2 points will be deducted.

The server 40 calculates a total evaluation score by adding a value obtained by multiplying the score obtained by deducting the full score from the full score by the method described above and multiplying it by a predetermined weight. That is, the server 40 calculates the total evaluation score of the part-time system by the following formula (1).

(full points - deduction for route deviation) x weight for route deviation + (full points - deduction for working hours) x weight for working hours + (full points - deduction for breaks) x weight for breaks + (full points - receiving) Points deduction for time of arrival at location) x Weight of time of arrival at receiving location + (Full score - Deduction of points for time of arrival at destination) x Weight of time of arrival at destination...(1)

It should be noted that the server 40 functions as a setting unit and can freely set the weight according to the wishes of the shipping company 10 . A large weight can be set for an evaluation item that the shipping company 10 considers important.

On the other hand, the "Quality" item shown in Fig. 6 is a comprehensive evaluation value calculated based on the two evaluation items of cargo damage and quantity. "Freight damage" is a comprehensive evaluation value calculated based on six evaluation items: sudden deceleration, sudden acceleration, sudden turning, shock, shipper evaluation, and consignee evaluation. For sudden deceleration, sudden acceleration, sharp turning, and impact, the server 40 evaluates with a demerit point system in the same way as the "fixed time system", and does not deduct points when the first warning is issued, and issues the second warning. state and deduct points. The shipper evaluation is an evaluation by the shipper 30 of the loading state of the cargo mounted on the vehicle 20 . For the shipper evaluation, for example, the shipper 30 can select and evaluate from three ranks of dangerous, normal, and polite. The consignee evaluation is an evaluation of the condition of the received package by the consignee 31 . For the consignee evaluation, the consignee 31 can select and evaluate from three ranks of, for example, terrible, normal, and beautiful.

　The quantity is evaluated by the consignee evaluation. The consignee evaluation of quantity is the evaluation of the quantity of the package by the consignee 31 . For the consignee evaluation of the quantity, for example, the consignee can select and evaluate from two ranks, i.e., according to the order and below the order. The server 40 calculates the overall quality score by adding the score of each evaluation item multiplied by the weight in the same manner as in the part-time system.

On the other hand, the "safety" item shown in Fig. 6 is a comprehensive evaluation value calculated based on five evaluation items: rapid deceleration, sudden acceleration, sharp turning, drinking, and excessive speed. Economy is a comprehensive evaluation calculated based on two evaluation items, fuel efficiency and vehicle body damage. Fuel efficiency is determined from engine speed and speed, and the better the fuel efficiency, the higher the evaluation. The vehicle body damage is a comprehensive evaluation of three evaluation items: sudden deceleration, sudden acceleration, and impact.

FIG. 8 is a front view showing a display example of the driver's evaluation result.

After evaluating one operation, the server 40 links the evaluation result to the ID of the driver and sends it to the transportation management terminal 11 of the transportation company 10 or the like. When the transportation management terminal 11 receives the evaluation result, it displays the evaluation result. At this time, as shown in FIG. 8, a radar chart for each item of punctuality, quality, safety, and economy may be displayed so that the driver's evaluation can be easily understood.

As described above, in the operation management proxy system 100 of the present embodiment, the proxy service provider that operates the server 40 can increase profits through a business model that provides proxy services to various users such as companies. become easier.

In addition, even if each transportation company 10 employs an unhired person as necessary and uses it as a driver of the vehicle 20, the use of the proxy service of the server 40 reduces the burden on the administrator. It is possible to improve the transportation quality of cargo without increasing the Therefore, there is no need for the transportation company 10 to secure an exclusive manager.

In addition, the server 40 provides an appropriate incentive Ic to the transportation company 10 whose evaluation has improved, so that the transportation quality of the transportation company 10 as a whole can be expected to improve. In addition, the transportation company 10 or the server 40 provides appropriate incentive IDs to drivers whose evaluations have improved, thereby increasing the motivation of each driver and further improving transportation quality. .

In addition, the company of the shipper 30 and the receiving party 31 requests the transport company 10 that uses the proxy service of the server 40 to transport the cargo, thereby securing means of delivering the cargo with high transportation quality. becomes easier. In addition, since the consignor 30 and the consignee 31 correctly evaluate the driver, it is possible to improve the accuracy in evaluating the driver.

It should be noted that the present disclosure is not limited to the above-described embodiments, and can be modified, improved, etc. as appropriate. In addition, the material, shape, size, number, location, etc. of each component in the above-described embodiment are arbitrary and not limited as long as the present disclosure can be achieved.

For example, in FIG. 3, geofences corresponding to areas of checkpoints P1, P2, and P3 are set, and the server 40 acquires the latitude and longitude of the current position obtained from each track A, B, and C, and these geofences. A case has been described in which the estimated arrival time tea at the unloading site PU is calculated by comparison. However, instead of setting the geofence, the server 40 calculates the traveling distance based on the output of the in-vehicle GPS device 21 from the timing when the trucks A, B, and C are entered into the geofence of the departure point such as the loading port PL. Calculation may be performed, and the remaining travel distance and the time required to reach the unloading point PU may be calculated each time each truck A, B, and C travels a certain distance. In addition, from the timing when each truck A, B, and C is entered into the geofence of the departure point such as the loading point PL, at regular intervals (for example, every hour), until the remaining travel distance and arrival at the unloading point PU The required time may be calculated. Of course, server 40 may implement a combination of these logics. According to the logic of calculating the remaining travel distance each time a certain distance is traveled, the server 40 can easily grasp the situation where the trucks A, B, and C are not traveling at all for some reason. Moreover, according to the logic which calculates remaining driving distance etc. for every fixed time, the server 40 can suppress the communication frequency with the onboard equipment 24. FIG.

Also, in the above embodiment, the case where the server 40 evaluates by the point deduction method has been described. However, if a simple demerit point system is adopted, the longer the driving distance, the more opportunities there are for deducting points, and there is a possibility that fairness in evaluation cannot be maintained. Therefore, the number of points deducted by the warning may be corrected based on the travel distance. For example, as the evaluation value, a value obtained by dividing the demerit points by the traveled distance is used.

Further, in the above embodiment, the case where the driver evaluation value Vd is calculated for each driver has been described. You may match with a vehicle. In addition, when the vehicle travels long distances, a plurality of drivers may get on the vehicle. In this case, the server 40 identifies which drivers are driving and differentiates the ratings for each driver. Examples of driver identification methods include ID authentication using fingerprints and text input with a terminal such as a smart phone carried by the driver during transportation, and an in-vehicle camera that captures an image of the driver. Image authentication can be performed. For image authentication, for example, the server 40 records an image of the driver in advance in the operation management DB 44 or the like, and the server 40 compares the image acquired from the vehicle 20 with the recorded image.

Further, in the above-described embodiment, the server 40 is capable of giving incentives to the driver on behalf of the driver. or how incentives will be distributed to drivers, and provide that information to the shipping company. In this case, the shipping company can independently give incentives to drivers based on the information provided.

Here, the characteristics of the operation management agent system according to the embodiment of the present disclosure described above are briefly summarized in [1] to [5] below.
[1] A business that can be used by a logistics operator (transportation company 10) that manages one or more vehicles (20) that can be used to transport cargo and transports the cargo of a shipper (30) using the vehicles. person terminal (transportation management terminal 11 or smart phone 12),
A position detection function (in-vehicle GPS device 21) that is mounted on the vehicle and grasps at least the position information of the own vehicle, a notification function (announcement device 22) that can notify an alarm to the driver of the vehicle, and a wireless communication function. (a wireless communication unit 23) and a vehicle-mounted device (24);
a server (40) including a function to perform at least part of the management work of the vehicle and the driver in the logistics company;
The server detects a situation in which an alarm is required for each vehicle based on the information transmitted from the vehicle-mounted device of each vehicle and the operation plan created in advance (S17 to S20), and the operator terminal intervenes. Alternatively, the server uses the notification function to directly warn the driver of the vehicle concerned (S21), and the server notifies the business operator terminal of information indicating the vehicle or driver status. (S23),
An operation management agent system (100).

According to the operation management proxy system having the configuration [1], for example, a driver who does not know the ability or behavioral tendency, such as a person not hired by the transportation company 10, is hired each time and left to drive the vehicle 20. Even in the case of transporting packages, it is easy to improve the transport quality of packages by using the proxy service provided by the server 40.例文帳に追加In particular, since an alarm can be given to the driver under the control of the server 40, the burden on the manager who monitors each driver and each vehicle using the transportation management terminal 11 can be greatly reduced. Also, based on the information notified from the server 40 to the transport management terminal 11, the manager can easily carry out work such as necessary communication.

[2] The server, based on the information transmitted from the vehicle-mounted device of each vehicle and the operation plan created in advance, at least the information of the vehicle with high priority or the driver with high priority (management data D10 ) is preferentially notified to the operator terminal (S23),
The operation management agent system according to the above [1].

According to the operation management agent system having the configuration [2] above, the manager of the transportation company 10 can, based on the information notified from the server 40 to the transportation management terminal 11, etc. It is possible to instantly grasp the situation of a specific vehicle or a specific driver to which priority should be given. Therefore, it is possible to reduce the burden on the manager for improving the transportation quality of the packages.

[3] The server calculates an ability evaluation value (driver evaluation value Vd) for each driver (S31), and calculates a transport quality evaluation value (transportation company evaluation value Vc) for each distribution company. (S32) For the distribution company whose transportation quality has improved more than a predetermined level, a profit return process is performed to give an incentive (Ic) according to the transportation quality from the service company that operates the server (S34, S35),
An operation management agent system according to the above [1] or [2].

According to the operation management agent system having the configuration [3] above, a distribution company whose transportation quality has improved more than a predetermined amount gives part or all of the incentive Ic returned from the server 40 to the driver who actually transported the package. On the other hand, it becomes possible to return it as an incentive Id. Giving the incentive Id increases the driver's motivation and is expected to further improve transportation quality.

[4] The server provides the operator's terminal with the calculated ability evaluation value for each driver and information on the change thereof (S36);
The operation management acting system according to the above [3].

According to the operation management agency system having the configuration [4] above, the logistics company grasps the specific driver who actually contributed to the incentive Ic and the degree of contribution from the information notified from the server 40 to the transportation management terminal 11 or the like. easier to do. Therefore, it becomes easier for the logistics company to allocate appropriate incentive Id to appropriate specific drivers.

[5] The server monitors the occurrence of rough driving operations and operation delays by the driver based on the information transmitted from the vehicle-mounted device of each vehicle and the operation plan created in advance (S18, S19 ), the monitoring result is reflected in the ability evaluation value for each driver (S28),
The operation management proxy system according to any one of [1] to [4] above.

According to the operation management proxy system having the configuration [5] above, it is possible to provide a driver who has a high ability to transport the cargo in transit while maintaining a safer condition, and a driver who does not increase the break time more than necessary due to slacking off. A distribution business operator can give a fair evaluation to a person.

Various embodiments have been described above with reference to the drawings, but it goes without saying that the present disclosure is not limited to such examples. It is obvious that a person skilled in the art can conceive of various modifications or modifications within the scope described in the claims, and these also belong to the technical scope of the present disclosure. Understood. Moreover, each component in the above embodiments may be combined arbitrarily without departing from the spirit of the invention.

This application is based on a Japanese patent application (Japanese Patent Application No. 2022-010339) filed on January 26, 2022, the content of which is incorporated herein by reference.

10 transportation company 11 transportation management terminal 12

smart phone

12a, 12b, 12c management screen 20 vehicle 21 in-vehicle GPS device 22 information device 23 wireless communication unit 24 vehicle-mounted device 30 consignor 30a consignor terminal 31 recipient 31a recipient terminal 40 server 41 order management Agency Department 42 Transport Management Agency Department 43 Driver Management Agency Department 44 Operation Management DB
44a Evaluation value DB
51 Internet 52 Wireless communication network 100 Operation management agency system DR Remaining mileage iA, iB, iC Management data items Ic, Id Incentive PL Loading point PU Unloading point P1, P2, P3 Check point PRI Response priority tea Estimated arrival time tR Remaining time TR Running time Trec Repair time value Vc Transportation company evaluation value Vd Driver evaluation value

Claims

a business terminal that can be used by a logistics business operator that manages one or more vehicles that can be used to transport packages and that uses the vehicles to transport packages of shippers;
a vehicle-mounted device mounted on the vehicle and including at least a position detection function for grasping position information of the own vehicle, a notification function capable of informing a driver of the vehicle of an alarm, and a wireless communication function;
a server including a function to perform at least a part of the management work of the vehicle and the driver in the logistics business operator;
The server detects a situation in which an alarm is required for each vehicle based on the information transmitted from the vehicle-mounted device of each vehicle and the operation plan created in advance, and without intervention of the operator terminal, the server uses the notification function to give a direct warning to the driver of the relevant vehicle, and the server notifies the operator terminal of information representing the vehicle or driver status;
Operation management substitute system.
The server transmits information of at least a high priority vehicle or a high priority driver to the operator terminal based on the information transmitted from the onboard unit of each vehicle and the operation plan created in advance. give priority notice to
The operation management agency system according to claim 1.
The server calculates an ability evaluation value for each driver, calculates a transportation quality evaluation value for each distribution company, and operates the server for a distribution company whose transportation quality has improved more than a predetermined level. Implement profit return processing to give incentives according to transportation quality from service providers who
3. The operation management agency system according to claim 1 or claim 2.
The server provides the operator terminal with the calculated ability evaluation value for each driver and information on the change thereof.
The operation management agency system according to claim 3.
The server monitors rough driving operations by the driver and the occurrence of operational delays based on the information transmitted from the vehicle-mounted device of each vehicle and the operation plan created in advance, and reports the monitoring results to each driver. reflected in the ability evaluation value of
The operation management agent system according to any one of claims 1 to 4.