Transfer type vehicle transport system

Abstract

To provide a transfer type vehicle transport system that solves the problem of a conventional vehicle transport system in which each driver circulates around a loading place and an unloading place independently, making it difficult to realize efficient vehicle transport while keeping to driver's working hours.SOLUTION: In a transfer type vehicle transport system 10, a management center 21 sets a relay place 14 between a loading place 12 and an unloading place 13. Then, a first driver and a second driver transfer between a first vehicle loader A and a second vehicle loader B at the relay place to transport vehicles. The vehicle transport system complies with the Work Style Reform Act to be implemented in 2024 and realizes vehicle transport that takes into consideration the health of the drivers.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an interchange vehicle transportation system. [Background technology]

[0002] A vehicle transport system described in Patent Document 1 is known as a conventional vehicle transport system from a factory to a port. In the vehicle transport system described in Patent Document 1, a vehicle loading vehicle with a head and a chassis always connected is used, and the vehicle loading vehicle travels from a company to a factory, which is a loading location where vehicles are loaded, and a fixed number of vehicles are loaded onto the chassis of the vehicle loading vehicle at the factory. The vehicle loading vehicle then travels to a port to unload the vehicles, and unloads the transported vehicles from the chassis at the port. The vehicle loading vehicle then returns to the company with its chassis empty.

[0003] Vehicles are then transported from the factory to the port using multiple vehicle carriers. When the number of vehicles to be transported in a day is large, the vehicle carriers make multiple round trips from the factory to the port to achieve the daily transport volume.

[0004] Also, as a conventional vehicle transport system from a factory to a port, the transport system described in Patent Document 2 is known. In the vehicle transport system described in Patent Document 2, a relay point is set between a loading location and an unloading location, and a first loop route connecting the loading location and the relay point, and a second loop route connecting the relay point and the unloading location are set.

[0005] On the first loop route, multiple vehicles are loaded onto a chassis at a loading location, and the head transports the chassis with the vehicles loaded to a relay location. At the relay location, the chassis and head are then detached, the head connects to the empty chassis, and the chassis moves to the loading location. Meanwhile, on the second loop route, multiple vehicles are unloaded from the chassis at an unloading location, and the head transports the empty chassis to the relay location. At the relay location, the chassis and head are then detached, the head connects to the chassis with the vehicles loaded, and the chassis moves to the unloading location. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Patent No. 5450877 [Patent Document 2] Patent No. 6085059 Summary of the Invention [Problem to be solved by the invention]

[0007] As described above, in the vehicle transport system described in Patent Document 1, the head and chassis of the vehicle-loading vehicle are always connected when traveling, so the driver of the head goes from the company to the factory, loads, for example, six vehicles onto the chassis, then goes to the port to unload the vehicles and returns to the company, completing one cycle. Therefore, depending on the number of vehicles transported in a day, one driver may complete the above cycle twice a day, exceeding the legally stipulated daily working hours for the driver. In this case, the driver works every other day, which makes it easy for the driver's days off to become irregular, and there is a problem that it is difficult to manage the driver's physical condition.

[0008] On the other hand, the company needs to secure the minimum number of drivers required for that day based on the planned number of vehicles to be transported per day. Therefore, if there are more drivers on alternate days, the number of drivers that the company needs to employ will increase, leading to an increase in fixed costs and putting pressure on the company's management.

[0009] In particular, in the logistics industry, the upper limit of drivers' overtime work will become even stricter as the Work Style Reform Act comes into force in 2024. The vehicle transportation system described in Patent Document 2 was devised for the purpose of improving the working environment of drivers, but the upper limit of overtime work in 2024 will require companies to implement further work style reforms.

[0010] The logistics industry is already suffering from a serious shortage of drivers due to the aging of drivers and a shortage of young drivers. In addition, with the expansion of online shopping in recent years, not only is the volume of goods being transported increasing, but the demand for shorter delivery times is also creating the challenge of a worsening working environment.

[0011] In particular, drivers of vehicle carriers are required to have special skills as they also load and unload vehicles onto and from chassis. However, in recent years, drivers with these special skills are getting older, and companies are facing the challenge of finding it difficult to secure the necessary number of drivers.

[0012] In addition, in the vehicle transportation system described in Patent Document 2, the work of disconnecting and connecting the chassis and head is performed at a relay point, so there is a problem that relay points are limited to inside a business office where the general public does not pass, from the viewpoint of ensuring safety during work. In addition, the above-mentioned disconnection and connection work is always required at the relay point, which makes it difficult to reduce the time the driver is detained.

[0013] The present invention has been made in consideration of the above circumstances, and aims to provide a transfer-type vehicle transport system that sets up relay points between loading and unloading locations where drivers can transfer vehicle-carrying vehicles, thereby realizing efficient vehicle transport while respecting the drivers' working hours. [Means for solving the problem]

[0014] In the vehicle transport system of the present invention, a transfer type vehicle transport system is provided that prepares a plurality of vehicle carriers, loads a plurality of vehicles onto the vehicle carriers at a loading location, transports the vehicles to an unloading location, and unloads the vehicles from the vehicle carriers. The vehicle transport system includes a management center having a storage unit that stores order information and transport information, and a control unit that generates a transport schedule using the order information and the transport information. The management center sets a relay location between the loading location and the unloading location where the vehicle carriers are transferred, and instructs a first driver to depart from a business establishment, transfer the first vehicle carrier to the first vehicle carrier at the loading location, and unload the first vehicle carrier from the first vehicle carrier. After the vehicle is loaded onto a car, a first transportation schedule is generated in which the vehicle travels in the order of the unloading location, the relay location, the unloading location, and the business establishment; and for a second driver, a second transportation schedule is generated in which the vehicle departs from the business establishment, the vehicle is loaded onto a second vehicle carrier at the loading location, and then the vehicle travels in the order of the relay location, the loading location, the unloading location, and the business establishment; and at the relay location, the first driver transfers from the first vehicle carrier to the second vehicle carrier, and the second driver transfers from the second vehicle carrier to the first vehicle carrier.

[0015] In addition, in the transfer-type vehicle transportation system of the present invention, the management center sets the relay location at a location where the first driver and the second driver can return to the business premises so that their daily working time is within 12 hours, respectively.

[0016] In addition, in the transfer-type vehicle transportation system of the present invention, the management center is characterized in that, in the second transportation schedule, the departure time of the second driver from the business establishment is set to be later than the departure time of the first driver from the business establishment.

[0017] Furthermore, in the transfer-type vehicle transport system of the present invention, the management center manages the number of vehicles to be transported in a day, sets up multiple combinations of transfer-type vehicle transport by the first driver and the second driver, and for vehicles that cannot be handled by the multiple combinations, generates a third transport schedule for a third driver to depart from the business premises, load the vehicle onto a third vehicle carrier at the loading location, and then travel to the unloading location and the loading location in that order.

[0018] In addition, in the transfer-type vehicle transportation system of the present invention, the management center manages the transportation status of the first vehicle loader and the second vehicle loader, and changes the relay location from the initially set location depending on the transportation status. Effect of the Invention

[0019] In the transfer type vehicle transport system of the present invention, the management center sets a relay point between the loading location and the unloading location, and generates a transport schedule for each of the first driver who drives the first vehicle loader and the second driver who drives the second vehicle loader. Then, the first driver and the second driver transfer between the first vehicle loader and the second vehicle loader at the relay point to transport the vehicles. This vehicle transport system complies with the Work Style Reform Act to be implemented in 2024 and realizes vehicle transport that takes into consideration the health of the drivers.

[0020] In addition, in the transfer-type vehicle transport system of the present invention, the management center sets relay locations so that each driver's daily working time is within 12 hours, thereby complying with the Work Style Reform-related Act that will come into effect in 2024 and enabling each driver to work every day.

[0021] In addition, in the transfer-type vehicle transportation system of the present invention, the management center generates a transportation schedule that differs the departure times from the business premises of the first driver and the second driver, thereby adjusting waiting times at relay locations and keeping each driver's daily working time within 12 hours.

[0022] Furthermore, in the transfer type vehicle transport system of the present invention, the management center can combine transfer type vehicle transport with the conventional single type vehicle transport to realize a transport schedule with a minimum number of drivers, thereby realizing efficient vehicle transport while keeping fixed costs down.

[0023] In addition, in the transfer-type vehicle transport system of the present invention, the management center can monitor the transport status of the first vehicle loader and the second vehicle loader in real time, re-establishing relay locations while bypassing traffic congestion, etc., thereby keeping each driver's daily working time to within 12 hours. [Brief description of the drawings]

[0024] [Figure 1] 1 is a schematic diagram illustrating a transfer-type vehicle transportation system according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a block diagram illustrating a management center of the transfer-type vehicle transportation system according to one embodiment of the present invention. [Diagram 3] 1 is a schematic diagram illustrating an example of a database of order information stored in a management center of a transfer-type vehicle transportation system according to an embodiment of the present invention. FIG. [Figure 4] 1 is a schematic diagram illustrating an example of a database of transportation information stored in a management center of a transfer-type vehicle transportation system according to an embodiment of the present invention. FIG. [Diagram 5] 4 is a flowchart illustrating processing control of a transfer type vehicle transportation system according to an embodiment of the present invention. [Figure 6] FIG. 2 is a diagram showing an example of a transportation schedule of the transfer type vehicle transportation system according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0025] Hereinafter, a transfer type vehicle transportation system 10 (hereinafter referred to as "vehicle transportation system 10") according to one embodiment of the present invention will be described in detail with reference to the drawings. In addition, when describing this embodiment, the same components are generally designated by the same reference numerals, and repeated description will be omitted.

[0026] FIG. 1 is a schematic diagram illustrating the vehicle transportation system 10 of this embodiment. FIG. 2 is a block diagram illustrating the management center 21 of the vehicle transportation system 10 of this embodiment. FIG. 3 is a schematic diagram illustrating an example of a database of order information stored in the management center 21 of the vehicle transportation system 10 of this embodiment. FIG. 4 is a schematic diagram illustrating an example of a database of transportation information stored in the management center 21 of the vehicle transportation system 10 of this embodiment. FIG. 5 is a flowchart illustrating processing control in the management center 21 of the vehicle transportation system 10 of this embodiment. FIG. 6 is a train diagram illustrating the transportation schedule of the vehicle transportation system 10 of this embodiment.

[0027] As shown in FIG. 1, the vehicle transport system 10 of the present embodiment is a transport system for loading a plurality of vehicles onto a vehicle carrier and transporting the vehicles to a port where a transport tanker operates, for example, in order to export vehicles manufactured at a domestic automobile factory overseas. A plurality of vehicle carriers are used in the vehicle transport system 10, and a management center 21 (see FIG. 2) generates transport routes and transport schedules for drivers assigned to each vehicle carrier. Although details will be described later, by limiting the daily working hours of each driver to 12 hours or less, consecutive days of work are possible, and an efficient transport system that complies with laws and regulations is realized. In the following description, it is assumed that a maximum of six vehicles can be loaded onto one vehicle carrier, but the number of vehicles that can be loaded is not particularly limited.

[0028] The vehicle transportation system 10 has locations where vehicle carriers stop off, including a business establishment 11 which is the departure point, a loading location 12 which is a client's factory or the like where the vehicles are loaded onto the vehicle carrier, an unloading location 13 which is a port or the like to which the vehicles are to be delivered where the vehicles are unloaded from the vehicle carrier, and a relay location 14 where a first driver and a second driver who form a transportation pair transfer to each other's first and second vehicle carriers A, B.

[0029] In the vehicle transport system 10, a first driver who drives a first vehicle loading vehicle A and a second driver who drives a second vehicle loading vehicle B at the time of departure form a transport pair, and a transport schedule is generated for each driver in the management center 21. Then, the management center 21 calculates the number of vehicle loading vehicles required according to the number of vehicles to be transported in a day, and sets multiple transport pairs according to the calculation result.

[0030] As shown in the figure, the solid line indicates the transportation route of the first driver who departs from the business establishment 11 in the first vehicle carrier A. Specifically, as the first route (0), the first driver departs from the business establishment 11 in the first vehicle carrier A and stops at the loading location 12. Next, as the second route (1), the first driver loads six vehicles onto the first vehicle carrier A at the loading location 12, then departs from the loading location 12 and stops at the unloading location 13. Next, as the third route (2), the first driver unloads the vehicles at the unloading location 13, departs from the unloading location 13 in the empty first vehicle carrier A, and stops at the relay location 14. Next, as the fourth route (3), the first driver transfers to the second vehicle carrier B loaded with six vehicles at the relay location 14, then departs from the relay location 14 in the second vehicle carrier B and stops at the unloading location 13. Finally, as the fifth route (4), the first driver unloads the vehicles at the unloading location 13, departs from the unloading location 13 in the empty second vehicle carrier B, and returns to the business 11.

[0031] Meanwhile, the dashed line indicates the transportation route of the second driver who departs from the business establishment 11 in the second vehicle carrier B. Specifically, as the first route (0), the second driver departs from the business establishment 11 in the second vehicle carrier B and stops at the loading location 12. Next, as the second route (1), the second driver loads six vehicles onto the second vehicle carrier B at the loading location 12, then departs from the loading location 12 and stops at the relay location 14. Next, as the third route (2), the second driver transfers to the first vehicle carrier A, which is empty, at the relay location 14, then departs from the relay location 14 in the first vehicle carrier A and stops at the loading location 12. Next, as the fourth route (3), the second driver loads six vehicles onto the first vehicle carrier A at the loading location 12, then departs from the loading location 12 and stops at the unloading location 13. Finally, as the fifth route (4), the second driver unloads the vehicles at the unloading location 13, departs from the unloading location 13 in the empty first vehicle carrier A, and returns to the business 11.

[0032] 2, the management center 21 is a place where order information and transport information are managed and transport schedules are adjusted and determined in order to make the vehicle transport system 10 of this embodiment function efficiently, and is provided, for example, in the business establishment 11 (see FIG. 1). The management center 21 mainly has a control unit 22, a storage unit 23, an operation unit 24, a display unit 25, and an output unit 26.

[0033] The control unit 22 is, for example, a calculation device such as a PC (Personal Computer), and has a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc., and executes various calculation processes for generating a transportation schedule.

[0034] The storage unit 23 is composed of a non-volatile memory such as an EEPROM (Electrically Erasable Programmable Read-only Memory). Various data required to determine a transport schedule and generated transport schedule data are stored in the storage unit 23. The various data are, for example, order information data and transport information data.

[0035] The operation unit 24 is, for example, an input means such as a keyboard connected to a computing device such as a PC. An operator operates the operation unit 24 to input information to be registered in each database, such as order information and transportation information, into the computing device.

[0036] The display unit 25 is, for example, a display connected to the arithmetic unit. The display unit 25 displays information input via the operation unit 24, a transportation schedule, the registered contents of each database in the storage unit 23, and the like.

[0037] The output unit 26 is, for example, a printer connected to the arithmetic unit 22. The output unit 26 outputs the transportation schedule, the registered contents of each database in the storage unit 23, etc., onto paper or the like.

[0038] As shown in Fig. 3, order information such as the order date, client, number of vehicles to be transported, work start date, work end date, loading location 12, unloading location 13, etc. are managed for each order number. For example, for order number J1, an order for the transport of 360 vehicles has been received from Company X, the work start date is June 19, 2023, and the work end date is June 23, 2023. Then, the control unit 22 of the management center 21 divides the vehicles evenly over the actual number of work days, which is 5 days, and calculates the number of vehicles to be transported per day to be 72.

[0039] Next, the control unit 22 of the management center 21 selects a relay point 14 that can be handled by the driver of each vehicle-carrying vehicle on the transport route described above with reference to Fig. 1 during the 12-hour working time of the vehicle-carrying vehicle in one day. Here, a plurality of relay points 14 are registered as locations where the vehicle-carrying vehicle can be parked and where a toilet break can be taken, such as company offices, roadside stations, and convenience stores. Then, the control unit 22 of the management center 21 performs calculations based on information such as the loading location 12, unloading location 13, transport distance, and transport route, and selects the P office as the optimal relay point 14 for order No. J1, for example.

[0040] Next, the control unit 22 of the management center 21 stores the P office as the relay location 14 for the order number J1 in the memory unit 23. The control unit 22 then determines that all the vehicles can be transported in five days of work by loading six vehicles onto one vehicle carrier, preparing four vehicle carriers, and setting two transport pairs for the day shift and two transport pairs for the night shift, and generates a transport schedule.

[0041] As shown in Figure 4, the work status of each driver is managed as transportation information, and efficient vehicle transportation is achieved while respecting the driver's working hours. Note that the actual number of work days is based on the annual work day calendar determined by the company, but basically, a two-day weekend system is in place with Saturday and Sunday as weekend days off.

[0042] The memory unit 23 stores the driving status of each driver at least up to the previous week. The first half of the day shift is within 12 hours of commitment time per day and means the early shift of the day shift in the vehicle transport using the transfer method, and the second half of the day shift is within 12 hours of commitment time per day and means the late shift of the day shift in the vehicle transport using the transfer method. The first half of the night shift is within 12 hours of commitment time per day and means the early shift of the night shift in the vehicle transport using the transfer method, and the second half of the night shift is within 12 hours of commitment time per day and means the late shift of the night shift in the vehicle transport using the transfer method. On the other hand, the symbol LL means that in the conventional single-vehicle transport performed by one driver, the driver has driven for 12 hours or more of the daily commitment time. The symbol S means that in the conventional single-vehicle transport, the driver has driven for less than 12 hours of the daily commitment time.

[0043] In the case of the above order No. J1, the control unit 22 of the management center 21 selects eight drivers, a, b, c, d, e, f, g, and h, and because drivers a, b, g, and h worked day shifts last week, they will work night shifts this week. On the other hand, drivers c, d, e, and f worked night shifts last week, so they will work day shifts this week. Furthermore, the control unit 22 determines that drivers k and i worked long hours on holiday work last Saturday, and therefore it is desirable to give them a substitute holiday depending on the order situation.

[0044] The control unit 22 manages the working conditions of each driver. The control unit 22 manages each driver so that they do not drive long distances continuously as much as possible, thereby managing the health of the drivers and realizing safe operation of the vehicle-loading vehicle. The control unit 22 also manages the drivers so that they alternate between day and night shifts every other week, which makes it easier to maintain the drivers' health in good condition. In particular, in an industry where drivers are aging, it is important to manage the health of each driver and improve the working environment.

[0045] In Fig. 5, the processing control in the management center 21 of the vehicle transportation system 10 of this embodiment will be described using the order number J1 shown in Fig. 3 as an example. Note that when describing Fig. 5, the order numbers J2 and J3 shown in Fig. 3 will also be used as examples as appropriate.

[0046] As shown in FIG. 5, in step S10, when an operator at the management center 21 operates the operation unit 24 and inputs order information as shown in FIG. 3, the control unit 22 controls the memory unit 23 to store the input order information in the memory unit 23.

[0047] In step S11, the control unit 22 controls the memory unit 23 to determine whether the latest order information and transportation information are stored. Specifically, in the case of a new client, the control unit 22 determines whether the transportation distance from the loading location 12 to the unloading location 13, the optimal transportation route, etc. have been input. The control unit 22 also determines whether the driver's work situation up to the previous day has been input. The transportation distance and the optimal transportation route may be calculated by the control unit 22 using map information, etc. stored in the memory unit 23 and automatically input.

[0048] In the case of a requester with which the company has had previous transactions, when the existing loading location 12 and unloading location 13 are entered as order information, the registered relay location 14, transport distance, optimal transport route, etc. are automatically entered. On the other hand, when a new loading location 12 and unloading location 13 are entered for a requester with which the company has had previous transactions, it is determined whether the above order information has been entered, as in the case of a new requester.

[0049] If the control unit 22 determines that the latest order information and shipping information have been input and registered (YES in step S11), the process proceeds to step S12. On the other hand, if the control unit 22 determines that the latest order information and shipping information have not been input (NO in step S11), the process proceeds to step S13. In step S13, an operator at the management center 21, for example, after confirming a warning to input the latest information displayed on the display unit 25, operates the operation unit 24 to input the latest order information and shipping information. Thereafter, the control unit 22 controls the storage unit 23 to store the input latest order information and shipping information in the storage unit 23, and the process returns to step S11.

[0050] In step S12, the control unit 22 controls the memory unit 23 to determine whether or not a transfer-type vehicle transport using multiple vehicle carriers is necessary based on the order information. Specifically, for order No. J1 shown in Fig. 3, the maximum number of vehicles to be transported in one day is calculated to be 72 vehicles based on the number of vehicles to be transported being 360 and the actual number of work days being 5 days. The control unit 22 then calculates that 12 transports are required from the loading location 12 to the unloading location 13 in order to transport 72 vehicles in one day.

[0051] If the controller 22 determines that the transfer-type vehicle transport is necessary to accommodate the maximum number of vehicles to be transported in one day (YES in step S12), the process proceeds to step S14.

[0052] In step S14, the control unit 22 controls the memory unit 23 to determine whether it is possible to set a relay location 14 and whether it is possible to secure multiple drivers and vehicle carriers to handle the above-mentioned transfer-type vehicle transport.

[0053] Specifically, the control unit 22 selects a relay location 14 that is between the loading location 12 and the unloading location 13 and can be handled on the transport route within the 12 hours that the driver is on duty for one day. Next, the control unit 22 determines that in order to handle the maximum number of vehicles to be transported in one day, which is 72 vehicles, it is possible to transport all the vehicles in five days of work by loading six vehicles onto one vehicle carrier, preparing four vehicle carriers, securing eight drivers, and setting two transport pairs for the day shift and two transport pairs for the night shift.

[0054] If the answer is YES in step S14, the control unit 22 controls the memory unit 23 to select the P office as the relay location 14, and if four vehicle carriers and eight drivers a, b, c, d, e, f, g, and h are secured, the control unit 22 proceeds to step S15.

[0055] In step S15, the control unit 22 controls the memory unit 23 to determine whether or not there are any vehicles that cannot be handled by the transfer method of transportation by the above eight drivers a, b, c, d, e, f, g, and h for the 360 ​​vehicles to be transported for No. J1 in 5 actual work days.

[0056] If the answer is NO in step S15, the control unit 22 controls the memory unit 23 to determine that all 360 vehicles can be transported by having eight drivers a, b, c, d, e, f, g, and h work every day, transporting between the loading location 12 and the unloading location 13 12 times a day, for a total of 60 trips over the above five days, and loading six vehicles onto one vehicle carrier, and then proceeds to step S16.

[0057] In step S16, the relay location 14, the loading location 12, and the unloading location 13 are set, and the control unit 22 generates a transportation schedule from the order information, the transportation information, etc. This transportation schedule will be described later with reference to FIG.

[0058] Here, a case where the above-mentioned transfer method of vehicle transportation cannot be used will be described.

[0059] If the control unit 22 determines that the transfer method vehicle transport is not necessary (NO in step S12), the process proceeds to step S17. For example, in the case of order No. J2 shown in Fig. 3, where the number of transported vehicles is six and the actual number of work days is one, one driver can handle the work with one vehicle loader, and the control unit 22 determines that the transfer method vehicle transport is not necessary. Then, in step S17, a transport schedule is generated for one driver and one vehicle loader for the conventional single-mode vehicle transport.

[0060] If the result of NO in step S14 is NO, and the control unit 22 determines that at least one of the following cannot be satisfied: setting of relay points 14, securing the necessary number of drivers, or securing the necessary number of vehicle-carrying vehicles, the process proceeds to step S17. Then, in step S17, for example, in order to complete the transportation of all the vehicles by the end of the work day, a transportation schedule is generated in which one driver repeatedly drives between the loading location 12 and the unloading location 13 without setting relay points 14, which is the conventional single method.

[0061] Also, in the case where the control unit 22 judges that there are vehicles that cannot be handled by the vehicle transport using the transfer method in step S15 (YES), the control unit 22 proceeds to step S17. For example, in the case of the order No. J3 shown in FIG. 3, in which the number of vehicles to be transported is 390 and the actual number of work days is 5, as described above, even if the eight drivers a, b, c, d, e, f, g, and h and four vehicle carriers are used for the transfer method, 30 vehicles cannot be handled. In this case, the control unit 22 generates a transport schedule for the 360 ​​vehicles using the vehicle transport using the transfer method, and generates a transport schedule for the remaining 30 vehicles in which one driver repeatedly drives between the loading location 12 and the unloading location 13 without providing the relay location 14, which is the conventional single method.

[0062] For example, when one driver k as the third driver is to transport the above 30 vehicles with one vehicle carrier as the third vehicle carrier, a third transportation schedule is generated in which the number of vehicles transported per day is 12 vehicles by rotating between the loading location 12 and the unloading location 13 twice a day. However, since the driver k's daily commitment time is 13 hours or more, the driver will work every other day in compliance with laws and regulations. In this case, during the actual number of working days of five days, it is possible to transport 12 vehicles on the first day, 12 vehicles on the second day as a holiday, 12 vehicles on the third day, 4th day as a holiday, and 6 vehicles on the fifth day. If the driver and the vehicle carrier can be secured, a transportation schedule for the above-mentioned transfer type vehicle transportation for the above 30 vehicles may be generated and the response to step S14 may be NO.

[0063] In step S18, the control unit 22 controls the display unit 25, the output unit 26, and the storage unit 23 to display the transportation schedule on the display unit 25. Then, if an operator at the management center 21 checks the transportation schedule displayed on the display unit 25 and determines that there is no problem, the operator operates the operation unit 24, and the control unit 22 outputs the transportation schedule from the output unit 26, and the process ends.

[0064] In FIG. 6, the first transport pair is formed by drivers a and b, and the shift system is in charge of the night shift. Meanwhile, the second transport pair is formed by drivers c and d, and the shift system is in charge of the day shift. The solid line indicates the transport route by the first vehicle loader A, and the dashed line indicates the transport route by the second vehicle loader B. In the following explanation, FIG. 1 and its explanations will be referred to as appropriate. In addition, although the explanation will be given for drivers a, b, c, and d, the same transport schedule is generated for drivers e, f, g, and h, so the explanation will be omitted. In addition, as shown in FIG. 6, the first transport schedule for the first driver and the second transport schedule for the second driver may be displayed together or individually as the transport schedule.

[0065] First, the driver c leaves the business 11 in the first vehicle loading vehicle A, stops at the loading location 12, and loads six vehicles onto the first vehicle loading vehicle A. The driver c takes about one hour to complete this task. Next, the driver c leaves the loading location 12, stops at the unloading location 13, and unloads the six vehicles from the first vehicle loading vehicle A at the unloading location 13. The driver c takes about three hours and ten minutes to complete this task. Next, the driver c leaves the unloading location 13 in the empty first vehicle loading vehicle A, stops at the relay location 14, and transfers to the second vehicle loading vehicle B driven by the driver d at the relay location 14. The driver c takes about two hours and ten minutes to complete this task.

[0066] Meanwhile, driver d leaves the business 11 in the second vehicle carrier B about 3 hours and 10 minutes after driver c leaves, stops at the loading location 12, and loads six vehicles onto the second vehicle carrier B. Driver d then takes about 1 hour to complete this task. Next, driver d leaves the loading location 12, stops at the relay location 14, and at the relay location 14 switches to the first vehicle carrier A driven by driver c. Driver d then takes about 2 hours and 10 minutes to complete this task.

[0067] As shown by the circle 31, the control unit 22 sets the stay time at the relay location 14 to approximately 20 minutes, and sets the departure time from driver d's business premises 11 so that drivers c and d can take a toilet break, hand over necessary documents, etc., and transfer between the first and second vehicle loaders A and B.

[0068] Next, the driver c leaves the relay location 14 in the second vehicle loading vehicle B, stops at the unloading location 13, and unloads six vehicles from the second vehicle loading vehicle B at the unloading location 13. The driver c then takes about 2 hours and 30 minutes to complete this work. Finally, the driver c leaves the unloading location 13 in the empty second vehicle loading vehicle B and returns to the business 11. The driver c then takes about 2 hours and 10 minutes to complete this work.

[0069] As mentioned above, Driver C's daily work hours are about 11 hours, and even taking into account the traffic conditions such as road congestion, Driver C's daily working hours can be kept to 12 hours or less. Driver C will be able to work consecutive days while taking into consideration his health condition and complying with the Work Style Reform Act that will come into effect in 2024.

[0070] Meanwhile, driver d leaves the relay location 14 in the first vehicle loading vehicle A, stops at the loading location 12, and loads six vehicles onto the first vehicle loading vehicle A. Driver d then takes about two and a half hours to complete this task. Next, driver d leaves the loading location 12, stops at the unloading location 13, and unloads the six vehicles from the first vehicle loading vehicle A at the unloading location 13. Driver d then takes about three hours and ten minutes to complete this task. Finally, driver d leaves the unloading location 13 in the empty first vehicle loading vehicle A, and returns to the business 11. Driver d then takes about two hours and ten minutes to complete this task.

[0071] As mentioned above, Driver D requires approximately 11 hours of work per day, and even taking into account road congestion, Driver D's daily working hours can be kept to 12 hours or less. Driver D will be able to work continuously while also taking into consideration his health condition and complying with the Work Style Reform Act that will come into effect in 2024.

[0072] Next, after performing maintenance, inspection, and refueling of the second vehicle loading vehicle B at the business establishment 11, the driver a takes over the second vehicle loading vehicle B from the driver c, leaves the business establishment 11, stops at the loading site 12, and loads six vehicles onto the second vehicle loading vehicle B. After that, the transportation route, work content, and work time are the same as those of the driver c described above, so please refer to the explanation therefor and will not be described here.

[0073] Similarly, after performing maintenance, inspection, and refueling on the first vehicle loading vehicle A at the business establishment 11, the driver b takes over the first vehicle loading vehicle A from the driver d, leaves the business establishment 11, stops at the loading site 12, and loads six vehicles onto the first vehicle loading vehicle A. After that, the transportation route, work content, and work time are the same as those of the driver d described above, so please refer to the explanation therefor and will not be repeated here.

[0074] As a result, Driver A and Driver B will also need approximately 11 hours of work per day, and even taking into account road congestion and other transportation conditions, Driver A and Driver B's daily working hours will be kept to 12 hours or less. Driver A and Driver B will be able to work continuously while also taking into consideration their health conditions and complying with the Work Style Reform Act that will come into effect in 2024.

[0075] In addition, the vehicle transportation system 10 can realize a transportation schedule with a minimum number of drivers, so that efficient vehicle transportation can be realized while suppressing fixed costs. Also, by handling the vehicle transportation system 10 with the minimum number of drivers, the company can allocate the drivers to other orders, and as the number of orders increases, the company's management can also improve.

[0076] In addition, the vehicle transportation system 10 eliminates the need to employ more drivers than necessary, which can address the current driver shortage problem in the logistics industry, while realizing efficient vehicle transportation while reducing necessary expenses such as labor costs, fuel costs, and the cost of purchasing vehicle loaders.

[0077] In addition, in the vehicle transportation system 10, drivers who form a transportation pair can switch vehicles at relay points. As a result, each driver does not need to perform disconnection and connection work between the chassis and the head at the relay points, and multiple relay points can be selected for the transportation route. This also reduces the work time at the relay points, realizing efficient vehicle transportation.

[0078] In the vehicle transport system 10 of the present embodiment, the control unit 22 of the management center 21 selects the optimal relay point 14 in advance from the loading location 12, the unloading location 13, the transport route, etc., but the present invention is not limited to this case. For example, the management center 21 can install a GPS device or the like on the vehicle-loaded vehicle during travel, and grasp the transport status, such as the travel position of the vehicle-loaded vehicle and the traffic congestion status on the road, in real time. Then, according to the transport status of each vehicle-loaded vehicle, the relay point 14 can be appropriately changed to an optimal location and an instruction can be given to the driver of the vehicle-loaded vehicle, so that, for example, even if a sudden traffic jam due to an accident occurs, the accident traffic jam can be bypassed and the vehicle-loaded vehicle can be transferred. As a result, the driver's daily working time can be limited to 12 hours, which allows the driver to work every day, prevents the driver from being forced to transport according to an unreasonable schedule in order to meet the delivery date of the order, and allows consideration to the driver's health condition.

[0079] In addition, in the vehicle transport system 10 of this embodiment, the case where the vehicle transport is ordered by one transport company and the one transport company that received the order handles it alone has been described, but the present invention is not limited to this case. For example, five transport companies may jointly receive an order, bring vehicle-loading vehicles from each transport company, and handle the order jointly using the vehicle transport system 10. In this case, the drivers and vehicle-loading vehicles are in charge of each transport company, and the labor costs, fuel consumption, etc. are each borne by each transport company, so there is no problem of splitting expenses, and payment can be made according to the number of vehicles transported, which is advantageous in terms of accounting. In addition, since each transport company or its office can be used as the relay location 14, there is also the advantage that the relay location 14 can be set in a more optimal location. In addition, various modifications are possible within the scope of the present invention. [Explanation of symbols]

[0080] 10. Transfer vehicle transport system 11 Offices 12 Loading area 13 Unloading area 14 Relay Location 21 Management Center 22 Control section 23 Memory section 24 Control section 25 Display section 26 Output section

Claims

1. A transfer type vehicle transportation system in which a plurality of vehicle loading vehicles are prepared, a plurality of vehicles are loaded onto the vehicle loading vehicles at a loading location, the vehicles are transported to an unloading location, and the vehicles are unloaded from the vehicle loading vehicles, A management center including a storage unit that stores order information and transportation information, and a control unit that generates a transportation schedule using the order information and the transportation information, The management center sets a relay point between the loading location and the unloading location where the vehicle-loaded vehicle can be transferred, For a first driver, a first transportation schedule is generated in which the first driver departs from the business establishment, loads the vehicle onto a first vehicle carrier at the loading location, and then travels to the unloading location, the relay location, the unloading location, and the business in that order; For a second driver, a second transportation schedule is generated in which the second driver departs from the business establishment, loads the vehicle onto a second vehicle carrier at the loading location, and then travels to the relay location, the loading location, the unloading location, and the business establishment in that order; A transfer type vehicle transportation system, characterized in that, at the relay location, the first driver transfers from the first vehicle loader to the second vehicle loader, and the second driver transfers from the second vehicle loader to the first vehicle loader.

2. 2. The transfer vehicle transportation system according to claim 1, wherein the management center sets the relay location at a location where the first driver and the second driver can return to the business establishment so that their daily working time is within 12 hours, respectively.

3. 3. The transfer type vehicle transportation system according to claim 2, characterized in that in the second transportation schedule, the management center sets the departure time of the second driver from the business establishment to be later than the departure time of the first driver from the business establishment.

4. The transfer-type vehicle transport system described in claim 2 or claim 3, characterized in that the management center manages the number of vehicles transported in a day, sets up multiple combinations of transfer-type vehicle transport by the first driver and the second driver, and for vehicles that cannot be handled by the multiple combinations, generates a third transport schedule for a third driver to depart from the business premises, load the vehicle onto a third vehicle carrier at the loading location, and then travel to the unloading location and the loading location in that order.

5. 4. The transfer type vehicle transportation system according to claim 2 or claim 3, characterized in that the management center manages the transportation status of the first vehicle loader and the second vehicle loader, and changes the relay location from an initial set location depending on the transportation status.

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