Cargo space management device

Abstract

To enable appropriate calculation of carbon dioxide emission for each shipper without greatly increasing burden of information input work, even when transporting cargo from a plurality of shippers together.SOLUTION: A cargo chamber management on-vehicle device uses an optical sensor to measure a condition in a cargo chamber of a vehicle, and grasps a loading rate in a cargo chamber space and change in the loading rate from the measurement result. The cargo chamber management on-vehicle device grasps, for each piece of cargo loaded in the cargo chamber of the vehicle, loading information including at least one of a loading time, loading / unloading locations, and a loading distance. The cargo chamber management on-vehicle device comprises a CO2 calculation unit that calculates a carbon dioxide emission based on the loading rate of the cargo chamber and the loading information. When cargo from a plurality of shippers is loaded on and transported by the same vehicle, the cargo chamber management on-vehicle device grasps a loading rate apportioned for each shipper based on the change in the measurement result, and calculates the carbon dioxide emission for each shipper. When the cargo from the plurality of shippers is loaded and unloaded in sequence, the cargo chamber management on-vehicle device receives an input instruction to switch between shippers.SELECTED DRAWING: Figure 8

Description

[Technical field]

[0001] The present invention relates to an in-vehicle luggage compartment management device. [Background technology]

[0002] Transportation companies use trucks and other transportation vehicles to transport cargo requested by various shippers. Transportation companies can achieve efficient transportation by loading as much cargo as possible into the limited space in the cargo compartment of each transportation vehicle.

[0003] Patent Document 1 discloses a vehicle luggage status detection device for reducing the burden on the driver and efficiently carrying out luggage transport and processing work. This vehicle luggage status detection device includes a CCD camera, a buffer controller, a loading platform weighing scale, a vehicle weighing scale, an on-board communication device, an alarm device, an electronic license plate, an on-board information processing device, and the like. In addition, the device analyzes an image taken inside the luggage compartment by the CCD camera to detect free spaces A and B, calculates a spatial loading rate based on the images, and transmits the spatial loading rate to an office by communication. Here, free space A represents a free space on the wall side, and free space B represents a free space on the floor side. In addition, in order to facilitate image analysis, a lattice-like line is formed in the luggage compartment by coloring in multiple colors.

[0004] Patent Document 2 discloses a logistics system that effectively utilizes the allowable capacity of a mobile object on which cargo is loaded. This logistics system has a detection unit arranged in the luggage compartment of the mobile object, and an information processing device, and the information processing device includes a memory unit, a prediction unit, a determination unit, an unloaded space calculation unit, and a freight calculation unit. The detection unit is arranged in the luggage compartment of the mobile object, and has a camera, a load weight meter, and a vehicle weighing scale. The camera, the load weight meter, and the vehicle weighing scale are connected to the information processing device via an in-vehicle network. The prediction unit predicts the total load of cargo, and the unloaded space calculation unit detects the unloaded space.

[0005] Furthermore, a technique for detecting a vehicle's loading volume ratio by using a three-dimensional sensor such as LiDAR (Laser imaging Detection and Ranging) is known (see Patent Documents 3 and 4). Also, a traffic management system capable of outputting a daily work report regarding the operation of a work vehicle is disclosed in Patent Document 5. There is also a technology for issuing a document that associates the operation information and the load amount of a transport vehicle such as a tanker truck (Patent Document 6).

[0006] In addition, technology is known that calculates the amount of carbon dioxide (CO2) emissions of a shipper associated with the transportation of cargo, and when transporting cargo for multiple shippers, calculates appropriate carbon dioxide emissions by apportioning them among the shippers using information such as delivery plans (Patent Documents 7 to 9). [Prior art documents] [Patent documents]

[0007] [Patent Document 1] JP 2001-334864 A [Patent Document 2] International Publication No. 2019 / 216128 [Patent Document 3] Patent Publication No. 2021-56765 [Patent Document 4] JP 2021-189666 A [Patent Document 5] Patent Publication No. 2021-77112 [Patent Document 6] JP 2004-83274 A [Patent Document 7] JP 2010-159113 A [Patent Document 8] JP 2009-230740 A [Patent Document 9] JP 2009-26167 A Summary of the Invention [Problem to be solved by the invention]

[0008] Transportation businesses of a certain size or larger, and shippers of a certain size or larger who request the transport of goods from transportation businesses, are required by law to report the amount of greenhouse gas emissions generated during the transport of goods. Therefore, each shipper company needs to grasp the amount of carbon dioxide emissions by using technologies such as those described in Patent Documents 7 to 9.

[0009] However, when calculating carbon dioxide emissions when transporting a mixed load of cargo from multiple shippers, it is necessary to obtain a delivery plan (dispatch schedule) that includes detailed information such as the loading and unloading locations, size, and weight of all of the cargo from each shipper, which places a burden on the work of inputting information and on the devices that send and receive information.

[0010] The present invention has been made in consideration of the above-mentioned circumstances, and its purpose is to provide an on-board cargo space management device that can appropriately calculate carbon dioxide emissions for each shipper without significantly increasing the burden of information input work, even when transporting a mixed load of cargo from multiple shippers. [Means for solving the problem]

[0011] The above object of the present invention can be achieved by the following configuration. a luggage compartment information management unit that is connected to a predetermined optical sensor that measures a state of a luggage compartment of the vehicle, and that grasps a loading rate and a change in the loading rate in the luggage compartment space of the vehicle based on a measurement result of the optical sensor; a cargo information management unit for acquiring cargo information including at least one of a loading time, a loading / unloading location, and a loading distance for each cargo loaded in the luggage compartment of the vehicle; A CO2 calculation unit that calculates an amount of carbon dioxide emission based on a loading rate of a luggage compartment of the vehicle and the cargo information; A luggage compartment management vehicle-mounted device comprising: Effect of the Invention

[0012] According to the cargo space management vehicle-mounted device of the present invention, even when cargo from multiple shippers is transported together, it is possible to appropriately calculate the carbon dioxide emissions for each shipper without significantly increasing the burden of information input work.

[0013] The present invention has been briefly described above. Furthermore, the details of the present invention will be further clarified by reading the following description of the embodiment of the present invention (hereinafter, referred to as "embodiment") with reference to the accompanying drawings. [Brief description of the drawings]

[0014] [Figure 1] FIG. 1 is a block diagram showing the configuration of a system including an in-vehicle luggage space management device according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a block diagram showing an example of the configuration of a main part of the on-board luggage space management device according to the embodiment of the present invention. [Diagram 3] FIG. 3 is a front view showing the appearance of the dedicated input terminal. [Figure 4] FIG. 4 is a schematic diagram showing an example of the configuration of a table used by the luggage compartment management in-vehicle device. [Diagram 5] FIG. 5 is a schematic diagram showing an example of the relationship between each base station on a transportation route of a vehicle and the cargo transported in each section and the loading rate. [Figure 6] FIG. 6 is a schematic diagram showing an example of the arrangement of luggage and three-dimensional sensors in the luggage compartment of a vehicle. [Figure 7] FIG. 7 is a front view showing specific examples of a plurality of states of the interior area of ​​the luggage compartment measured by the three-dimensional sensor. [Figure 8] FIG. 8 is a flowchart showing an outline of the operation of the luggage space management in-vehicle device. [Figure 9] FIG. 9 is a flowchart showing an example of the operation of the luggage compartment management vehicle-mounted device at each point where the vehicle loads / unloads luggage. [Figure 10] FIG. 10 is a flowchart showing the operation of calculating the amount of carbon dioxide emission. [Figure 11] FIG. 11 is a flow chart showing a modification of the operation shown in FIG. [Figure 12] FIG. 12 is a flowchart showing the operation of the luggage space management in-vehicle device when the vehicle returns to the warehouse. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] Specific embodiments of the present invention will be described below with reference to the accompanying drawings.

[0016] 1 is a block diagram showing the configuration of a system 100 including a luggage compartment management vehicle-mounted device according to an embodiment of the present invention. The luggage compartment management vehicle-mounted device of the present invention may be composed of only an on-board device 11 mounted on each truck vehicle 10, or may be composed of a combination of the on-board device 11 and a server 20. The function of the server 20 may be substituted by an office PC (personal computer) 31a.

[0017] The cargo space management system 100 shown in Fig. 1 includes an on-board device 11 and a LiDAR unit 12, which is a three-dimensional sensor, mounted on each of a plurality of truck vehicles 10. The LiDAR unit 12 detects the loading rate of luggage in the three-dimensional space in the cargo space. Each on-board device 11 is configured to be able to connect to a server 20 via a communication network 29 by using a wireless communication function.

[0018] An office PC 31a that can be used by the manager of the transportation company is installed in the office 31 of the transportation company that manages each truck vehicle 10. This office PC 31a is configured so that it can be connected to the server 20 via a communication network 29.

[0019] The office PC 31a has a function of receiving orders for transporting luggage from companies (contracted shippers) that have contracted with a transport company in advance, a function of creating a transport plan for luggage requested in advance, a function of giving driving instructions to each vehicle according to the transport plan, a function of creating a daily report on the operation record of each vehicle, etc. Note that some or all of these functions may be provided by the server 20 as a cloud service.

[0020] In addition, a user terminal 32a is arranged at the contract shipper business operator 32. The contract shipper business operator 32 is, for example, a relatively large-scale business operator that has signed a contract with a specific transport company in advance. The user terminal 32a is configured to be able to connect to the server 20 via a communication network 29.

[0021] The manager of the contract shipper uses the user terminal 32a to access the server 20 or the office PC 31a and places an order for the transportation of new packages with the transport company. Similarly, a general shipper (non-contract shipper) 33 other than the contract shipper can use the functions of the server 20 by accessing the server 20 using the user terminal 33a.

[0022] The server 20 is configured by a computer system installed in, for example, a predetermined data center, etc. The server 20 also includes a communication unit 21, a vehicle management unit 22, a driving record DB (database) 23, a daily report creation unit 24, a contract shipper management unit 25, a general shipper management unit 26, an office management unit 27, and a CO2 (carbon dioxide) emission calculation unit 28, and can realize various functions required for the overall control of the cargo room management system 100.

[0023] The communication unit 21 is connected to a communication network 29. The server 20 can be connected to a public communication network such as the Internet via the communication unit 21 and the communication network 29, and can communicate with the on-board device 11 mounted on each truck vehicle 10, the office PC 31a, and the user terminals 32a and 33a.

[0024] The vehicle management unit 22 communicates data with the on-board device 11 mounted on each truck vehicle 10 via the communication unit 21, and can acquire operation data indicating the operation status of each truck vehicle 10 at each time and the cargo compartment state data of the vehicle at the time when a predetermined trigger occurs. The operation data includes information such as an ID for identifying the vehicle and the on-board device 11, date and time, the current position of the vehicle, the current vehicle speed, and the current state grasped by the on-board device 11. In addition, the cargo compartment state data includes data including the loading rate at the time when each trigger occurs, and is recorded in association with the type of trigger, the type of vehicle, the departure and arrival destination, the current position, the time, etc.

[0025] The operation record DB 23 has a function of accumulating and storing operation data and cargo compartment state data acquired by the vehicle management unit 22 from each vehicle, separately for each vehicle and for each shipper. The office management section 27 holds and manages information on Web pages to be displayed on the screen of the office PC 31a, information necessary for the office PC 31a to access, and information indicating the destination of messages and the like.

[0026] The CO2 emission calculation unit 28 calculates a numerical value representing the shipper's carbon dioxide emission amount for that day based on actual data such as the operating conditions of each vehicle on that day held in the operation record DB23 and fluctuations in the loading rate of the cargo space for each vehicle's operation on that day.

[0027] In addition, the CO2 emission calculation unit 28 can calculate the carbon dioxide emission by appropriately apportioning the loading rate among the multiple shippers, not only when each truck vehicle 10 transports only the cargo of a single contract shipper, but also when the same truck vehicle 10 transports cargo of multiple shippers at the same time. In this case, the multiple shippers can include contract shippers and general shippers.

[0028] The daily report creation unit 24 creates daily report data showing a list of the operation status of each vehicle on the day and the load factor fluctuation of the luggage compartment, based on the actual data such as the operation status of each vehicle on the day and the load factor fluctuation of the luggage compartment held in the operation record DB 23. In addition, the daily report creation unit 24 can include the numerical value of the carbon dioxide emission calculated by the CO2 emission calculation unit 28 in the daily report.

[0029] The contracted shipper management unit 25 holds and manages information on contracted shippers who have made a contract in advance as customers of a specific transport company. Specifically, it holds and manages information indicating the location and area of ​​each business establishment designated by each contracted shipper as a loading or unloading point, information on web pages to be displayed on the screen of the user terminal 32a, information required for access by the user terminal 32a, and information indicating the destination of messages, etc. The functions of the contracted shipper management unit 25 may be located on the office PC 31a side.

[0030] The general shipper management department 26 performs a demand and supply matching process in response to access from the user terminal 33a of a general shipper who wishes to transport luggage but has not made a prior contract, and transmits to the user terminal 33a information on a web page for providing luggage transport services, etc.

[0031] That is, when there is actually free space in the cargo compartment of each truck vehicle 10 that has started transportation, the general shipper management department 26 performs a matching process to allocate and transport the general shipper's cargo to the free space, taking into consideration the transportation plan created in advance at the request of each contract shipper and the actual free space in the cargo compartment. Information on the free space can be obtained from the on-board device 11 mounted on each truck vehicle 10.

[0032] FIG. 2 is a block diagram showing an example of the configuration of a main part of the on-board luggage space management device according to the embodiment of the present invention.

[0033] The vehicle-mounted device 11 includes a control unit 11a, an IF unit 11b, a vehicle speed detection unit 11c, a GPS receiver 11d, a display unit 11e, an operation unit 11f, an RTC 11g, an external signal input unit 11h, a non-volatile memory 11i, a volatile memory 11j, a memory card IF 11k, a wireless communication unit 11m, and a memory card 44. The vehicle-mounted device 11 shown in Fig. 2 can be realized by adding a function for carrying out the present invention to, for example, a general digital tachograph.

[0034] The control unit 11a is configured with an electronic circuit mainly including a microcomputer, and executes a pre-installed program to perform various controls to realize functions required for the vehicle-mounted device 11. As an example, the control unit 11a has the following functions (1) to (5).

[0035] (1) A function of periodically acquiring and recording vehicle operation information including the current position, current time, vehicle speed, etc. Furthermore, a function of transmitting the recorded information to the server 20. (2) A function of detecting the occurrence of a trigger by monitoring an operation input from the operation buttons 41. The operation buttons 41 include a loading button, an unloading button, a tailgate lifter switch, and the like. (3) A function that periodically acquires information on the current location (latitude / longitude), compares the current location with the range of a predefined geofence, and detects the occurrence of a trigger based on whether or not the current location has entered or exited each geofence. (4) A function to execute a predetermined control action in response to the detection of a trigger. The actions to be executed in response to a trigger include the following: - 3D measurement of luggage compartment space using LiDAR unit 12. Obtaining loading ratio. - Recording of loading rate and linking it to various related information. Transmission of loading rate and various information related thereto to the server 20. In addition to the above, the function of detecting the occurrence of a trigger may be configured to detect the occurrence of a trigger based on an external signal input from outside the vehicle-mounted device that indicates a change in the state of the vehicle, such as a door opening / closing signal 42 of the luggage compartment door or the driver's door, or a change in vehicle speed (start / stop) calculated from a vehicle speed pulse.

[0036] The IF (interface) unit 11b is an interface for connecting the LiDAR (Light Detection and Ranging) unit 12 and the control unit 11a. The LiDAR unit 12 incorporates a light source that emits laser light and a detector that detects reflected light and scattered light. The LiDAR unit 12 can measure the distance to and shape of the object by irradiating the three-dimensional space of the subject with laser light and detecting the reflected light and scattered light with a detector. The control unit 11a controls the LiDAR unit 12 via the IF unit 11b, and starts and ends the three-dimensional measurement operation by the LiDAR unit 12, obtains the measurement results, and so on.

[0037] The vehicle speed detection unit 11c receives a vehicle speed pulse signal output from the vehicle side and converts it into a signal suitable for vehicle speed detection processing in the control unit 11a. The GPS (Global Positioning System) receiver 11d receives radio waves from multiple GPS satellites and calculates the latitude / longitude that represents the current position of the vehicle based on the time of the received signal.

[0038] The display unit 11e is disposed in a position easily visible to the driver, and displays information such as guidance information, numerical values, and time required for the driver to input operations. The operation unit 11f is disposed in a position easily operable by the driver, and has a number of buttons capable of receiving input operations from the driver, that is, operation buttons 41 including a loading button operated when starting loading work and an unloading button operated when starting unloading work.

[0039] The RTC (Real Time Clock) 11g is configured with a semiconductor integrated circuit (IC) and has a clock function for generating information on the current date, day of the week, and time (hour, minute, second), as well as for measuring time.

[0040] The external signal input unit 11h inputs the door opening / closing signal 42 and provides the control unit 11a with a signal suitable for processing. The door opening / closing signal 42 includes a signal from a switch that detects whether the trunk door is open or closed, and a signal from a switch that detects whether the driver's door is open or closed.

[0041] The non-volatile memory 11i holds, as registered data 43, programs executable by the computer of the control unit 11a necessary for implementing various functions of the vehicle-mounted device 11, and various constant data specific to the vehicle. The registered data 43 includes a vehicle-specific ID, vehicle type information, various tables, and the like. The various tables may include a table that can be used to identify the type and volume of a transport case (such as a pallet), and a table for converting a loading rate into a loading capacity. In addition, various data that needs to be stored can be written and registered in the non-volatile memory 11i.

[0042] The volatile memory 11j temporarily holds various data generated by the control unit 11a during operation. The memory card IF 11k has a card slot capable of removably holding a memory card 44, and can connect the memory card 44 to the microcomputer of the control unit 11a.

[0043] The wireless communication unit 11m has a wireless communication function compatible with communication standards such as LTE (Long Term Evolution), and establishes a wireless communication link between the vehicle and a wireless base station provided by a mobile communication carrier or the like.

[0044] The memory card 44 has built-in non-volatile memory and can register and retain information identifying the driver operating the vehicle, information identifying the vehicle, operation record data generated by the vehicle-mounted device 11, the type of trigger that occurs for each event, fluctuations in loading rate, etc.

[0045] The vehicle-mounted device 11 shown in Fig. 2 can be connected to a dedicated input terminal 50 prepared for a digital tachograph. The dedicated input terminal 50 is a handy type that can be taken outside the truck vehicle 10 and used for input operations when the driver or the like performs operations such as loading / unloading. This dedicated input terminal 50 has various buttons such as a numeric keypad for operation, and further has a built-in barcode reader. The barcode reader of the dedicated input terminal 50 can be used to read the barcodes of packages attached to pallets or the like and refer to the corresponding slip data.

[0046] FIG. 3 is a front view showing the external appearance of the dedicated input terminal 50. As shown in FIG. The dedicated input terminal 50 has a loading button 51, an unloading button 52, a 3D sensor button 53, and various other buttons 54 on its front surface, which can be operated manually by the driver of the truck vehicle 10, etc., and further has a barcode reader 55.

[0047] The loading button 51 inputs a signal indicating the start of loading work to the vehicle-mounted device 11. The unloading button 52 inputs a signal indicating the start of unloading work to the vehicle-mounted device 11. The 3D sensor button 53 inputs a signal instructing the LiDAR unit 12 to start measuring the loading rate and a signal instructing switching between multiple shippers regarding the cargo to be worked on to the vehicle-mounted device 11.

[0048] The various buttons 54 have a numeric keypad and the like and are used when manually inputting numerical values, etc. The barcode reader 55 optically reads barcodes that represent the slip data of packages for each pallet.

[0049] FIG. 4 is a schematic diagram showing an example of the configuration of the table 43a used by the luggage compartment management in-vehicle device. When a transport company transports a customer's goods using a truck vehicle 10, it usually uses a dedicated transport case such as a pallet, and transports the goods by the case, loading the goods into the transport case. The type and size of the transport case differs depending on the shipper. Representative examples of transport cases include pallets, returnable boxes, beer cases, and basket carts.

[0050] Table 43a shown in Fig. 4 holds in advance data indicating the relationship between the type, unit of cargo, and volume per case for each transport case used by each contract shipper, etc. Therefore, if the type of case used in actual transport can be identified, the volume per case can be ascertained from table 43a. In addition, if the number of cases can be identified, the loading rate can be calculated from the assumed volume that the entire cargo to be transported occupies in the cargo compartment of each truck vehicle 10.

[0051] FIG. 5 is a schematic diagram showing an example of the relationship between each base station on a transportation route of a vehicle and the cargo transported in each section and the loading rate.

[0052] Each truck vehicle 10 belonging to a transport company travels between a plurality of bases of customers along a transport route such as that shown in Fig. 5. Also, loading and unloading of cargo is performed at each base along the transport route. In the example shown in Fig. 5, the truck vehicle 10 that has left the warehouse first travels toward the shipper base B11, loads the cargo LO1 at the shipper base B11, and then travels toward the shipper base B12. Next, the truck vehicle 10 unloads the cargo LO1 at the shipper base B12 and loads another cargo LO2, and then travels toward the next shipper base B13.

[0053] Furthermore, the truck vehicle 10 loads the cargo LO3 at the shipper base B13, and then heads to the next shipper base B14. Next, the truck vehicle 10 unloads both the cargo LO3 and LO2 at the shipper base B14, completing the day's cargo transportation. After that, the truck vehicle 10 drives to the transportation company office B0 and returns to be stored. Note that the multiple shipper bases B11, B12, B13, and B14 may belong to the same shipper company, or may belong to multiple different shipper companies.

[0054] As shown in Fig. 5, the loading rate of the cargo compartment changes as cargo is loaded or unloaded at each base. In the example shown in Fig. 5, the loading rate of the truck vehicle 10 is about 30% on average, and the truck vehicle 10 has a large margin of transportation capacity. In other words, it is possible to load and transport additional cargo of general shippers that is not included in the transportation plan in the vacant space in the cargo compartment of the truck vehicle 10.

[0055] Meanwhile, each shipper who requests a transportation company to transport cargo is obligated to grasp and report the amount of carbon dioxide emitted during transportation. The cargo space management system 100 shown in FIG. 1 has a function of calculating the amount of carbon dioxide emissions and providing the data to the shipper. Here, when there is only one shipper of cargo transported simultaneously by one truck vehicle 10, or when there is no need to distinguish the loading rate for each shipper, it is possible to calculate the CO2 emissions of the shipper using the vehicle operation record and loading rate data. In other words, the CO2 emissions are calculated based on the product of the transport weight and the transport distance.

[0056] However, when transporting cargo from multiple shippers at the same time, the result of mixing the cargo from multiple shippers is reflected in the loading rate for each vehicle, so it is not possible to directly calculate the CO2 emissions for each shipper from this loading rate.

[0057] Therefore, the cargo space management vehicle-mounted device of this embodiment is equipped with a function to measure and record the loading rate while distinguishing between multiple shippers when loading / unloading cargo onto each truck vehicle 10, as described below.

[0058] FIG. 6 is a schematic diagram showing an example of the arrangement of luggage and three-dimensional sensors in the luggage compartment of a vehicle. In the example of Fig. 6, a LiDAR unit 12, which is a three-dimensional sensor, is fixed to the ceiling position at the rear of the luggage compartment of a truck vehicle 10. In addition, the axis of the measurement direction of the LiDAR unit 12 is oriented toward the front of the vehicle and is slightly inclined downward.

[0059] Fig. 7 is a front view showing specific examples of multiple states of the luggage compartment area measured by a three-dimensional sensor. The LiDAR unit 12 installed in the location shown in Fig. 6 can perform three-dimensional measurement of the space in the range of luggage compartment states C1 to C4 shown in Fig. 7.

[0060] The example in Fig. 7 shows a situation in which each piece of luggage L61, L62, L63, and L64 is loaded in order from the front side to the rear side (the front side of the image) of the luggage compartment CR of the truck vehicle 10. The LiDAR unit 12 measures the distance to the surface of each piece of luggage L61 to L64 at the front side at each coordinate position within the measurement range by irradiating a laser beam. The LiDAR unit 12 distinguishes between a space in the luggage compartment CR where luggage exists and an empty space based on the measured distance, and calculates the loading rate.

[0061] 8 is a flow chart showing an outline of the operation of the luggage compartment management in-vehicle device. The operation shown in FIG.

[0062] At each base, the driver of the truck vehicle 10 loads and unloads the cargo of each contracted shipper into the cargo compartment of the truck vehicle 10. At this time, the driver operates the operation button 41 of the vehicle-mounted device 11 or each button of the dedicated input terminal 50 to instruct the vehicle-mounted device 11 to start loading or unloading, and also generates a trigger to start measurement by the LiDAR unit 12.

[0063] Also, during work, the driver can operate, for example, the 3D sensor button 53 to instruct the vehicle-mounted device 11 to switch the consignor classification. For example, after the planned quantity of cargo for "contracted consignor A" has been loaded, the driver operates the 3D sensor button 53 and then loads the planned quantity of cargo for "contracted consignor B." In this case, the vehicle-mounted device 11 can detect the operation of the 3D sensor button 53 as an additional trigger and distinguish between cargo for "contracted consignor A" and cargo for "contracted consignor B."

[0064] In addition, the driver can read the barcode attached to the luggage case using the barcode reader 55 of the dedicated input terminal 50 to refer to the slip data of the corresponding luggage. The LiDAR unit 12 measures the loading rate of the luggage compartment space before and after loading of luggage for each luggage or for each contracted shipper. The vehicle-mounted device 11 inputs the latest loading rate from the LiDAR unit 12 (S11) and records the loading rate of luggage for each contracted shipper and the volume of the free space in the luggage compartment as a whole (S12). This process may be performed on the server 20 side.

[0065] The vehicle-mounted device 11 calculates the carbon dioxide emission amount for each shipper based on the loading rate for each contract shipper acquired in S12 and the transport distance for each corresponding package (S13). This process may be performed on the server 20 side.

[0066] After the loading operation is completed, the truck vehicle 10 leaves the current base and heads for the next base (S13).

[0067] In this state, there may be a vacant space in the cargo compartment of the truck vehicle 10. Therefore, for example, the general shipper management unit 26 of the server 20 determines whether matching is required to allocate cargo requested by uncontracted general shippers to the vacant space in the cargo compartment (S14). If matching is not required, the truck will arrive at the next base as is (S17).

[0068] If it is determined that matching is necessary, the server 20 or the vehicle-mounted device 11 determines whether or not additional cargo can be loaded onto the truck vehicle 10 (S15). If additional cargo cannot be loaded, the process proceeds to step S17. If loading is possible, the driver follows instructions from the vehicle-mounted device 11 to load the cargo requested by the general shipper onto the truck vehicle 10 at the next base or a location designated by the general shipper.

[0069] When performing this loading operation, the vehicle-mounted device 11 inputs each data measured by the LiDAR unit 12 to obtain the loading rate of the cargo for each shipper and also obtains the volume of the free space in the entire cargo compartment (S16). This process may be performed on the server 20 side.

[0070] When the truck vehicle 10 arrives at the next base (S17), it is determined whether the transportation work for the day is completed (S18). If the transportation work continues, the process returns to S11. If the transportation is completed, the vehicle-mounted device 11 acquires the latest loading rate for each shipper at the time of unloading from the LiDAR unit 12 (S19), and records the loading rate of the cargo for each contracted shipper and the volume of the free space in the entire cargo compartment (S20). Then, the vehicle-mounted device 11 or the server 20 calculates the carbon dioxide emission amount for each shipper based on the loading rate and the transport distance for each corresponding cargo, and notifies each shipper of the calculated carbon dioxide emission data (S21).

[0071] 9 is a flow chart showing an example of the operation of the luggage compartment management vehicle-mounted device at each point where the vehicle loads / unloads luggage. The operation of FIG.

[0072] For example, the driver operates the loading button 51 or the unloading button 52 of the dedicated input terminal 50, and the vehicle-mounted device 11 generates a loading or unloading trigger. When the loading or unloading trigger is generated, the vehicle-mounted device 11 proceeds to the process from S51 to S52 and obtains the latest measurement result of the loading rate from the LiDAR unit 12.

[0073] The vehicle-mounted device 11 records the loading rate data acquired in S52 as actual data D1 in a state where the loading rate data is classified by the cargo owner category. This actual data D1 includes data that can identify the change in the loading rate before and after the loading / unloading work. The vehicle-mounted device 11 also records, as actual data D1, loading information that can be used to calculate the transportation distance, such as position information at the point (e.g., latitude / longitude, base name, etc.), time, and travel distance between bases (S53).

[0074] For example, when each truck vehicle 10 loads cargo belonging to "shipper A" and cargo belonging to "shipper B" at the same base at approximately the same time, all cargo belonging to "shipper A" is loaded first, and then all cargo belonging to "shipper B" is loaded. Here, an additional trigger is used to enable the vehicle-mounted device 11 and the server 20 to detect the switch between cargo belonging to "shipper A" and cargo belonging to "shipper B". As a specific example, the detection of pressing of the 3D sensor button 53 during loading / unloading work is used as the detection of the additional trigger. Therefore, the vehicle-mounted device 11 determines whether or not an additional trigger has been detected (S54). If an additional trigger has not been detected, the process proceeds to step S58.

[0075] On the other hand, when the vehicle-mounted device 11 detects an additional trigger, it proceeds to the process from S54 to S55. Then, it switches the consignor classification of the cargo information recorded as the performance data D1 (S55), and acquires the latest loading rate from the LiDAR unit 12 (S56). For example, when loading cargo of "shipper A", the loading rate and cargo information related to the cargo of "shipper A" are recorded in the recording area of ​​the first consignor classification of the performance data D1. Then, when the vehicle-mounted device 11 detects an additional trigger in S54 before loading cargo of "shipper B", it switches the recording destination to the recording area of ​​the second consignor classification of the performance data D1 in S55, and records the loading rate and cargo information related to the cargo of "shipper B" acquired in S56 (S57). This makes it possible to individually separate the performance data D1 of multiple shippers by each shipper with just simple processing. When an additional trigger is detected in step S54, the latest loading rate may be obtained first by the LiDAR unit 12 (S56), and then the shipper classification of the cargo information recorded as the performance data D1 may be switched (S55). Regardless of whether S55 or S56 is performed first, when an additional trigger is detected in step S54, the latest loading rate may be obtained and recorded from the LiDAR unit 12 before starting loading / unloading of "shipper B", so that it is possible to know from the data that the state after loading / unloading of "shipper A" matches the state before loading / unloading of "shipper B".

[0076] The vehicle-mounted device 11 repeats the processes of S54 to S58 while the loading / unloading work at one base is continuing. Then, when the completion of the loading / unloading work at one base is detected by a predetermined button operation or the like, the vehicle-mounted device 11 acquires the final loading rate at the base from the LiDAR unit 12 (S59). Next, the vehicle-mounted device 11 judges whether there are multiple consignors (S60). In the example shown in FIG. 9, the vehicle-mounted device 11 or the server 20 knows whether there is a single or multiple consignors for each work to be loaded / unloaded at each base based on a transportation plan or the like. Even in this case, the vehicle-mounted device 11 does not need to acquire detailed information on each piece of cargo of each consignor from the transportation plan as in the conventional case. Note that the vehicle-mounted device 11 etc. may determine that there is a single consignor when there has never been an additional trigger detection by S54. If there is a single consignor for the loading / unloading work at the base, the vehicle-mounted device 11 proceeds to the process of S63.

[0077] On the other hand, when the vehicle-mounted device 11 determines that there are multiple shippers, it refers to the shipping slip data for each shipper of the cargo being transported in S61. In practice, the barcode attached to each transport case is read by the barcode reader 55, and the shipping slip data for the cargo linked to the corresponding barcode can be referred to. In addition to the information necessary for transporting the corresponding cargo, this shipping slip data includes information such as the type of transport case for each customer and the number of items per case (number of pallets).

[0078] When the truck vehicle 10 transports cargo from multiple shippers at the same time, the vehicle-mounted device 11 identifies each of the multiple shippers in the performance data D1 in S62. Specifically, the shippers in each shipper category can be identified by comparing the loading rate of each shipper category in the performance data D1 with the number of pallets for each shipper included in the slip data. That is, since the total volume of the cargo changes in proportion to the number of pallets and is reflected in the loading rate, the number of pallets can be used to associate each loading rate data with each shipper without acquiring a detailed transportation plan. Then, the vehicle-mounted device 11 records the loading rate data as performance data D1 in a state where it is classified by shipper category (in the shipper category when there is only one shipper) (S63).

[0079] The vehicle-mounted device 11 uses the cargo information included in the performance data D1 to identify the transport distance for each shipper and each piece of cargo in S64. The vehicle-mounted device 11 calculates the amount of carbon dioxide emissions individually for each shipper in S65 based on the loading rate (the difference for each shipper) of the performance data D1 apportioned for each shipper and the transport distance for each package identified in S59.

[0080] The operations shown in FIG. 9 are assumed to be executed under the control of the control unit 11a in the vehicle-mounted device 11, but may also be executed by the server 20 when the server 20 is used as a cloud, for example.

[0081] Fig. 10 is a flow chart showing the operation of calculating the amount of carbon dioxide emission. That is, details of step S61 in Fig. 9 are shown in Fig. 10. The operation in Fig. 10 will be described below.

[0082] Based on the information indicating the vehicle type of the truck 10, the vehicle-mounted device 11 or the server 20 acquires the vehicle-specific maximum load weight Wm in S71. The vehicle-mounted device 11 or the server 20 acquires the loading ratio Rn prorated for each shipper for each transportation section of the corresponding truck vehicle 10 in S72.

[0083] The vehicle-mounted device 11 or the server 20 acquires the transport distance Ln of each package for each shipper for each section of the corresponding truck vehicle 10 in S73. In step S74, the vehicle-mounted device 11 or the server 20 acquires the transport weight Wn for each shipper for the section of the corresponding truck vehicle 10. The transport weight Wn for each section is calculated by the following formula. Wn = Wm × Rn

[0084] The vehicle-mounted device 11 or the server 20 calculates in S75 the CO2 emission amount Vco2 of the corresponding shipper in the cargo transport of the corresponding truck vehicle 10. This CO2 emission amount Vco2 can be calculated as the sum of the products of the transport weight Wn and the transport distance Ln of each section, that is, a value proportional to the number of ton-kilometers.

[0085] In this embodiment, the CO2 emissions Vco2 are calculated using the "improved ton-kilometer method." That is, the CO2 emissions Vco2 are calculated as the product of the "number of transport ton-kilometers" and the "CO2 emissions unit based on the improved ton-kilometer method." The "CO2 emissions unit based on the improved ton-kilometer method" can be determined based on the loading rate and the type of fuel used by the vehicle. The vehicle-mounted device 11 or the server 20 presents the information on the amount of CO2 emission Vco2 calculated in S75 to the relevant shipper (S76).

[0086] <Operation of the modified example> Fig. 11 is a flow chart showing a modified example of the operation shown in Fig. 9. The operation shown in Fig. 11 will be described below.

[0087] For example, the driver operates the loading button 51 or the unloading button 52 of the dedicated input terminal 50, and the vehicle-mounted device 11 can generate a loading or unloading trigger. When a loading or unloading trigger is generated, the vehicle-mounted device 11 proceeds to the process from S81 to S82 and obtains the latest measurement result of the loading rate from the LiDAR unit 12.

[0088] The vehicle-mounted device 11 records the loading rate data acquired in S72 in order or all at once as actual data D2 regardless of the classification of the shipper (S83). This actual data D2 includes data that can identify the change in the loading rate before and after the loading / unloading work. In addition, the vehicle-mounted device 11 also records loading information that can be used to calculate the transportation distance, such as position information at the location (e.g., latitude / longitude, base name, etc.), time, and driving distance between bases, as actual data D2.

[0089] Then, when the vehicle-mounted device 11 detects the completion of loading / unloading work at one base by operating a predetermined button or the like (S84), it obtains the measurement result of the final loading rate at this base from the LiDAR unit 12 (S85) and records the loading rate of the entire cargo and the cargo information (S86). Next, the vehicle-mounted device 11 determines whether there are multiple shippers (S87). If there is a single shipper involved in the loading / unloading work at the base, the vehicle-mounted device 11 proceeds to the process of S91.

[0090] The vehicle-mounted device 11 refers to the slip data for each shipper of the cargo being transported in S88. In practice, the barcode attached to each transport case is read by the barcode reader 55, and the slip data for the cargo linked to the corresponding barcode can be referred to. In addition to the information necessary for transporting the corresponding cargo, this slip data includes information such as the type of transport case for each customer and the number of items per case (number of pallets).

[0091] The vehicle-mounted device 11 identifies each shipper from the slip data referenced in S88, and calculates the proportional distribution of the loading rate for each shipper in S89. Specifically, since the deemed loading amount for each shipper can be calculated based on the number of pallets in the slip data and the contents of table 43a shown in Fig. 4, the proportional distribution of the loading rate for the entire cargo space is calculated taking into account the deemed loading amounts of each of the multiple shippers.

[0092] The vehicle-mounted device 11 records the loading rate apportioned for each shipper as the actual data D3 in S90, taking into consideration the apportionment for each shipper calculated in S89 based on the loading rate of the actual data D2. The vehicle-mounted device 11 uses the cargo information included in the performance data D2 or D3 to identify the transport distance for each shipper and each piece of cargo in S91.

[0093] The vehicle-mounted device 11 calculates the amount of carbon dioxide emissions for each shipper in S92 based on the loading ratio (the difference for each shipper) of the performance data D3 apportioned for each shipper and the transport distance for each package identified in S91.

[0094] The operation shown in FIG. 11 is executed under the control of the control unit 11a in the vehicle-mounted device 11, but can also be executed by the server 20 when the server 20 is used as a cloud, for example.

[0095] 12 is a flow chart showing the operation of the luggage compartment management in-vehicle device when the vehicle returns to the warehouse. The operation shown in FIG.

[0096] Usually, a transport company transports the cargo of a contracted shipper in a transport case prepared in advance. Therefore, after the transport of the cargo is completed, the truck vehicle 10 drives back with the empty transport case loaded in the luggage compartment of the truck vehicle 10 and returns to the parking lot of the transport company. Therefore, when the truck vehicle 10 returns to the warehouse, carbon dioxide is emitted along with the transportation of the empty transport case. Therefore, the luggage compartment management vehicle-mounted device of this embodiment performs the operation shown in FIG. 12 to realize the function of calculating the amount of carbon dioxide emission at the time of returning to the warehouse.

[0097] The vehicle-mounted device 11 refers to the slip data by reading the barcode attached to the transport case (S101). This makes it possible to identify the shipper who used the transport case. It is also possible to identify the number of empty transport cases.

[0098] When the vehicle-mounted device 11 detects that the vehicle is returning to the warehouse, the process proceeds from S102 to S103. For example, the vehicle-mounted device 11 determines that the vehicle is returning to the warehouse when it detects that the loading rate measured by the LiDAR unit 12 has become 0 during unloading or when a specific button is operated.

[0099] When the empty transport cases are loaded into the luggage compartment of the truck vehicle 10, the vehicle-mounted device 11 acquires and records the actual loading rate data from the LiDAR unit 12 (S103). Then, when the loading of the empty transport cases is completed, the process proceeds from S104 to S105.

[0100] The vehicle-mounted device 11 acquires the past data of the loading rate, which is proportional to the volume occupied by the entire empty transport cases, by classifying the data for each shipper (S105). The vehicle-mounted device 11 identifies the transportation distance of the return section along which the empty transport cases are transported based on the cargo information of the performance data (S106). The vehicle-mounted device 11 calculates the amount of carbon dioxide emission for each shipper in the section in which the empty transport cases are transported on the return journey (S107).

[0101] The present invention is not limited to the above-described embodiment, and can be appropriately modified, improved, etc. In addition, the material, shape, size, number, arrangement location, etc. of each component in the above-described embodiment are arbitrary as long as the present invention can be achieved, and are not limited.

[0102] For example, although the vehicle-mounted device 11 and the LiDAR unit 12 are independent in the example shown in Fig. 2, they may be configured as an integrated device. Also, the dedicated input terminal 50 and the vehicle-mounted device 11 may be connected by wire or wirelessly.

[0103] In addition, in the example shown in Figure 9, it is assumed that the vehicle-mounted device 11 or the server 20 is aware of the shippers who will be loading / unloading cargo at each base point, including whether they are single or multiple, based on a transportation plan, etc., but the vehicle-mounted device 11, etc. may be configured to determine that the shipper is single if no additional trigger is detected.

[0104] Here, the features of the in-vehicle luggage compartment management device according to the embodiment of the present invention described above will be briefly summarized and listed in the following [1] to [8]. [1] A luggage compartment information management unit (vehicle-mounted device 11 or server 20, S53) that is connected to a predetermined optical sensor (LiDAR unit 12) that measures the state of a luggage compartment of a vehicle and grasps the loading rate and the change in the loading rate in the luggage compartment space of the vehicle based on the measurement result of the optical sensor; A cargo information management unit (vehicle-mounted device 11 or server 20, S53) that grasps cargo information including at least one of loading time, loading / unloading location, and loading distance for each cargo loaded in the luggage compartment of the vehicle; A CO2 calculation unit (the vehicle-mounted device 11 or the server 20, S65) that calculates carbon dioxide emissions based on the loading rate of the luggage compartment of the vehicle and the cargo information; A luggage compartment management vehicle-mounted device comprising:

[0105] According to the in-vehicle luggage compartment management device having the above configuration [1], it is possible to calculate the amount of carbon dioxide emissions based on the luggage compartment loading rate and cargo information obtained by utilizing the measurement results of the optical sensor.

[0106] [2] When the vehicle is loaded with cargo from multiple shippers, the cargo compartment information management unit grasps the loading rate allocated to each shipper based on the change in the measurement result of the optical sensor (S52 to S63, or S89), The CO2 calculation unit calculates the amount of carbon dioxide emissions separately for each shipper (S65 or S92), The vehicle-mounted luggage compartment management device according to [1] above.

[0107] According to the on-board cargo space management device having the configuration [2] above, the loading rate allocated to each shipper is grasped, so that even when cargo from multiple shippers is loaded onto the same vehicle and transported simultaneously, the carbon dioxide emissions can be correctly calculated separately for each shipper.

[0108] [3] A CO2 emission amount presentation unit (S21) that presents the carbon dioxide emission amount calculated by the CO2 calculation unit to the shipper; The vehicle-mounted luggage compartment management device according to the above [1] or [2], further comprising:

[0109] According to the in-vehicle cargo space management device having the configuration described above in [3], each shipper who has requested a transport company to transport cargo can easily grasp the amount of carbon dioxide emissions actually emitted as a result of the transport of the cargo in question.

[0110] [4] The CO2 calculation unit recalculates the amount of carbon dioxide emissions based on the latest information when there is a change in the loading rate of the luggage compartment of the vehicle (S11 to S12, S14 to S16, S19 to S20). A luggage compartment management vehicle-mounted device according to any one of [1] to [3] above.

[0111] According to the vehicle-mounted cargo space management device having the configuration described above in [4], even when there is a change in the loading rate due to loading and / or unloading at each base point, or when a dynamic change occurs in the actual cargo space loading rate that differs from the transportation plan due to a carrier accepting the transportation of new cargo from an uncontracted shipper, the carbon dioxide emissions can be correctly recalculated based on the latest loading rate.

[0112] [5] A shipper switching instruction unit (S54) that receives an input instruction for switching shippers when loading and / or unloading of the vehicle occurs; The luggage compartment management vehicle-mounted device according to any one of [1] to [4] above, further comprising:

[0113] According to the on-board cargo space management device having the configuration [5] above, even if each vehicle is loading and unloading cargo for multiple shippers at the same location almost simultaneously, i.e., sequentially, input operations for distinguishing the quantity of cargo that affects the loading rate of the cargo space for each shipper are simplified.

[0114] [6] The method further includes a matching processing unit (S14) capable of accepting, after the departure of the vehicle, a request for transporting luggage from a non-contracted shipper who has not made a contract before the departure of the vehicle; The CO2 calculation unit calculates the amount of carbon dioxide emissions by distinguishing between cargo of a contracted shipper contracted before the departure of the vehicle and cargo of a non-contracted shipper for each shipper (S20); A luggage compartment management vehicle-mounted device according to any one of [1] to [5] above.

[0115] According to the in-vehicle cargo compartment management device configured as described above in [6], if there is free space in the cargo compartment, the cargo of non-contracted shippers can be loaded and transported in the vehicle, so the transport company can increase the loading rate of each vehicle and improve the transport efficiency. Moreover, since the carbon dioxide emission amount is calculated separately for each shipper, each shipper can know the correct carbon dioxide emission amount.

[0116] [7] The CO2 calculation unit calculates the amount of carbon dioxide emissions based on the loading rate of the luggage compartment space measured with respect to the luggage transport cases during a return section in which the vehicle is traveling with only the luggage transport cases loaded (see FIG. 12 ); A vehicle-mounted luggage compartment management device according to any one of [1] to [6] above.

[0117] According to the on-board cargo space management device having the configuration described above in [7], it is possible to correctly grasp the amount of carbon dioxide emissions that occur when each vehicle runs with only the empty transport cases loaded after the vehicle has completed transporting the day's cargo.

[0118] [8] The CO2 calculation unit grasps an assumed load weight based on the maximum weight specific to the vehicle and the detected load ratio, and calculates the amount of carbon dioxide emissions using the cargo information (S92). A luggage compartment management vehicle-mounted device according to any one of [1] to [7] above.

[0119] According to the in-vehicle luggage management device having the configuration described above in [8], the assumed load weight is used to calculate the amount of carbon dioxide emissions, eliminating the need to input correct weight information for each unit of luggage, thereby reducing the burden of input work for the driver, etc. [Explanation of symbols]

[0120] 10 Truck Vehicles 11 Onboard equipment 11a Control section 11b IF section 11c Vehicle speed detection unit 11d GPS receiver 11e Display section 11f Operation section 11g RTC 11h External signal input section 11i Non-volatile memory 11j Volatile Memory 11k memory card interface 11m wireless communication unit 12 LiDAR units 20 Servers 21 Communications Department 22 Vehicle Management Department 23 Operation record DB 24 Daily Reporting Department 25 Contract Owner Management Department 26 General Shipper Management Department 27 Office Management Department 28 CO2 emissions calculation department 29 Communication Networks 31 Transport Company Office 31a Office PC 32 Contract shipper business operator 32a, 33a User terminal 33 General shippers 41 Operation buttons 42 Door opening and closing signal 43 Registration Data 43a Table 44 Memory Card 50 Dedicated input terminal 51 Stacking button 52 Wholesale button 53 3D sensor button 54 Various Buttons 55 Barcode Reader 100 Cargo Management System B0 Transport company office B11, B12, B13, B14 Shipper base C1, C2, C3, C4 Cargo compartment status CR Cargo space

Claims

1. a luggage compartment information management unit that is connected to a predetermined optical sensor that measures a state of a luggage compartment of the vehicle, and that grasps a loading rate and a change in the loading rate in the luggage compartment space of the vehicle based on a measurement result of the optical sensor; a cargo information management unit that grasps cargo information including at least one of a loading time, a loading / unloading location, and a loading distance for each piece of cargo loaded in a luggage compartment of the vehicle; a CO2 calculation unit that calculates an amount of carbon dioxide emission based on a loading rate of a luggage compartment of the vehicle and the cargo information; A luggage compartment management vehicle-mounted device comprising:

2. The cargo compartment information management unit, when the vehicle is loaded with cargo from multiple cargo owners, grasps the loading rate allocated to each cargo owner based on a change in the measurement result of the optical sensor, The CO2 calculation unit calculates the amount of carbon dioxide emissions for each shipper. The vehicle-mounted luggage compartment management device according to claim 1.

3. A CO2 emission amount presentation unit that presents the carbon dioxide emission amount calculated by the CO2 calculation unit to a shipper; The luggage compartment management vehicle-mounted device according to claim 1 , further comprising:

4. The CO2 calculation unit recalculates the amount of carbon dioxide emission based on the latest information when there is a change in the loading rate of the luggage compartment of the vehicle. The vehicle-mounted luggage compartment management device according to claim 1.

5. a shipper switching instruction unit that receives an input instruction for switching shippers when loading and / or unloading of the vehicle occurs; The luggage compartment management vehicle-mounted device according to claim 1 , further comprising:

6. A matching processing unit capable of accepting, after the departure of the vehicle, a luggage transport request from a non-contracted shipper who has not made a contract before the departure of the vehicle, The CO2 calculation unit calculates the amount of carbon dioxide emissions by distinguishing between cargo of a contracted shipper contracted before the departure of the vehicle and cargo of a non-contracted shipper, The vehicle-mounted luggage compartment management device according to claim 1.

7. The CO2 calculation unit calculates the amount of carbon dioxide emissions based on the loading rate of the luggage compartment space measured with respect to the transport case during a return section in which the vehicle travels with only the luggage transport case loaded, The vehicle-mounted luggage compartment management device according to claim 1.

8. The CO2 calculation unit grasps a deemed load weight based on a maximum weight specific to the vehicle and the detected load ratio, and calculates a carbon dioxide emission amount using the cargo information. The vehicle-mounted luggage compartment management device according to claim 1.

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