Daily operation report creation device

Abstract

The object of the present invention is to provide a daily operation report creation device that can leave evidence showing compliance with improvement standard notices, etc. [Solution] The daily operation report creation device (management terminal 3) includes a normal operating time calculation unit 3B, an operation plan creation unit 3C, a delay time calculation unit 3D, and a daily report creation unit 3E. The normal operating time calculation unit 3B calculates the normal operating time, which is an estimated value of the operating time for an operation section, based on multiple operation performance data in which actual values ​​of operating time for each operation section are recorded. The operation plan creation unit 3C creates an operation plan that includes the operation section and the normal operating time for that operation section. After the operation plan is completed, the delay time calculation unit 3D calculates the delay time that exceeds the normal operating time based on the actual operating time and the normal operating time in the operation plan. The daily report creation unit 3E creates a daily operation report in which the delay time is recorded.

Description

[Technical Field]

[0001] The present invention relates to a daily operation report creation device that creates a daily operation report. [Background technology]

[0002] Conventionally, a vehicle operation management system that manages the operation status of vehicles such as trucks and buses has been known (see Patent Document 1). The vehicle operation management system has a function of creating a daily operation report based on information sent from the vehicles. This daily operation report records the mileage of each vehicle, the running time for each vehicle speed range, fuel information, etc. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2002-117478 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, the driving hours and on-duty hours of truck drivers are strictly limited by the Improvement Standards Notification, etc. Therefore, it is desirable to keep evidence that shows compliance with the Improvement Standards Notification, etc.

[0005] Therefore, an object of the present invention is to provide a daily operation report creation device that can leave evidence showing compliance with improvement standards notices and the like. [Means for solving the problem]

[0006] In order to solve the above problem, the daily operation report creation device according to the present invention includes a normal operation time calculation unit, an operation plan creation unit, a delay time calculation unit, and a daily report creation unit. The normal driving time calculation unit calculates a normal driving time, which is an expected value of the driving time for the operating section, based on a plurality of operation result data in which actual values ​​of driving time for each operating section are recorded. The operation plan creation unit creates an operation plan that includes an operation section and a normal operation time for the operation section. After the operation plan is completed, the delay time calculation unit calculates a delay time that exceeds the normal operation time based on the actual operation time and the normal operation time in the operation plan. The daily report creation unit creates a daily operation report in which delay times are recorded.

[0007] By configuring the system to create a daily operation report that records delay times, delay times can be recorded in the daily operation report as evidence that the improvement standards notice, etc. is being complied with.

[0008] The operation history data may also include geohash values ​​corresponding to the latitude and longitude of the departure point and destination of the operation section. The normal driving time calculation unit may select, from among the multiple operation history data, operation history data that includes a first geohash value corresponding to the departure point and a second geohash value corresponding to the destination as operation history data for calculating the normal driving time.

[0009] By using geohash to select operation history data for calculating normal driving time, even if the operation history data has different departure points or destinations, it will be selected as operation history data for calculating normal driving time if it has the same geohash value, so normal driving time can be calculated accurately from a large amount of operation history data.

[0010] Furthermore, the normal driving time calculation unit may determine the median value of a set of driving times included in the selected actual operation data as the normal driving time.

[0011] Furthermore, the normal driving time calculation unit may use the IQR method to remove outliers from the set of driving times, and determine the median of the removed set as the normal driving time.

[0012] In addition, when the operation plan creation unit assigns a first driver to a first operation plan, it can execute a process to determine whether the first driver's two-day average driving time exceeds 9 hours, and the two-day average driving time can be calculated based on the driving time and delay time of the first driver's actual operation data for the day before the day to which the first operation plan belongs, and the normal driving time of the first operation plan.

[0013] By configuring the system to calculate the two-day average driving time based on the driving time and delay time of the first driver's actual driving data from the previous day, and the normal driving time of the first driving plan, it is possible to assign an driving plan that takes delay time into consideration to the driver.

[0014] In addition, when assigning a first driver to a first operation plan, the operation plan creation unit can execute a process to determine whether the first driver's commitment time in a 24-hour period exceeds 15 hours, and the commitment time can be calculated based on the commitment time and delay time in the actual operation data of the first driver on the day before the day to which the first operation plan belongs, and the scheduled commitment time of the first operation plan.

[0015] By configuring the system to calculate the commitment time based on the commitment time of the first driver's actual driving data from the previous day, the delay time, and the scheduled commitment time of the first driving plan, it is possible to assign an driving plan that takes delay time into consideration to the driver. [Effects of the Invention]

[0016] Evidence can be kept that shows compliance with improvement standards notices, etc. [Brief explanation of the drawings]

[0017] [Figure 1] 1 is a diagram illustrating a daily operation report creation device according to an embodiment. [Figure 2] FIG. 2 is a block diagram showing the configuration of a daily operation report creation device. [Figure 3] 10 is a flowchart showing the operation of the management terminal. [Figure 4] 10 is a flowchart showing the operation of the vehicle terminal. [Figure 5] 1 is a time chart showing an example of a driver's working status in one day. [Figure 6] FIG. 10 is a diagram showing operation performance data including geohash values. [Figure 7] FIG. 1 is a diagram illustrating a geohash. [Figure 8] FIG. [Figure 9] FIG. 10 is a diagram showing detailed information on delay times recorded in a daily operation report. [Figure 10] FIG. 10 is a diagram showing an example in which the average driving time of a first driver over two days does not exceed nine hours when delay times are taken into consideration. [Figure 11] FIG. 10 is a diagram showing an example in which the first driver's commitment time in 24 hours does not exceed 15 hours when delay time is taken into consideration. DETAILED DESCRIPTION OF THE INVENTION

[0018] Next, the embodiments will be described in detail with reference to the drawings as appropriate. 1(a), the operation management system 1 includes a vehicle terminal 2 and a management terminal 3 that can communicate with the vehicle terminal 2 via the Internet. The management terminal 3 is an example of a daily operation report creation device.

[0019] The management terminal 3 is, for example, a desktop PC, and includes a keyboard 31, a mouse 32, a display 33, and a PC main body 34. The PC main body 34 includes a CPU, RAM, ROM, input / output circuits, etc. The PC main body 34 executes processing by performing arithmetic operations based on programs and data stored in the RAM and ROM. The management terminal 3 functions as a means for performing various processes according to the programs.

[0020] As shown in FIG. 1(b), the vehicle terminal 2 is a terminal operated by the driver of the freight vehicle C, and is fixed to the dashboard of the freight vehicle C. The vehicle terminal 2 includes a touch panel 21 and a housing 22 that supports the touch panel 21. The vehicle terminal 2 also includes a CPU, RAM, ROM, a communication device for communicating with the management terminal 3, and the like. The vehicle terminal 2 has a car navigation function, and executes processing by performing arithmetic processing based on programs and data stored in the RAM and ROM. Specifically, the vehicle terminal 2 is capable of transmitting to the management terminal 3 location information of the freight vehicle C, operation information (described later) that is input to the touch panel 21, and the like.

[0021] Here, the operation information is information indicating the driver's operation status, more specifically, information indicating the driver's operations that may be subject to billing to a business partner. In this embodiment, the operation information includes normal work start information indicating the start of normal work including loading and unloading of cargo, standby start information indicating the start of standby because normal work cannot be performed at the destination, and ancillary work start information indicating the start of ancillary work other than the normal work.

[0022] 2, the vehicle terminal 2 includes an input unit 2A, a position acquisition unit 2B, and a storage unit 2C. The input unit 2A is realized by the vehicle terminal 2 displaying various types of buttons on the touch panel 21. When the driver touches a button, the vehicle terminal 2 outputs a signal whose content corresponds to the touched button.

[0023] The location acquisition unit 2B has a function of acquiring location information of the freight vehicle C by GPS. Specifically, the location acquisition unit 2B acquires location information at a predetermined cycle, for example, once every three seconds. The location acquisition unit 2B also transmits the acquired location information to the management terminal 3 and stores it in the storage unit 2C.

[0024] The vehicle terminal 2 transmits information output from the input unit 2A or the position acquisition unit 2B to the management terminal 3, and receives an operation plan, described below, transmitted from the management terminal 3. The vehicle terminal 2 outputs the received operation plan to the touch panel 21 and displays it on the touch panel 21.

[0025] The memory unit 2C has a function of storing operation information input to the input unit 2A and location information acquired by the location acquisition unit 2B. When the driver ends the operation, the stored information is transmitted to the management terminal 3 as operation record data by the driver operating the input unit 2A. Note that each piece of information constituting the operation record data may also be transmitted to the management terminal 3 when it is recorded in the memory unit 2C, not just when the operation ends.

[0026] The management terminal 3 includes a storage unit 3A, a normal operation time calculation unit 3B, an operation plan creation unit 3C, a delay time calculation unit 3D, and a daily report creation unit 3E.

[0027] The storage unit 3A stores a plurality of operation record data, which records the actual driving time for each operation section.

[0028] The normal driving time calculation unit 3B has a function of calculating a normal driving time, which is an estimated value of the driving time for the operation section, based on multiple operation record data. The normal driving time calculation unit 3B outputs the calculated normal driving time to the operation plan creation unit 3C.

[0029] The operation plan creation unit 3C has a function of creating an operation plan for the freight vehicle C based on information input by an operator who operates the management terminal 3. The information input by the operator mainly includes information on the cargo to be transported and information on at least two destinations for loading or unloading the cargo.

[0030] The operation plan creation unit 3C creates an operation plan that includes an operation section and a normal operating time for that operation section. After creating the operation plan, the operation plan creation unit 3C transmits the created operation plan to the vehicle terminal 2 and the delay time calculation unit 3D.

[0031] The delay time calculation unit 3D has a function of calculating, after the operation plan is completed, a delay time exceeding the normal driving time based on the actual driving time and the normal driving time in the operation plan. Specifically, for example, when a first driver who has completed the first operation plan transmits operation performance data from the vehicle terminal 2 to the management terminal 3, the delay time calculation unit 3D calculates the difference between the actual driving time recorded in the operation performance data of the first driver and the normal driving time set in the first operation plan as the delay time. The delay time calculation unit 3D outputs the calculated delay time to the daily report creation unit 3E.

[0032] The daily report creation unit 3E has a function of creating a daily operation report in which delay times are recorded. The daily report creation unit 3E also creates the daily operation report based on the operation performance data sent from the vehicle terminal 2. Specifically, the daily report creation unit 3E creates a daily operation report for each driver ID, as shown in FIGS. 8 and 9, based on the mileage and the arrival and departure times at the depot and each destination. The daily report creation unit 3E records the time required for work and driving, and the mileage for each operation section, in the daily operation report shown in FIG. 8. The required time corresponding to the column in which the mileage is entered is the actual driving time. Specifically, in this example, the actual driving time required to travel the 8.22 km distance from the base to the warehouse is 29 minutes.

[0033] Furthermore, the daily report creation unit 3E records in the daily operation report any delay time that can be excluded from driving time, on-duty time, etc. under the Improvement Standards Notification. In this example, a delay of 2 hours and 12 minutes occurred from the car accessory store to the return to the base. The daily report creation unit 3E has a function of determining whether the delay time acquired from the delay time calculation unit 3D is a delay time that can be excluded from driving time, etc.

[0034] Specifically, if the delay time is equal to or greater than a threshold value corresponding to the travel distance, the actual driving time is equal to or greater than 1.5 times the normal driving time, and the delay is an event that is normally unforeseen, the daily report creation unit 3E records the delay time in the daily operation report. The daily report creation unit 3E sets the threshold to 30 minutes when the travel distance is less than 50 km, sets the threshold to 45 minutes when the travel distance is 50 km or more but less than 200 km, and sets the threshold to 60 minutes when the travel distance is 200 km or more.

[0035] The administrator inputs whether the delay is an unexpected event. Examples of unexpected delays include the following four events: 1. The vehicle you are driving breaks down unexpectedly while you are driving. 2. The road you are driving on is closed or congested due to a disaster or accident. 3. Abnormal weather conditions made normal operations difficult. 4. The ferry you were scheduled to board on a certain route was unexpectedly canceled. The daily report creation unit 3E excludes the delay time caused by the above-mentioned events 1 to 3 from the driving time and the commitment time. The daily report creation unit 3E excludes the delay time caused by the event 4 from the commitment time.

[0036] The screen shown in Figure 9 is displayed by clicking the delay time on the screen in Figure 8. The screen in Figure 9 displays the normal driving time for the route from the car supply store to the base as the "planned travel time," the actual driving time as the "actual travel time," and the delay time. The screen in Figure 9 also displays the conditions for determining a delay, such as the mileage, threshold, and whether the actual driving time is 1.5 times or more the normal driving time. The screen in Figure 9 also displays a pull-down button that allows the administrator to select unexpected events.

[0037] Furthermore, the screen in Figure 9 displays information that lets you know whether the regulations of the Improvement Standards Notification are met. The Improvement Standards Notification includes the following regulations: A. The driver's on-duty time in a 24-hour period is 15 hours or less. B. The driver's average driving time over two days is 9 hours or less. C. Drivers must take a 30-minute break whenever their continuous driving time is less than four hours.

[0038] In the example of Figure 9, the daily commitment time "5:15" and the time "3:03" obtained by subtracting the delay time "132 minutes" from this commitment time are displayed. Also, in the example of Figure 9, the average driving time for two days is displayed as "2:10," which is half of the total driving time for that day "4:20," and the time "1:04" obtained by subtracting half the delay time "66 minutes" from this time "2:10." Also, in the example of Figure 9, the continuous driving time "4:20" and the time "2:08" obtained by subtracting the delay time "132 minutes" from this continuous driving time are displayed. Note that the continuous driving time is the cumulative value of driving time excluding non-driving time such as work time, and is reset when a 30-minute break is taken.

[0039] The daily report creation unit 3E records the information displayed on each screen of FIG. 8 and FIG. 9 in the storage unit 3A as a daily operation report.

[0040] The time specified by the management terminal 3, such as the arrival and departure times described above, may be the time transmitted together with the location information or operation information from the vehicle terminal 2, or the time when the management terminal 3 receives the location information or operation information. The time may also be associated with the location information or operation information and stored in the storage unit 3A.

[0041] Next, each process in the management terminal 3 and the vehicle terminal 2 will be described with reference to the flowcharts shown in FIGS. 3, the management terminal 3 receives an input of a vehicle dispatch request from an operator (S1). Here, a vehicle dispatch request refers to the task of assigning the type of cargo and the destinations where the cargo is to be loaded and unloaded to a freight truck C with a predetermined vehicle ID.

[0042] When the input of the dispatch request is completed in step S1, the management terminal 3 creates an operation plan for the specified vehicle ID (S2). After step S2, the management terminal 3 transmits the created operation plan to the vehicle terminal 2 of the freight vehicle C corresponding to the specified vehicle ID and to the delay time calculation unit 3D (S3).

[0043] After step S3, the management terminal 3 receives the location information or operation information transmitted from the vehicle terminal 2 and records it in the memory unit 3A (S4). After step S4, the management terminal 3 determines whether the freight vehicle C has returned to the warehouse based on the information transmitted from the vehicle terminal 2 (S5).

[0044] If it is determined in step S5 that truck C has not returned to the warehouse (No), the management terminal 3 returns to the processing of step S4. If it is determined in step S5 that truck C has returned to the warehouse (Yes), the management terminal 3 calculates the delay time based on the actual driving time recorded in the operation performance data and the normal driving time set in the first operation plan (S6). After step S6, the management terminal 3 creates a daily operation report and an invoice based on the delay time and the operation performance data (S7), and ends this processing.

[0045] 4, the vehicle terminal 2 determines whether or not an operation plan has been received from the management terminal 3 (S11). If it is determined in step S11 that an operation plan has not been received (No), the vehicle terminal 2 proceeds to step S13.

[0046] If it is determined in step S11 that the operation plan has been received (Yes), the vehicle terminal 2 sets a destination in the car navigation system based on the operation plan (S12). After step S12, the vehicle terminal 2 transmits position information to the management terminal 3 (S13).

[0047] After step S13, the vehicle terminal 2 determines whether or not the driver has input operation information (S14). If it is determined in step S14 that operation information has not been input (No), the vehicle terminal 2 returns to the processing of step S13.

[0048] If it is determined in step S14 that operation information has been input (Yes), the vehicle terminal 2 transmits the input operation information to the management terminal 3 (S15). After step S15, the vehicle terminal 2 determines whether or not the operation has ended based on the location information or the operation information (S16).

[0049] If it is determined in step S16 that the journey has not ended (No), the vehicle terminal 2 returns to the process of step S13. If it is determined in step S16 that the journey has ended (Yes), the vehicle terminal 2 ends this process.

[0050] Next, a specific example of operation record data will be described with reference to Fig. 5. The example in Fig. 5 is an example of operation different from the daily operation report in Fig. 8. As shown in FIG. 5, the operation performance data records multiple driving times corresponding to multiple operation sections. In the example of FIG. 5, the driving time corresponding to the first operation section from the garage to X Precision Machinery is 1 hour. The driving time corresponding to the second operation section from X Precision Machinery to Y Factory is 3 hours and 5 minutes. The driving time corresponding to the third operation section from Y Factory to the parking area (PA) is 2 hours and 30 minutes. The driving time corresponding to the fourth operation section from the parking area to X Precision Machinery is 10 minutes. The driving time corresponding to the fifth operation section from X Precision Machinery to the garage is 1 hour. This operation performance data also records the driver's on-duty time from the start of the operation to the end of the operation.

[0051] As shown in FIG. 6, the operation history data recorded in the memory unit 3A of the management terminal 3 includes geohash values ​​corresponding to the latitude and longitude of the departure and destination points of the operation section. Here, geohash is a method of dividing a map into a grid and expressing each section as a character string. In this specification, a character string indicating a section divided using geohash is referred to as a "geohash value." The larger the number of digits in a geohash value, the smaller the section. A geohash value can be, for example, six digits. If the geohash value has six digits, it can identify a section within a 1 km square range.

[0052] The conversion of latitude and longitude into geohash values ​​may be performed by the management terminal 3 or by the vehicle terminal 2. The geohash values ​​"G1 to G4" shown in Fig. 6 are simplified versions of the actual geohash values, and the actual "G1 to G4" fields record character strings of a predetermined number of digits (for example, six digits).

[0053] As shown in Figure 7, X Precision Machinery and Z Company may be located within a single block with a geohash value G2. If the route indicated by the solid line is recorded in the first operation history data D1 and the route indicated by the two-dot chain line is recorded in the second operation history data D2, the driving time for the operation section (G1 to G2) and the driving time for the operation section (G2 to G3) are recorded in each of the operation history data D1 and D2.

[0054] The normal driving time calculation unit 3B selects, from among the multiple pieces of operation history data, operation history data including a first geohash value corresponding to the departure point and a second geohash value corresponding to the destination as operation history data for calculating the normal driving time. Specifically, when calculating the normal driving time from the garage to the X precision device, the normal driving time calculation unit 3B selects, as the operation history data for calculation, operation history data D1 and D2 including a geohash value G1 corresponding to the garage and a geohash value G2 corresponding to the X precision device. This makes it possible to increase the amount of operation history data on which the normal driving time is calculated, compared to a method of selecting operation history data based on latitude and longitude, for example, and to calculate the normal driving time with high accuracy.

[0055] The normal driving time calculation unit 3B determines the median of a set of driving times included in the selected operation performance data as the normal driving time. More specifically, the normal driving time calculation unit 3B removes outliers from the set of driving times using the IQR method, and determines the median of the removed set as the normal driving time.

[0056] 10, when the operation plan creation unit 3C assigns a first driver to a first operation plan, the operation plan creation unit 3C can execute a process of determining whether the two-day average driving time of the first driver exceeds 9 hours. The operation plan creation unit 3C calculates the two-day average driving time based on the driving time and delay time in the actual operation data of the first driver for the day before the day to which the first operation plan belongs, and the normal driving time of the first operation plan.

[0057] In detail, the operation plan creation unit 3C calculates the two-day average operation time by excluding the delay time from the operation time of the previous day's operation performance data, adding the excluded operation time and the normal operation time, and dividing the result by 2. Specifically, the operation plan creation unit 3C calculates the two-day average operation time Tav using the following formula (1). Tav = (Ta - Td + Tu) / 2 (1) Ta: Driving time of actual operation data (total value) Td: Delay time of actual operation data (total value) Tu: Normal operation time (total value)

[0058] In the example of FIG. 10, the total driving time of the first driver's operation performance data for the previous day is 13 hours, the delay time caused by traffic congestion due to an accident during driving is 4 hours, and the normal driving time in the first operation plan is 9 hours. Here, if the two-day average driving time is calculated without excluding the delay time, for example, the two-day average driving time will be 11 hours, which exceeds 9 hours and violates the rules. In contrast, the operation plan creation unit 3C calculates the two-day average driving time excluding the delay time, so the two-day average driving time is 9 hours, which does not violate the rules. Therefore, the operation plan creation unit 3C can assign the first operation plan, which does not violate the rules, to the first driver.

[0059] As in the example of FIG. 9, it may be determined whether the two-day average driving time satisfies the conditions using information on the two-day average driving time for one day. For example, in the example of FIG. 10, the time equivalent to one day of the two-day average driving time in the previous day's actual operation data is "4.5 hours," which is calculated by subtracting 2 hours, which is half of the delay time (4 hours), from 6.5 hours, which is half of the total driving time (13 hours). On the other hand, the time equivalent to one day of the two-day average driving time in the first operation plan is "4.5 hours," which is half of the normal driving time (9 hours). Therefore, the two-day average driving time calculated by adding together the times equivalent to one day of the previous day (actual) and the current day (planned) is 9 hours, which does not violate the rules.

[0060] 11, when the operation plan creation unit 3C assigns a first driver to a first operation plan, the operation plan creation unit 3C can execute a process of determining whether the first driver's commitment time in 24 hours exceeds 15 hours. The operation plan creation unit 3C calculates the commitment time based on the commitment time and delay time in the actual operation data of the first driver for the day before the day to which the first operation plan belongs, and the scheduled commitment time of the first operation plan.

[0061] Here, the starting point of the 24 hours is set to, for example, the start time of the company's work. For example, if the start time of the work is 9:00 AM, the operation plan creation unit 3C calculates the total value of the commitment time during the 24 hours from 9:00 AM on the day to which the first operation plan is assigned to 9:00 AM on the previous day. In the example of FIG. 11, the commitment time of the first driver in the previous day's operation performance data is 14 hours from 9:00 AM to 11:00 PM, and the commitment time of the first operation plan is 12 hours from 7:00 PM to 7:00 PM.

[0062] Therefore, if the first operation plan is assigned to the first driver without considering the delay time, the first driver's 24-hour commitment time will be 16 hours, calculated by adding the 14-hour commitment time of the previous day and the 2-hour commitment time from 7:00 to 9:00 in the first operation plan. Therefore, in this case, the commitment time in 24 hours will exceed 15 hours, violating the rules.

[0063] In contrast, the operation plan creation unit 3C calculates the commitment time for a 24-hour period by excluding the delay time. In the example of FIG. 11, the delay time is 2 hours. Therefore, the operation plan creation unit 3C adds the 14-hour commitment time of the previous day to the 2-hour commitment time from 7:00 to 9:00 in the first operation plan (16 hours), subtracting the 2-hour delay time from this value to calculate the total commitment time for a 24-hour period as 14 hours, which does not violate the rules. Therefore, the operation plan creation unit 3C can assign the first operation plan, which does not violate the rules, to the first driver.

[0064] Next, a specific example of the operation of the traffic control system 1 will be described. 2, the management terminal 3 that has received a vehicle dispatch request acquires multiple pieces of operation history data from the storage unit 3A based on the geohash values ​​corresponding to each destination in the vehicle dispatch request, and calculates the normal driving time for each operation section based on the acquired multiple pieces of operation history data. As a result, even for destinations not included in the vehicle dispatch request, the operation history data containing the same geohash value as the destination in the vehicle dispatch request can be used to calculate the normal driving time, allowing for accurate calculation of the normal driving time.

[0065] The management terminal 3 creates a first operation plan in which the calculated normal driving time is allocated to the operation section of the vehicle dispatch request. When allocating the first driver to the first operation plan, the management terminal 3 determines whether the first driver is violating either of the two rules described above based on the first driver's operation performance data for the previous day and the first operation plan.

[0066] If it is determined that the first driver violates any of the rules, the management terminal 3 does not assign the first driver to the first operation plan. If the first driver is not assigned to the first operation plan, the management terminal 3 determines whether the next driver can be assigned to the first operation plan by the method described above.

[0067] If it is determined that the first driver does not violate any of the rules, the management terminal 3 assigns the first driver to the first operation plan. Then, the management terminal 3 transmits the first operation plan to the vehicle terminal 2 corresponding to the first driver.

[0068] When the first driver's work for the day is finished, the management terminal 3 identifies delay times that can be excluded from driving time, commitment time, etc. based on the first driver's actual driving data for that day and input from the manager, and creates a daily operation report in which the identified delay times are recorded. The management terminal 3 records the daily operation report in which the delay times are recorded in the memory unit 3A.

[0069] As described above, the following effects can be obtained in this embodiment. By configuring the system to create a daily operation report that records delay times, delay times can be recorded in the daily operation report as evidence that the improvement standards notice, etc. is being complied with.

[0070] By using geohash to select operation history data for calculating normal driving time, even if the operation history data has different departure points or destinations, it will be selected as operation history data for calculating normal driving time if it has the same geohash value, so normal driving time can be calculated accurately from a large amount of operation history data.

[0071] By configuring the system to calculate the two-day average driving time based on the driving time and delay time of the first driver's actual driving data from the previous day, and the normal driving time of the first driving plan, it is possible to assign an driving plan that takes delay time into consideration to the driver.

[0072] By configuring the system to calculate the commitment time based on the commitment time of the first driver's actual driving data from the previous day, the delay time, and the scheduled commitment time of the first driving plan, it is possible to assign an driving plan that takes delay time into consideration to the driver.

[0073] The present invention is not limited to the above-described embodiment, but can be used in various forms as exemplified below.

[0074] In the above embodiment, the delay time for each operating section and the total delay time are recorded in the daily operation report, but only either the delay time for each operating section or the total delay time may be recorded in the daily operation report.

[0075] The operation record data for calculating the normal driving time may be selected based on, for example, each destination of the vehicle dispatch request.

[0076] The method for calculating the normal driving time is not limited to the method in the above embodiment, and the normal driving time may be calculated by averaging a plurality of driving times, for example.

[0077] The elements described in the above-described embodiment and modified examples may be implemented in any combination. [Explanation of symbols]

[0078] 3 Management terminal 3B Normal operation time calculation section 3C Operation Planning Department 3D delay time calculation section 3E Daily report creation department

Claims

1. A normal driving time calculation unit that calculates a normal driving time, which is a predicted value of the driving time for each operating section, based on a plurality of operation actual data in which actual values ​​of driving time for each operating section are recorded; an operation plan creation unit that creates an operation plan including an operation section and a normal operation time for the operation section; a delay time calculation unit that calculates a delay time exceeding a normal operation time based on an actual operation time and a normal operation time in the operation plan after the operation plan is completed; a daily report creation unit that creates a daily operation report in which the delay time is recorded, The operation plan creation unit When a first driver is assigned to a first operation plan, a process of determining whether an average driving time of the first driver over two days exceeds nine hours can be executed; The two-day average driving time is calculated by subtracting the delay time from the sum of the driving time of the first driver's operation performance data for the day before the day to which the first operation plan belongs and the normal driving time of the first operation plan.

2. a normal driving time calculation unit that calculates a normal driving time, which is an expected value of the driving time for each operating section, based on a plurality of operation result data in which actual values ​​of driving time for each operating section are recorded; an operation plan creation unit that creates an operation plan including an operation section and a normal operation time for the operation section; a delay time calculation unit that calculates a delay time exceeding a normal operation time based on an actual operation time and a normal operation time in the operation plan after the operation plan is completed; a daily report creation unit that creates a daily operation report in which the delay time is recorded, The operation plan creation unit When a first driver is assigned to a first operation plan, a process of determining whether the first driver's commitment time in a 24-hour period exceeds 15 hours can be executed; A daily operation report creation device that calculates the first driver's 24-hour commitment time by subtracting the delay time from the commitment time of the first driver's actual operation data for the day before the day to which the first operation plan belongs and the commitment time of the first operation plan that falls within a 24-hour period going back from a specified starting point.

3. a normal driving time calculation unit that calculates a normal driving time, which is an expected value of the driving time for each operating section, based on a plurality of operation result data in which actual values ​​of driving time for each operating section are recorded; an operation plan creation unit that creates an operation plan including an operation section and a normal operation time for the operation section; a delay time calculation unit that calculates a delay time exceeding a normal operation time based on an actual operation time and a normal operation time in the operation plan after the operation plan is completed; a daily report creation unit that creates a daily operation report in which the delay time is recorded, The daily report creation device is characterized in that the daily report creation unit records the delay time in the daily operation report when an administrator inputs that the delay time is equal to or greater than a threshold value corresponding to the driving distance, the actual driving time is equal to or greater than 1.5 times the normal driving time, and the delay is an event that is not normally expected.

4. The operation history data includes geohash values ​​corresponding to the latitude and longitude of the departure point and the destination point of the operation section, The normal operation time calculation unit The operation report creation device according to any one of claims 1 to 3, characterized in that from among the plurality of operation history data, operation history data including a first geohash value corresponding to the departure point and a second geohash value corresponding to the destination is selected as operation history data for calculating the normal driving time.

5. 5. The daily operation report creation device according to claim 4, wherein the normal operation time calculation unit determines the normal operation time as a median value of a set of operation times included in the selected actual operation data.

6. The daily operation report creation device according to claim 5, wherein the normal operation time calculation unit uses an IQR method to remove outliers from the set of operation times, and sets the median of the removed set as the normal operation time.

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