Method for implementing by computer a service for routing at least one product, and computer system

Abstract

The invention relates to a computer-implemented method for managing a service for routing at least one product, the method comprising: - receiving data relating to a routing request (RQ1) for routing a given product to a given location; - determining products (B1, B2) having the characteristics of the given product, in a given geographical zone around the given location; - determining the available transporters (ST1, ST2) authorized to transport the detected products from the electronic devices associated with each transporter; - forming pairs of a detected product (B1, B2) and a detected transporter (ST1, ST2); - ranking the pairs; - sending, to the electronic devices of the detected transporters, a request to handle the routing in the order of the ranking, at a given rate; - interrupting the sending as soon as agreement from a detected transporter is received; - sending the agreement information to the user electronic device; - obtaining navigation data (DANV1, DANV2) to enable the transporter to carry out the routing request.

Description

[0001] Description

[0002] METHOD IMPLEMENTED BY COMPUTER IN A SERVICE

[0003] DELIVERY OF AT LEAST ONE PRODUCT AND COMPUTER SYSTEM

[0004] TECHNICAL FIELD AND PREVIOUS ART

[0005] The present invention relates to the field of product transport logistics, more particularly to a computer-implemented method of a service for routing at least one product, to a computer-implemented method of a service for collecting a product, and to a computer system implementing said methods.

[0006] In the building construction sector, construction skips play a central role. They are used for the temporary storage and transport of a wide variety of products, such as materials (sand, gravel, concrete), machinery (small tools, damaged equipment), and waste (rubble, wood, metals, plastics). These skips are available in various sizes (e.g., 5 m³). 3 10 m 3 or 20 m 3 ) and models (open, closed or compartmentalized skips), are specifically adapted to the various needs of construction sites.

[0007] Each construction skip is transported by a truck, usually belonging to a company. These trucks are responsible for delivering the skips to the relevant construction sites, collecting them when full, and transporting them to waste disposal sites, recycling facilities, or other sites for reuse. Once emptied, the skips can either be returned to their original site, moved to another site, or stored until needed for the next job.

[0008] When a construction site requires logistical operations related to skips (delivery, replacement, emptying, or removal), the clients—whether foremen, site managers, or logistics managers—often have to manually contact the skip-owning companies or specialized transport companies. This interaction relies primarily on telephone or email communication, which poses several problems:

[0009] - Significant research time: Sponsors must have a list of reliable companies and sometimes contact several of them to find one that can quickly meet their needs. - Uncertain availability: Dumpster companies cannot always guarantee the availability of the necessary trucks, especially for urgent requests or unforeseen changes.

[0010] - Multi-stakeholder management: Skips often belong to different companies, and it is crucial to ensure that each skip is collected by its owner. This complicates coordination and lengthens processing times.

[0011] Transport companies, for their part, receive numerous requests daily, such as:

[0012] - The delivery of empty skips to construction sites;

[0013] - The removal of full skips to waste disposal sites or recycling facilities;

[0014] - Replacing full skips with empty skips;

[0015] - Emptying and returning full skips to their original worksite.

[0016] These requests are often processed in the order they are received or according to perceived urgency, without any real prioritization or feasibility analysis. This leads to:

[0017] - Delays in deliveries, directly impacting the activities of the construction sites;

[0018] - Logistical errors, such as sending unsuitable trucks or retrieving skips belonging to another company;

[0019] - High costs, due to non-optimized routes, underutilized trucks or repeated operations.

[0020] These logistical limitations have a direct impact on the performance of construction sites.

[0021] The result may be:

[0022] - a loss of productivity. Indeed, work is sometimes interrupted due to a lack of skips available on time.

[0023] - high indirect costs. The time lost waiting for deliveries or replacements translates into additional costs for construction companies.

[0024] - Dissatisfaction among clients. Frequent delays and errors lead some clients to regularly change service providers, further increasing search and coordination costs.

[0025] The disadvantages mentioned above are found in many sectors where managers must manage flows of products, materials, machines and waste in a reactive and efficient manner.

[0026] There is therefore a need for a tool or service that allows sponsors to have a clear view of the schedule at which a skip will be delivered, replaced, faulty or removed and to receive reliable forecasts or real-time updates on the status of their requests to avoid interruptions or delays in their work.

[0027] STATEMENT OF THE INVENTION

[0028] It is therefore one purpose of this application to offer a computer-implemented method for resolving the disadvantages stated above.

[0029] The stated goal is achieved by a computer-implemented method for managing the routing of at least one product comprising:

[0030] - Receiving data relating to a request from a user to ship at least one given product to a given location and possibly at a given time, the product being defined by one or more characteristics,

[0031] - Determination of a list of detected products available that correspond to the given product in a given geographical area,

[0032] - Determination of a list of available carriers to transport the detected products,

[0033] - Association of each carrier with each detected product, forming pairs according to at least one criterion.

[0034] - Ranking of pairs based on at least one criterion,

[0035] - Transmission of requests to the carriers of each pair in order of ranking,

[0036] - Awaiting a positive response to the request,

[0037] - Transmission of the request acceptance information to the user,

[0038] - Calculation of guidance data to enable the carrier to carry out the delivery and / or collection,

[0039] - Sending calculated navigation data to the carrier,

[0040] - Receiving information on the execution of the routing.

[0041] Thanks to this invention, product delivery is managed by a computer system and digital devices, including dedicated applications. Users no longer have to deal with multiple contacts or manage deadlines. They are notified when their request is accepted by a carrier and receive an estimated delivery time. Specifically for skips, the transport company also no longer needs to manage its fleet or determine which carrier is available to fulfill a particular request. For example, a foreman or other client requiring service on a construction skip can use a mobile application on their smartphone or a dedicated interface to submit their request.

[0042] Generally, the client submits a request (delivery, emptying, or skip replacement). The system identifies available skips and transporters. Guidance data is generated for the selected transporter, and the request is tracked until completion.

[0043] For example, the client specifies the type of skip they need, the delivery location, and possibly the delivery time. The request data is then processed to find the corresponding skip and a carrier capable of transporting it. The carrier who can fulfill the request accepts. The foreman receives confirmation and an estimate for the completion of their request. Therefore, the foreman submits the request directly; they do not need to go through a dedicated department within the construction company.

[0044] In other words, the method connects the user with a carrier who has been pre-selected according to the invention. The user no longer wastes time searching for a carrier; instead, one is selected for them by the computer system. The invention optimizes truck utilization and driver activity by reducing empty trips and selecting trucks and drivers whose location allows them to respond to demand most efficiently and / or quickly.

[0045] Furthermore, the invention, by optimizing the transport of products, helps to reduce pollution due to the transport of goods.

[0046] The invention optimizes the allocation of trucks and their drivers based on a service request, particularly according to their activity and location.

[0047] In a particularly advantageous mode, the IT system manages the invoicing for product delivery and facilitates money transfers between users and carriers. Preferably, the amount to be invoiced is calculated based on delivery data such as, for example, travel time, distance traveled, and carrier charges.

[0048] The invention also relates to a computer system implementing the process according to the invention.

[0049] The invention offers: - a centralized system: the computer platform is capable of automatically managing skip requests (delivery, collection, emptying, replacement) while ensuring the traceability of skips and their management by the owning companies.

[0050] - optimized planning by implementing algorithms to prioritize requests based on criteria such as urgency, truck availability, proximity to construction sites and traffic constraints.

[0051] - real-time visibility by implementing tracking tools to allow sponsors to know the status of their requests at any time and to anticipate interventions.

[0052] - Simplified coordination. The invention ensures that each skip is managed by its owning company, reducing the risks of errors and unforeseen events.

[0053] - The present invention relates to a computer-implemented method for managing a delivery service for at least one product, comprising:

[0054] - Receiving data relating to a request to ship a given product, defined by characteristics, to a given location from a user's electronic device, said data including the geographical data of said location and data on the characteristics of the given product,

[0055] - Determination of products having the characteristics of the given product, designated as detected products, in a first given geographical area around the given location,

[0056] - Determination of available carriers authorized to transport the detected products from the electronic devices associated with each carrier, designated as detected carriers,

[0057] - Forming pairs of a detected product and a detected carrier by associating each detected product with at least one detected carrier according to at least one criterion, called the matching criterion,

[0058] - Ranking of said pairs according to at least one criterion, called the ranking criterion,

[0059] - Sending a request for pickup to the electronic carrier devices of the detected carriers in order of ranking, according to a given schedule,

[0060] - Interruption of the transmission upon receipt of the agreement of a detected carrier sent by the electronic device of said carrier, designated carrier OK,

[0061] - Sending the agreement information to the user's electronic device, - Obtaining navigation data to allow the OK carrier to make the routing request,

[0062] - Transmission of navigation data to the carrier's electronic device OK;

[0063] - Receipt of confirmation data for the completion of the routing sent by the carrier OK by the electronic carrier device.

[0064] The step of determining the detected carriers takes into account the location of the authorized carriers in a second given geographical area, which may be the same as or different from the first geographical area.

[0065] Preferably, at least one matching criterion is the reduction of empty journeys for the carrier.

[0066] The calculation of routing data advantageously takes into account the data of the routing vehicle, in particular its dimensions.

[0067] According to an additional feature, the computer implementation method of a routing service according to the invention includes calculating an estimated time of arrival of the product at the given location from navigation data and transmitting the estimated time to the user's electronic device.

[0068] According to an additional feature, the computer-implemented method of a routing service according to the invention includes the transmission of real-time location data from the carrier's electronic device OK to the user's electronic device for tracking the movement of the product.

[0069] According to an additional feature, in the event that the OK carrier is not in possession of the associated detected product when the agreement is sent, obtaining navigation data includes obtaining navigation data to enable the OK carrier to reach the associated detected product, and obtaining navigation data to enable the carrier to reach the given location.

[0070] The computer-implemented method for managing a routing service according to the invention advantageously includes a step of receiving data from each carrier regarding their availability and the product in their possession, for example, on a daily basis. According to an additional feature, the computer-implemented method for managing a routing service includes, in the absence of a detected product and / or detected carrier and / or OK carrier, sending information to the user and offering the option to wait, cancel the request, or modify the request. In one embodiment, a comparison is made between generated navigation data correlated with time-series data and the actual navigation data of the electronic carrier device, and if a discrepancy is detected with the generated navigation data, a request is sent to the OK carrier, and a response from the carrier device is awaited.

[0071] In a favorable example, the computer-implemented method for managing a routing service includes a step of calculating a charge and sending an invoice for that amount to the user. For example, the charge calculation is based on at least navigation data, data associated with the OK carrier, and the time elapsed between receiving OK carrier approval and receiving confirmation data indicating the completion of the routing.

[0072] The present invention also relates to a computer program product comprising instructions for implementing the method according to the invention, when said program is executed on a computer or processor.

[0073] The present invention also relates to a computer-readable storage medium, storing a computer program comprising instructions executable by a computer or processor to implement the method according to the invention.

[0074] The present invention also relates to a management network comprising:

[0075] - a computer system comprising the storage medium according to the invention and at least one processor configured to execute the instructions of the computer program according to the invention; the storage medium includes a data register configured to store characteristic data of at least one product and geographical data of the location of said at least one product, as well as availability data of at least one carrier authorized to transport said at least one product,

[0076] - at least one user electronic device configured to transmit to the computer system the request to route the given product to the given location,

[0077] - at least one electronic carrier device configured to receive the pickup request,

[0078] - a communication network configured to manage the transmission of each routing request to at least one user electronic device and each request to the computer system. BRIEF DESCRIPTION OF DRAWINGS

[0079] This application will be better understood with the help of the following description and the attached drawings, which:

[0080] - Figure 1 represents a block diagram of an example of a management network according to the invention,

[0081] - Figure 2 is a flowchart of an example of a computer-implemented process for managing the delivery of a skip according to the invention,

[0082] - Figure 3 is a flowchart of an example of a computer-implemented process for managing a skip collection according to the invention,

[0083] - Figure 4 is a functional diagram of an example computer program implementing the method according to the invention,

[0084] - Figure 5 is a diagram representing an example of the implementation of product characteristic identification by detection agents based on photographic images and information transmitted by a client application,

[0085] - Figure 6 is a flowchart of an example of a process for optimizing the routing service management method as described above, upon receipt of a new routing or collection request,

[0086] - Figure 7 is a flowchart of an example of a process for optimizing the routing service management method as described above, upon receiving a disturbance.

[0087] DETAILED DESCRIPTION OF IMPLEMENTATION METHODS

[0088] The present invention implements a computer system and a computer-implemented method for managing the transport of products.

[0089] The specific example of transporting construction skips will be described in detail, but it will be understood that the present invention applies to the transport of any product.

[0090] In this application, "carrier" means the truck driver or, in the case of an autonomous vehicle, the on-board computer system that manages the vehicle's movement.

[0091] A "transport company" is defined as a company that manages one or more construction skips and one or more carriers, and is paid for delivering and collecting these skips. The company may own the skips and employ the carriers. Alternatively, the transport company may lease the skips from a third party and work with independent carriers. A transport company may operate a single skip and manage a single carrier, or it may manage a very large number of skips and a significant number of carriers.

[0092] We subsequently consider a first transport company STI managing a carrier Tl and a second transport company ST2, different from company STI, managing a carrier T2. The carrier Tl is associated with a truck Cl.

[0093] The SYS management system comprises a SERVER computer system, at least one user electronic device, for example, devices DC1 and DC2, and at least one carrier electronic device, for example, devices DTI and DT2. The user or construction devices DC1 and DC2 are respectively associated with the foremen (or construction companies) CTM1 and CTM2 in charge of the CH1 and CH2 construction sites. The SERVER computer system is typically a server that includes a storage medium (MEM), such as RAM and mass storage, and at least one processor (PROC). The design of such a server is conventional and well-known in the field of computing. The storage medium (MEIVI) stores the instructions of a computer program, designated as the server application (AS), which are executable by said at least one processor (PROC).The storage medium includes a database (DB) typically containing user data, i.e., data on construction companies and dump trucking companies. More specifically, the DB is configured to store characteristic data for at least one product, geographic data for the location of said product, and availability data for at least one carrier authorized to transport said product.

[0094] The server application (AS) is configured to operate and exchange data with a client application (AC) via standard communication protocols such as HTTP, an application programming interface (API) like REST API, push notifications, and WebSockets. The client application (AC) is a computer program running on both the manufacturing and transport devices. In one embodiment, the client application (AC) is shared by both the manufacturing and transport devices, with data management handled by the IT system and a system administrator. Alternatively, the client application running on the manufacturing device and the client application running on the transport device may be separate.Subsequently, the AC client application will be considered common to both devices and will feature a manufacturer's interface and a carrier's interface. The server and client applications are developed jointly as part of the product transport management implementation and are managed by the system administrator.

[0095] The DC1 manufacturer device includes a memory storing the instructions of the client application, also referred to as the program code, and a processor (not shown) configured to execute these instructions.

[0096] Generally, each transporter is associated with a transport vehicle, for example a dump truck. The truck includes a conventional lifting system such as one of the following: hooklift, multi-hooklift, "mini-lift" or "minilift" type, tipper, flatbed and crane truck.

[0097] In this example, the user is referred to as "the builder," and this could be, for instance, the site foreman who uses construction skips or another client. The construction company is the company that manages the construction site, for example, the one that builds the building and pays for skip delivery or collection. The construction company could also be the client.

[0098] There are different types of skips, for example, cable-operated skips and hook-operated skips, skips with lids, skips without lids, and so on. Furthermore, each type of skip offers different volumes. The manufacturer chooses based on the skip's characteristics and the required volume.

[0099] Some trucks are adapted to transport certain types of skips and other trucks are adapted to transport other types of skips.

[0100] The computer system according to the invention receives requests from manufacturers and connects the manufacturers and transporters. The computer system updates the data of the construction company and the transport company regarding the management of skips.

[0101] The manufacturer sends a request via a manufacturer's device. The carrier responds via a carrier's device.

[0102] The computer system is connected to third-party services providing real-time data on traffic conditions, including, for example, traffic jams, accidents, roadworks, and road closures, and potentially to any other third-party service providing useful information for accurately estimating travel time and calculating a route. Preferably, the route calculation takes into account the vehicle's dimensions to accommodate traffic restrictions based on vehicle size.

[0103] The manufacturer's device is, for example, a smartphone, a tablet, or any other electronic device capable of sending and receiving data. The manufacturer's device is connected to the computer system via a communication network, such as a GSM (Global System for Mobile Communication) network (4G, 5G, etc.), enabling real-time access. The manufacturer's device is capable of running the client application on which manufacturer data is shared and stored in the data register. This manufacturer data is accessible to the manufacturer and administrator, as well as to users authorized by the computer system.This data also includes the geographical location of one or more construction sites associated with the construction company, as well as the construction company's bank details, which may be made accessible only to that company and the administrator.

[0104] Preferably, the manufacturer's device includes a screen allowing the display of a computer interface for data entry and reception and enabling interaction between the user and the application.

[0105] The carrier device is, for example, a smartphone, a tablet, or any other electronic device capable of sending and receiving data. The carrier device is connected to the computer system via a communication network, such as a GSM (Global System for Mobile Communication) network (4G, 5G, etc.), enabling real-time access. The carrier device is capable of running the client application on which data about the carrier, for example, Tl, is shared by the carrier Tl and / or the carrier's STI transport company and stored in the DB data register. Data about the carrier Tl is accessible, on the one hand, to the carrier Tl, the carrier's STI transport company, and the administrator, and on the other hand, to users authorized by the computer system.Specifically, the transport company STI only has access to data associated with its carriers. Carrier data typically includes carrier availability, the characteristics of the skip the carrier is capable of transporting, and the carrier's real-time geographic location. In other words, the geographic locations of each carrier, including available carriers, are periodically updated in the DB data register. The transport company's data may also include STI's bank details, which may be made accessible only to STI and the system administrator.

[0106] Preferably, the carrier device includes a screen allowing the display of a computer interface for data entry and reception and enabling interaction between the user and the application.

[0107] The carrier device is equipped with a geolocation or positioning device, such as GPS (Global Positioning System) or Galileo, which provides continuous data on the device's position. The device can be detected using Wi-Fi, its IP address, data from a sensor integrated into the carrier device, or the cellular network.

[0108] Each transport company has a computer system allowing access to a computer platform, designated AST, managed by the computer system to monitor the rental management of the skip fleet and the activity of the carriers and to allow interaction via a display screen.

[0109] The platform is very advantageously programmed to visually display data on skips and transporters, for example, in the form of a map showing the location of the various skips and their status (available, in use, etc.), as well as the location of transporters and trucks which, if not driven by a transporter, are at the depot. The transporters' location is obtained via the transporter devices. When a transporter is in the process of fulfilling a request, its movement is tracked as described below.

[0110] Advantageously, and as will be described later, this platform can be used to track the billing related to each of the skips.

[0111] Each construction company has an IT system providing access to a computer platform, designated ASC, for managing skips on construction sites and enabling interaction via a display screen. Advantageously, and as will be described later, this platform allows for tracking the invoicing associated with each skip. Furthermore, both the construction company and the transport company each have access to an administrator area, accessible only to administrators, where they can enter information such as bank details or certain restrictions.

[0112] "Skip management" means having data on each skip, including their location and status (empty, being filled, being emptied, out of service) and data on carriers (available, active, unavailable) and advantageously billing management.

[0113] The invention makes it possible to meet the demand of a manufacturer for a construction skip from a network of carriers and skips, and allows a transport company with a fleet of skips to manage its fleet and monitor management in an easy way.

[0114] The computer system includes a data register containing, but not limited to, a list of construction companies wishing to use the service, characteristics of each of the construction companies, a list of builders, a list of construction sites each associated with a construction company, each construction site being associated with one or more builders, characteristics of the construction sites, for example their geographical location.

[0115] The data register also includes a list of transport companies willing to provide the service, characteristics of each of the transport companies, a list of carriers, characteristics of the carriers, for example their recurring availability, each carrier being associated with a transport company, a list of transport vehicles which will be designated as trucks, characteristics of the trucks (for example their dimensions and the type of skip it can carry), each truck being associated or not with a carrier, a list of skips, each skip being identified by one or more characteristics, at least its type (the compatibility of the skip with lifting systems as described above, or for example cable or hook) and its volume.

[0116] The register also includes a history associated with the construction company, including at least a list of skips rented and the associated construction site, a list of unmet requests....

[0117] The register also includes a history associated with the transport company, such as a list of rented skips, a list of withdrawn skips and the associated carriers, and a list of refused requests, including the carriers and reasons for refusal. The register also contains real-time data on pending requests issued by manufacturers and accepted or awaiting acceptance by carriers. Figure 1 shows a schematic block diagram of an example of a management network according to the invention.

[0118] The management network includes a first carrier T1, a second carrier T2, a first truck Cl, a second truck C2, a carrier device DTI associated with the carrier T1, and a second carrier device DT2 associated with the second carrier T2. Each of the carrier devices DTI and DT2 includes a client application AC.

[0119] The management network also includes a CTM1 builder associated with a CH1 site, a DC1 builder device associated with the CTM1 builder and including the AC application, a CTM2 builder associated with a CH2 site, a DC2 builder device associated with the C2 builder and including an AC builder application.

[0120] Preferably, access to the AC client application by the manufacturer and the associated carrier or transport company or manufacturer is secured by providing at least one unique identification code for each manufacturer and / or carrier, ideally through two-factor authentication. The management system also includes a communication network (or telecommunication network) configured to manage the transmission of requests between the SERVER computer system, user devices, and manufacturer devices. The RES communication network enables data exchange between the SERVER computer system and the manufacturer and carrier devices using the aforementioned communication protocols, particularly via requests.

[0121] The DC1 manufacturing device is configured to transmit an RQ1 request to route the given product to a given location. The RQ1 routing request includes data relating to the product's characteristics. In this case, this data includes the type and volume of skip to be delivered to the CH1 site, and optionally the delivery location of the CH1 site if this has not already been stored in the DB data register. Preferably, the foreman CTML can validate an RQ1 request that includes a skip type regardless of the skip volume, or a skip volume regardless of the skip type. The management network also includes skips B1, B2, B3, and B4, each of which is identified by its type and volume.For example, skip B1 is of the chain type and of a volume VI, skip B2 is of the chain type and of a volume V2, skip B3 is of the hook type and of a volume VI and skip B4 is of the hook type and of a volume V2.

[0122] The management network includes computer system 2 which receives an RQ request from a manufacturer and manages the RQ request.

[0123] In this example, truck Cl is associated with carrier Tl and truck C2 is associated with carrier T2.

[0124] Figure 2 shows a flowchart of an example of a computer-implemented process for managing a skip delivery.

[0125] The process involves the following steps:

[0126] - The SI stage: receipt by the computer system of data relating to a request for delivery of a skip, this data including at least the delivery location, the type of skip and the volume of the skip.

[0127] - Step S2: The computer system searches for available skips of the same type and volume in a first given geographical area around the delivery location.

[0128] - Step S3: searching for carriers capable of transporting the skip and who are available.

[0129] - Step S4: association of each skip with one or more carriers and formation of pairs according to at least one criterion called matching criterion.

[0130] - Step S5: ranking of pairs based on at least one criterion called ranking criterion.

[0131] - Step S6: sending delivery support requests to carriers via the application on the carrier device in the order of the ranking of step S5, and obtaining and sending navigation data to the carrier who has given his agreement to allow him to carry out the delivery.

[0132] - Step S7: stop sending pickup requests as soon as a carrier has sent a pickup agreement for the delivery via the AC carrier application.

[0133] - Step S8: accessibility of navigation data to the manufacturer.

[0134] The time elapsed between the manufacturer sending the request and the carrier accepting it is a few minutes, usually less than 10 minutes.

[0135] The various steps described above will now be detailed. During the SI step, manufacturer Cl sends a delivery request for a skip designated RQ1. To do this, they access the manufacturer's application on their manufacturer's device DC1. Manufacturer Cl specifies the skip type and volume. For example, they access drop-down menus that offer the different skip types and available volumes. Alternatively, the different skip types are represented as pictograms, and a drop-down menu allows the volume to be selected.

[0136] The information collected includes, in particular, the type of skip or service required, for example, a construction skip for rubble, the specific characteristics of the skip such as size, volume, capacity, intended use, location, type of request, and the desired date and time for delivery. In this case, the request is for the delivery of an empty skip. Alternatively, it could be for emptying a skip with replacement, emptying a skip without replacement (i.e., the same skip is returned), or emptying with collection (i.e., without replacement). Construction companies can specify in the administrator area a list of transport companies, referred to as partner transport companies, with which they wish to work in order to prioritize them in the carrier selection process.Therefore, all transport companies not included on the list defined by each construction company are excluded during step S3. Furthermore, it may also be possible to offer the construction company the option of ranking partner transport companies according to a preference order. This preference will then be used as a selection criterion.

[0137] Advantageously, it may be possible to offer construction companies the option of expanding the search to all registered transport companies in the event that no carrier from the partner transport companies is available.

[0138] The builder also specifies the delivery address. A significant advantage is that the builder is associated with one or more construction sites. This information is available in the databases. In the builder's application, all the construction sites associated with the builder are listed; the builder simply selects the relevant site.

[0139] The foreman can specify the delivery time, for example a time slot and the day.

[0140] The manufacturer validates their request and the data relating to the RQ1 request are transmitted to the computer system via the telecommunications network.

[0141] The system analyzes the received data to identify the user's specific needs. The computer system verifies that the request originates from a registered and valid builder. Specifically, it can verify that the construction company has a valid payment method registered in the administrator area and / or that it has no outstanding invoices.

[0142] If the manufacturer is confirmed, the request is processed.

[0143] The AS server application of the computer system, in response to the routing request RQ1, executes a series of instructions that implement:

[0144] During step S2, the computer system searches its database of skips for available skips that match the characteristics of the skip in demand in a given geographical area.

[0145] The goal is to obtain the geographic locations of available skips of the type and volume corresponding to those specified by query RQ1. The AS application retrieves data stored in the DB data register that corresponds to the locations of skips transported by truck or skips located in a DEP depot. Location data for the DPT depot and data relating to the skips in the DEP depot can be obtained and updated in the data register via RDEP query.

[0146] Indeed, in order to optimize delivery time, skips are generally chosen that are located in the vicinity of the delivery location.

[0147] The given geographical area can be defined in various ways. It can be an area covering a territory located within a specified straight-line distance, for example, within a circle with a radius of 50 km from the delivery location. The given geographical area can also be defined by a maximum average travel time. Indeed, in densely populated urban areas, travel time can be more significant than travel distance. This average travel time can be obtained, for example, from historical navigation data. Alternatively, the information system calculates in real time the average travel time between each container corresponding to the container in the request and the delivery location, based on delivery data.

[0148] An "available skip" refers to a skip that is not currently in use and is not out of service. These skips may be stored in a storage area or on a truck. This also includes skips that will be available within a sufficiently short future timeframe to meet demand. For example, a skip that is currently being transported to a waste treatment center and will therefore be empty and available soon is considered available. All available skips matching the demand within the given geographical area are then identified. These identified skips are designated as "detected skips."

[0149] During step S3, available carriers capable of transporting one of the detected skips are identified; by "capable of transporting one of the detected skips", we mean that the carrier has a truck that can transport a skip of the type requested.

[0150] The aim is to obtain availability data from one or more carriers authorized to transport the skip, according to the type and volume of skip indicated in the RQ1 query, from the data in the DB data register.

[0151] Furthermore, an "available carrier" is defined as a carrier that is listed as active, is not currently fulfilling a request, and can accept a request, or a carrier that will be available within a given future time interval. For example, a carrier is currently delivering a skip. The estimated delivery time, and therefore the end of the occupancy period, is approaching, for example, in 5 minutes. The carrier can then be considered available to accept a new request.

[0152] During step S3, a list of the nearest carriers is generated based, for example, on their location relative to the place of the request, their immediate or short-term availability, and the capacity of their vehicles to transport the requested skips.

[0153] Advantageously, each carrier is located via the carrier device's data. It can advantageously be decided that only carriers located in the given geographical area or in another geographical area surrounding the delivery location, determined by other criteria, are taken into consideration.

[0154] Ideally, each carrier provides information about their situation via their carrier device's application. For example, each morning of a workday, each carrier provides information about the truck they are driving, whether the truck is loaded with a tipper, and its type and volume. This allows the data on carriers, trucks, and tippers to be updated regularly. Generally, each carrier has an assigned truck. However, if a carrier changes trucks, they update the information via the carrier application. The truck's location is detected using the carrier device's location. For example, when the carrier logs in, they receive a notification asking if they have a truck, whether it's loaded or unloaded, and whether it's with a tipper.

[0155] During step S4, the electronic system associates each detected skip with one or more available carriers according to one or more matching criteria.

[0156] During the matching stage, the criteria used are chosen from the following non-exhaustive list: the distance between the skip and the carrier, the desired intervention times and the estimated cost for each pair formed.

[0157] Indeed, on the one hand, each carrier is authorized to transport the skips of the transport company to which it is affiliated. On the other hand, the type of truck defines the type of skip that can be transported, and possibly its volume. In this example, these two criteria are mandatory. When these two criteria are met, a proximity criterion between the carrier and the skip can be applied to refine the match. The proximity considered is either in terms of distance or in terms of time. Advantageously, the travel time between the carrier and a skip is calculated based on the location data of the transport devices. A matching criterion could be a reduction in the carrier's empty journey time.

[0158] This results in pairs associating a detected skip with a detected transporter. Several skips can be associated with the same transporter and / or several transporters can be associated with a skip.

[0159] The skips are either already loaded onto a truck, the pair is therefore formed, or in a storage location.

[0160] In other product examples, only the proximity criterion can be taken into account, if there is no condition to apply between the truck and the product.

[0161] In the case where a truck is loaded with an empty / available skip, the pair is already formed and will have priority in receiving deposit requests since it does not need to go and get one from the warehouse.

[0162] On the other hand, for a recovery request the pair is already formed but will be less priority since the truck will have to return to the warehouse to drop off its skip and leave empty to pick up a skip.

[0163] During step S5, the resulting pairs are ranked according to one or more criteria to obtain a list in which the first pair is the one most likely to fulfill the demand most efficiently. Ranking criteria include, for example, logistical efficiency, speed of reaching the delivery location, cost, and environmental impact (reduction of unnecessary journeys and CO2 emissions).

[0164] The highest-ranked pair is prioritized to execute the request.

[0165] For example, if a detected skip that is closest to the delivery site is loaded onto a truck, the skip and carrier pair associated with that truck are first on the list. The term "efficiently" can mean as quickly as possible, in the least polluting way... The proximity criterion can be proximity in terms of distance or time. Indeed, several routes are possible, one with a shorter travel time and a longer distance than the other because it uses a toll highway. One criterion could be to avoid toll roads for cost reasons and / or to limit the truck's speed to reduce costs and / or pollution.

[0166] For example, truck C1 and the dump truck B1 it is transporting form a first pair, and truck C2 and dump truck B2 from the DEP depot form a second pair. The first pair is considered to have priority over the second pair based on criteria such as distance, with the understanding that other criteria such as travel time or traffic conditions may be applied to determine the priority ranking between these pairs.

[0167] During step S6, the IT system sends delivery request requests to the carrier devices of the detected carriers, in the order of the ranking established in step S5. For example, carriers receive notifications on their application; a ringtone is emitted to alert them to a new request. Requests are sent sequentially to each pair at a given rate, such as every minute. Carriers have a certain amount of time to accept or decline the request. To accept a request, a carrier can interact with the carrier device's screen. If a request is declined, it is sent to the next detected carrier on the list. The maximum response time for a request is preferably shorter than the rate at which requests are sent.

[0168] When a carrier accepts a pickup request, the carrier that accepted the pickup request is designated "carrier OK." For example, the sending frequency is 1 minute. In one example implementation, the AC client application of carrier OK sends requests to third-party services to obtain DNAV1 navigation data and transmits this DNAV1 data to the IT system. The AC client application functions similarly in the case of a pickup acceptance by carrier T2, for example, if carrier T1 refused the pickup or did not have time to accept it.

[0169] Alternatively, the computer system generates guidance data for the OK carrier to enable them to complete the delivery. This guidance data is calculated using a guidance service and information on weather conditions or other factors.

[0170] This guidance data is translated into a visual and / or audio route.

[0171] In the event that the detected skip was already loaded onto the truck, the guidance data is such that it ensures guidance from the truck's location to the construction site.

[0172] In another embodiment, guidance data is obtained directly from a third-party service and transmitted to the transport device.

[0173] If the detected skip and the OK transporter are not in the same location, guidance data is generated to direct the OK transporter from its current location to the location of the detected skip, and then from the location of the detected skip to the delivery site. Based on this guidance data, the estimated delivery time can be calculated.

[0174] Specific instructions related to the journey may be provided.

[0175] Preferably, the estimated delivery time of the skip is sent to the manufacturer's device. The OK carrier's positioning data is advantageously transmitted in real time to the manufacturer's device so that the manufacturer can track the skip's movement and approach in real time.

[0176] During step S7, as soon as one of the carriers accepts the pickup request via the AC customer application, the sending of pickup requests is stopped.

[0177] Very advantageously, the builder Cl receives confirmation of his request, accompanied, preferably, by the estimated time for intervention, real-time tracking information accessible via the application and the type of skip.

[0178] During step S8, the DNAV1 navigation data is received and stored in the data log, making it accessible to the user (CTM1 foreman). The foreman can then track the OK transporter's movement. The computer system updates the data directories. The skip is marked as in use, and the transporter is marked as unavailable.

[0179] Once the delivery has been completed, the carrier OK confirms the delivery via the carrier's device. For example, they access the application on the carrier's device and confirm that the delivery has been made. Ideally, the application should only allow the carrier to confirm the delivery once they have arrived at the destination, which can be verified using the location coordinates.

[0180] Alternatively, it takes a photo of the delivered skip and sends the photo to the computer system. In an advantageous implementation example, the computer system compares the location data of the transport device with that of the delivery location in the request to verify that the delivery took place at the correct location.

[0181] The computer system receives the delivery data, including the date and time, and records the end of the request.

[0182] The user is notified with the following details: the time of intervention and the exact location. Visual confirmation or other evidence of the intervention may be provided.

[0183] The request appears in the application history of the transport company.

[0184] The computer system updates the various directories. The skip is identified as being used by the manufacturer Cl, and the transporter is again identified as available. Advantageously, the transport company can obtain the location of the various skips (on construction sites, in warehouses, and on trucks) via the platform, for example, in map format.

[0185] The construction company can obtain information via the platform on the skips currently in use on construction sites.

[0186] All skip requests appear in the history.

[0187] During the execution of steps S2 to S7, it may not be possible to fulfill the manufacturer's request within a given time tl. This time tl is determined, for example, based on the time typically observed to receive validation of delivery acceptance according to the state of the art management system; tl is on the order of a few minutes.

[0188] After tl, the computer system sends a message to the construction company informing it of the delay in fulfilling its request and may offer several options: a) The construction company waits; b) The construction company cancels its first request. The process stops. The computer system interrupts its searches for skips and transporters. This canceled order appears in the construction company's application history; c) The construction company submits a second request, for example, it may request a skip of the same type as the one in the first request without specifying the volume. In this case, the computer-implemented process resumes from step S2.

[0189] The invention also makes it possible to manage the transport of full construction skips for emptying at a waste treatment center.

[0190] The computer-based process for managing the removal of construction site skips comprises the following steps:

[0191] - The SI' stage: the computer system receives data relating to a request for removal RQ1' of a loaded skip; this data includes at least the type of skip, the volume of the skip, the location of the treatment center and possibly the contents of the loaded skip.

[0192] - Step S2': searching for carriers capable of transporting the loaded skip and who are available.

[0193] - The S3' stage: classification of detected carriers according to at least one criterion.

[0194] - Step S4': sending a request to pick up the item to the carriers via the application on the carrier's device in the order of the ranking of step S5. Once the pick-up is accepted by a carrier, the AC client application sends requests to third-party services to obtain navigation data and transmits this data to the computer system.

[0195] - Step S5': stop the shipment as soon as a carrier has sent an agreement to take charge of the collection via the carrier application.

[0196] - Step S6': receiving the information about the loaded skip being taken into care, sent by the transport device via the customer application.

[0197] - Step S7': receiving data emitted by the transport device confirming the emptying of the skip at the selected sorting center.

[0198] The steps SI' to S7' will now be described in detail.

[0199] During the SI' step, the manufacturer Cl sends a request to collect a loaded skip designated RQ1'. To do this, they access the manufacturer's application on their device. The data sent via the manufacturer's application by manufacturer Cl includes at least the skip type, the selected skip volume, and the chosen collection location and treatment site. The skip type, volume, and treatment site can be selected via a drop-down menu. Skip types and / or their volumes can be displayed as pictograms.

[0200] In a particularly advantageous example, the data sent is in the form of a photograph. This photograph is transmitted to the carrier who has accepted the request and will allow them to more easily locate the platform on the construction site.

[0201] In one example implementation, the computer system includes image analysis means which are configured to analyze image data to, for example, verify whether the contents of the skip are consistent with the waste accepted by the selected treatment site.

[0202] During step S2', the computer system identifies available carriers capable of transporting the skip to be removed. "Capable of transporting one of the detected skips" means that the carrier has a truck that can transport a skip of the type requested.

[0203] Advantageously, carriers are located using the location data of the carrier devices. It can advantageously be decided that only carriers located in a given geographical area or identified according to other criteria are taken into consideration.

[0204] During step S3', the detected carriers are classified using one or more criteria designated as "classification criteria." One criterion may be the distance or travel time between the carrier and the collection point. Other criteria may be applied, such as whether or not they have a skip on the truck. If the truck is loaded with a skip, the journey to the depot for skip delivery...

[0205] During step S4', the computer system sends pickup requests to the carrier devices of the detected carriers, in the order of the ranking established in step S3'. For example, a buzzing signal is emitted to alert the carrier that it has a new request. The pickup requests are sent sequentially to each detected carrier at a given interval, for example, every 30 seconds.

[0206] During step S5', as soon as one of the carriers accepts the pickup request via the carrier application, the sending of pickup requests is stopped. Carriers have a certain amount of time to accept or decline the request. If declined, the request is sent to the next carrier on the list. The maximum time to respond to the request is preferably less than the rate at which pickup requests are sent.

[0207] The carrier is designated as "carrier OK".

[0208] Very advantageously, the builder Cl is informed that his removal request has been accepted and will be executed.

[0209] In one example implementation, the AC client application sends requests to third-party services to obtain navigation data and transmits this data to the IT system. The navigation data allows the OK carrier to reach the construction site to load the skip and then proceed to the processing center.

[0210] This guidance data is translated into a visual and / or voice route.

[0211] From the calculation of the guidance data, the estimated time for removal of the skip can be calculated.

[0212] Advantageously, the calculation of navigation data takes into account the size of the truck.

[0213] During step S6' the carrier, when he has loaded the skip onto the truck, sends the information to the computer system.

[0214] In one example implementation, the AC client application sends further requests to third-party services to obtain navigation data to reach the processing center. This data is then potentially transmitted to the IT system.

[0215] Alternatively, the computer system generates guidance data to guide the transporter from the construction site to the processing center, with the guidance data being transmitted to the transporter device.

[0216] During stage S7', the transporter arrives at the treatment center and empties the skip. He sends confirmation that he has delivered the waste.

[0217] For example, the carrier sends a photo. The data received by the computer system makes it advantageous to verify that the skip has been delivered to the manufacturer's request processing center.

[0218] The computer system receives data relating to the unloading of the skip at the sorting center, including the date and time, and records the end of the request.

[0219] Request completion information can be sent to the manufacturer's device. The request appears in the transport company's application history.

[0220] The computer system updates the various data directories on the status of the skip, the transporter...

[0221] In another implementation example, the manufacturer sends a request to replace a skip; that is, they want a skip on a construction site removed and emptied at a specific sorting center and replaced. Processing such a request involves repeating steps S1 through S8 and S7' through S9'. The skip can be replaced with one of the same type and volume, or with a different type and / or volume. In the latter case, the manufacturer's application allows the user to specify the characteristics of the replacement skip.

[0222] In a beneficial example, the carrier application allows the carrier to indicate its status in order to facilitate the detection of available carriers and to improve the tracking information transmitted to the manufacturer.

[0223] This unavailability is due, for example, to taking a break, a truck breakdown, an accident...

[0224] For example, when a carrier takes a break, such as their lunch break, they indicate this via the carrier application. This data is transmitted to the IT system, which takes it into account to mark the carrier as unavailable and therefore exclude them from the searches in steps S3 and S2'. The carrier notifies the IT system when they are available again, and the IT system updates their data.

[0225] Alternatively, the carrier application is configured to allow the carrier to specify a duration of unavailability, for example lh, see to indicate a future unavailability.

[0226] When this data is sent while the carrier is processing a request, this data is taken into account in generating the information provided to the manufacturer about the estimated time of execution of the request.

[0227] In one example implementation, the transport company is expected to be able to indicate that one or more of its carriers are unavailable, for example, when it wishes to fulfill requests outside the scope of the invention. For instance, it is conceivable that when the transport company integrates the system, it may initially wish to retain control over at least part of its fleet of carriers and skips. This unavailability can be managed either at the administration system level, particularly for skip unavailability, or directly by the carriers by notifying the system via the application to take themselves offline.

[0228] In a favorable example, the computer system is configured to track the movement data of the carrier that has accepted a request. To do this, the computer system verifies that the movement data matches the calculated values. If the computer system detects that the movement data indicates a stop for the carrier, it advantageously sends a message to the carrier device to inquire about the reason for the stop. This could be a traffic jam.

[0229] If the carrier does not respond within a given time, the carrier is declared to be on pause.

[0230] The manufacturer and carrier applications can be designed to allow the cancellation of a request or a service agreement. However, to optimize system operation, the manufacturer and / or carrier may be required to justify the cancellation. Such justification from the carrier could be an accident, and from the manufacturer could be weather conditions that necessitate the suspension of a worksite. Furthermore, beyond a certain stage of completion of a service agreement, it may be stipulated that cancellation is no longer possible, for example, once a carrier has taken charge of a skip to be emptied.

[0231] Information regarding a cancellation of a pickup by a carrier is transmitted to the transport company's application, and this cancellation can be recorded in the history. The transport company can then verify the justification for the cancellation. The transport company's application therefore also allows for monitoring the activity of each carrier.

[0232] In the event of a cancellation by a carrier, the user receives a notification informing them of the cancellation. They are then offered the option to request a new skip or collection service to find a new carrier. No fees are incurred.

[0233] Very advantageously, the computer system is configured to determine the amount to be charged to the manufacturer for the delivery, removal or exchange of a skip.

[0234] In one example implementation, the computer system applies a delivery fee, a collection fee, and an exchange fee that can combine the delivery and collection fees. The fee amount may depend, but is not limited to, on the type of skip and its volume.

[0235] In a particularly advantageous example, the IT system applies multi-criteria pricing based on the various data collected during delivery, collection, or replacement. Delivery, collection, and replacement are referred to as "operations."

[0236] The criteria include, but are not limited to, the duration of the carrier's journey to carry out the operation including loading and unloading times, the number of km, the type of skip, the volume of the skip, the costs associated with the carrier's service, for example the fixed costs of the transport company, toll costs and the costs associated with the processing center where applicable.

[0237] The fixed costs of the transport company include, for example, operating costs such as salaries, insurance and vehicle maintenance.

[0238] The duration of the carrier's journey to carry out the operation and the number of km are calculated from navigation data and data transmitted by the carrier to determine the start and end of the operation.

[0239] A surcharge may be applied during periods of high demand or high traffic intensity.

[0240] The time the skip is immobilized on a worksite can also be taken into account. Thanks to the tracking of the transporter's travel data, the IT system advantageously considers the transporter's breaks when calculating the amount to be billed. Indeed, time spent on breaks, for example, a mandatory break during the execution of a request, can be automatically deducted from the billable time. However, time spent in traffic jams is billed.

[0241] The computer system according to the invention can offer very precise billing by multiplying the billing criteria.

[0242] Payment is very advantageously automated via the platform, ensuring a secure transfer between users and carriers.

[0243] Advantageously, as soon as the IT system receives notification that a request has been completed, it calculates the amount to be invoiced and generates an invoice. This invoice is either sent to the transport company or placed in the "Invoices Awaiting Payment" tab of the construction company application. The invoice information is also sent to the transport company, as it is due for payment. Conveniently, it is automatically placed in the "Sent Invoices" tab of the transport company application.

[0244] In the event of a cancellation by the builder, it may still be possible to issue an invoice, for example, if the carrier has already taken charge of the request, such as if they have begun en route to the loading point for the skip to be delivered to the construction site. The computer system then takes into account the kilometers already traveled and the time already spent to calculate an invoice amount proportional to the costs incurred by the transport company.

[0245] When a carrier cancels a request, an invoice on the carrier's account to the construction company may be issued to compensate the construction company.

[0246] The IT system can also issue a separate invoice to the construction company for the request management service. This invoice is either sent to the construction company or placed in a "Pending Invoices" tab within the construction company's application. The management invoice amount can be a fixed sum or a percentage of the transport company's invoice amount.

[0247] In a particularly advantageous example, the construction company loaded its bank details, for example in the form of a bank card number, into the construction company application enabling automated invoice payment.

[0248] When an invoice is paid, it is placed in the paid invoices tab of the construction company application.

[0249] Alternatively, the amounts to be billed are calculated by combining a flat rate pricing and a customized pricing.

[0250] In the examples described above, the tracking of skips, particularly their location, is carried out using information provided by the carriers.

[0251] In another example, each skip is identified, for instance, by means of identification such as a barcode, QR code, or RFID tag. The carrier can then read these identification methods, preferably using the carrier's application, to provide the skip's identification to the IT system. The skip's characteristics, such as its type and volume, are then automatically transmitted to the IT system. Individually identifying the skips allows the carrier, for example, to verify which skip should be removed during a collection, as the manufacturer has specified the skip's identifier in the request. For instance, the carrier scans the QR code using the application and selects removal or replacement from the actions to be performed. Furthermore, this allows for more precise tracking of the skips. Any product can be identified in this way.

[0252] In another example, the skips are equipped with a geolocation tracker. By combining the geolocation tracker with identification methods, the computer system can automatically generate maps showing the location of the skips and their status, i.e., whether they are available or in use. Furthermore, errors resulting from incorrect data sent by carriers are avoided.

[0253] In the various stages applying selection / ranking criteria, the environmental criterion can be applied, in particular by seeking to reduce the carbon footprint associated with fulfilling the request.

[0254] In one embodiment, the computer system and the computer-implemented process can prioritize requests. Indeed, in some cases, the computer system will receive requests simultaneously or at very close intervals for the same skips and for nearby worksites, particularly within the same city. The invention may, according to certain criteria, allow a later request to be processed before an earlier one. For example, the manufacturer's application may be configured to offer the option of adding an urgency indicator to the request. This urgency indicator is one of the data elements of the request received by the computer system. Such data is advantageously taken into account in the elements used to calculate the amount to be invoiced.

[0255] In the examples described above, a human being designated as a transporter is associated with a means of transport such as a truck.

[0256] In an alternative embodiment, the invention uses autonomous vehicles, where the transporter is the same as the transport vehicle. In this embodiment, the computer system sends requests to the autonomous vehicle's onboard computer system, which then sends data about its activity. The computer system also sends guidance data to the onboard computer system.

[0257] In the construction sector, this method offers considerable advantages.

[0258] Users can: - Select a suitable skip (volume, capacity, specific use).

[0259] - Request intervention at the most opportune time for the construction site.

[0260] - Track each step of the request in real time.

[0261] Furthermore, the system ensures optimized selection of the nearest truck and a reduction of unnecessary journeys to improve logistical efficiency.

[0262] The present invention can be applied to the handling of any type of product and can, for example, be applied to the transport of construction materials, such as sand, gravel and concrete, and to the transport of construction equipment.

[0263] The present invention enables logistical management of other products requiring precise tracking and coordination between several parties.

[0264] In the case of a request for the transport of construction equipment, a builder sends a request for an excavator of a certain size; the computer system detects the available excavators and the available transporters.

[0265] In the case of requests for the transport of construction materials, a builder sends a request for example for a certain volume of sand, the computer system detects for example the sand dealers and the available transporters.

[0266] The present invention contributes directly to the ecological transition and the optimization of operations by reducing empty journeys: Unnecessary journeys are minimized through optimized planning, thus reducing the kilometers traveled and reducing CO2 emissions through more efficient use of vehicles, thereby reducing the environmental impact of transport.

[0267] In addition, the invention improves productivity, since drivers have optimized schedules, reducing downtime and inefficiencies.

[0268] The invention is particularly advantageous for users and carriers by generating time savings through automated carrier search, providing simplified management via an intuitive interface, and ensuring real-time tracking for better work coordination.

[0269] For transport companies, the invention allows for optimized use of their vehicle fleet, a reduction in human error through automation, and access to a single platform to efficiently manage requests.

[0270] The management network can be adapted to allow the routing of any other product.

[0271] It will be understood that several products can be shipped simultaneously. One or more steps can be implemented by an artificial intelligence tool, for example for photo analysis.

[0272] The management network is particularly suited to ensure the delivery of products belonging to a park and leased.

[0273] The invention applies to a request for product support, this request being processed by a computer system configured to identify and obtain product support autonomously, so that the request is processed efficiently, for example quickly.

[0274] The invention enables efficient management of product transportation and reduces the resources required by both the user and the product supplier. In fact, everything can be managed by the computer system, from request processing to invoicing for its execution. The entire request processing becomes virtually transparent for both the user and the product supplier.

[0275] The invention makes it possible to modernize logistics in general, and more specifically the logistics of construction site skips.

[0276] Figure 4 shows a functional diagram of an example computer program, specifically an AS server application as described previously, within the framework of synchronized multi-flow management. The AS server application in this example implements the process described earlier in relation to Figures 1 to 3 and exchanges data with the AC client applications as described earlier. The processing of this data by the server application allows for the simultaneous management of several information flows from different stakeholders during the delivery or collection of the product, via the AC client applications, in order to generate a request to each carrier according to a decision-making process. The decision-making process leading to a request addressed to a carrier is achieved through the efficient implementation of one or more artificial intelligence algorithms.These algorithms typically allow the server application to process a relatively high number of requests and data, including those transmitted by the various AC client applications, while improving the processing times of these requests.

[0277] AC client applications include, for example, a first client application AC1 running on a carrier device, a second client application AC2 running on a manufacturer's device, and a third client application AC3 running on a third-party user's device. The third-party user's device includes elements similar to the manufacturer's device and notably includes memory configured to store data from the third client application AC3 as well as data from the third-party user. The third-party user is typically a service provider involved in the delivery or collection of the product. In the case of a skip delivery or collection, the third-party user could be a DEP depot as described previously, a supplier of materials for a construction site, or a sorting or waste treatment center, for example.Advantageously, each third-party user has their own data specific to the service offered by that user, which is taken into account by the server application, particularly in the decision-making process mentioned above.

[0278] Third-party user data includes at least the third-party user's geographic location, which is transmitted to the third-party service so that browsing data takes into account the third-party user's geographic location.

[0279] Third-party user data, when the user is a DEP depot, includes, but is not limited to, the characteristics of each skip such as its volume, capacity, and specific use; the number of skips available based on their characteristics; and forecasts of the number of skips available. These forecasts are advantageously generated from data stored in the DB data register, which includes data relating to the DEP depot's skips and data on the characteristics of the skip that each carrier plans to collect before the skip is transported to the delivery location. This data is updated in the DB data register upon receipt of the carrier's OK, for example.Such data makes it possible to manage a planning of skip collection by carriers and a modification of third-party user data in order to update the number of skips available in the DEP depot, for example.

[0280] Third-party user data, when the user is a material supplier, includes, but is not limited to, the type of material to be supplied or delivered, the material stockpile (the quantity of material associated with each type of material held by the supplier), and forecasts regarding the material stockpile. These forecasts are advantageously generated from data stored in the DB data register, which includes the type of material and the associated quantity of material that each carrier plans to load into the skip before the skip is transported to the delivery location. This data is updated in the DB data register upon receipt of the carrier's OK, for example. Such data allows for the management of material pickup scheduling by carriers and the modification of third-party user data to update the available material stockpile, for example.

[0281] Thus, the data relating to an RQ1 transport request advantageously includes, in addition to the type and volume of skips, information on an order of material intended for the construction site such as the type of material and the quantity of material associated.

[0282] Third-party user data, when the user is a sorting center, includes, but is not limited to, the types of waste processed, the sorting center's capacity (i.e., the number of carriers the center can accommodate), or forecasts of the number of carriers the sorting center will accommodate. These forecasts are advantageously generated from data stored in the DB data register, which includes the type of waste and the associated quantity of waste that each carrier plans to unload after the skip is collected. This data is updated in the DB data register upon receipt of the carrier's OK, for example.Such data enables the management of waste handling planning and the modification of third-party user data in order to update the capacity of carriers and to alert when the sorting center is no longer able to handle carriers.

[0283] Thus, the data relating to a collection request RQ1' advantageously includes information on the type and quantity of waste to be deposited at the sorting center. Preferably, this information is determined by the server application from one or more photographs of the skip transmitted by the carrier. For example, these photographs correspond to the photographs analyzed by image analysis tools as described previously. Advantageously, the server application AS includes software tools such as computer programs configured to process requests and data collected and stored in the data register DB, preferably simultaneously, taking into account the constraints defined by each of the client applications AC.These means include programs designated as "coordinating agent" denoted ACO, programs designated as "optimizing agent" denoted AOPT and programs designated as "detecting agent" for example four detecting agents denoted ADI, AD2, AD3 and AD4.

[0284] Preferably, these software tools implement artificial intelligence algorithms.

[0285] The ACO coordinator agent is configured to analyze the data collected by the AS server application in order to determine, based on a given data category, which agent(s) of the server application are best suited to process that data category and transmit that data to that agent(s). The different data categories are defined during the server application design phase based on criteria such as the nature of the data, like a photograph or a message, for example, or even keywords contained within those messages.Among these categories, at least one category is associated with the detection agents, such as a "photography data" category grouping all photographs transmitted by AC client applications such as carrier photographs and manufacturer photographs, and at least one category is associated with the optimizer agents, such as a "request support data" category grouping data relating to a new routing or pickup request, or "navigation data" grouping all navigation data transmitted by third-party services through AC client applications, or a "third-party user scheduling data" category transmitted by client applications.

[0286] Figure 5 shows a diagram representing an example of the implementation of product characteristic identification by detection agents from photographic images and a text message transmitted by a client application.

[0287] The images of photographs correspond, for example, to images from photographs transmitted by the carrier during the S7' stage, it being understood that these images may correspond to images of photographs transmitted by third-party users such as a photograph of a skip filled with a type of material during a skip loading before it is transported to the delivery location.

[0288] The detection agents are configured to analyze photographic images, for example, a first image IMG1 and a second image IMG2, in order to determine one or more products in the image, or other objects related to these products, and more advantageously, the product's characteristics. The detection agents include the aforementioned image analysis means and, preferably, implement one or more artificial intelligence algorithms.

[0289] As an example, the detection agents include a first detection agent ADI for determining the presence of a skip in the images and a second detection agent AD2 for determining the presence of waste and / or material in the skip in the images. Alternatively (not shown), a single detection agent determines both the presence of the skip and the presence of waste and / or material in the skip. Preferably, the first detection agent ADI also determines the skip's characteristics, such as its type and volume, and the second detection agent AD2 also determines the type of waste and / or material contained in the skip. Image IMG1 is a photograph of a skip B1 taken at a first time STMP1 from a three-quarter view, and image IMG2 is a photograph of the skip B1 taken at a second time STMP2 from a side view.The B1 container holds a volume of a specific type of DI waste, chosen from the examples of waste types mentioned previously. The data in images IMG1 and IMG2 typically includes information about the first time point (STMP1) and the second time point (STMP2), such as timestamp data including the date and time of the photograph. The first time point (STMP1) and the second time point (STMP2) are advantageously analyzed by the ACO coordinating agent and can be stored in the DB data register. Such timestamp data allows for validation of the product's arrival time at the treatment center, for example, which can define the confirmation data for the completion of the transport without requiring further action from the carrier.

[0290] The transmission of images IMG1 and IMG2 to the detection agents is carried out by the coordinating agent ACO, which will have previously determined that these images IMG1 and IMG2 correspond to the category "photographic data". Analyzing several photographs of a skip from different angles improves detection by the first detection agent ADI and the second detection agent AD2, given that the artificial intelligence algorithms of the detection agents are trained using photographs of the skip from these different angles.

[0291] In the case of multiple image transmissions, the image analysis by the detection agents is performed in the order they are received. In one example, the images are transmitted to the first detection agent before the second.

[0292] The first ADI detection agent implements an algorithm capable of determining the presence of skip B1 in images IMG1 and IMG2, using a contour detection algorithm, for example. Preferably, this algorithm includes an artificial intelligence algorithm trained on different skip images and, even more preferably, on skip images of different types and volumes.

[0293] Information indicating the presence or absence of a skip and the skip's characteristics in an image includes the use of initial variables whose values ​​are modified by the first detection agent (ADI). These initial variables are accessible to the coordinating agent (ACO), for example, when their values ​​are stored in the data register (DB). Depending on the values ​​of these initial variables, the ACO can suspend processing the routing request until a skip with the desired characteristics appears in the images received at the material loading stage, and it can suspend processing the removal request until a skip with the desired characteristics appears in the images received at the S7' stage of skip unloading at the sorting or processing center.In the event of detection of a skip with the desired characteristics, the coordinating agent ACO transmits the images IMG1, IMG2 to the second detecting agent AD2.

[0294] When these images are transmitted to the material loading stage in the skip, the second detection agent AD2 determines the presence of material and, more advantageously, the type of material contained in the skip.

[0295] When these images are transmitted to the waste unloading stage of the skip, the second AD2 detection agent determines the presence of waste and, more advantageously, the type of waste contained in the skip before unloading at the sorting center.

[0296] The second detection agent, AD2, implements an algorithm capable of determining the presence and type of waste or material in images IMG1 and IMG2, using, for example, a contour detection algorithm. Preferably, this algorithm includes an artificial intelligence algorithm trained on various images of different types of waste, such as those mentioned previously. The information indicating the presence or absence of waste and the type of waste in an image includes the use of secondary variables whose values ​​are modified by the second detection agent, AD2. These secondary variables are accessible to the coordinating agent, ACO, for example, when their values ​​are stored in the data register, DB.Depending on the values ​​of the second variables, the ACO coordinating agent can suspend the handling of the transport request as long as no material of the desired type appears on the images received at the stage of loading material into the skip and the handling of the removal request as long as no waste of the desired type appears on the images received at the S7' stage of unloading the skip at the sorting center or treatment center.

[0297] Such detections by the detecting agents thus make it possible to improve the reliability of the handling of the request for the delivery or removal of a skip, while also making it advantageous to check whether the contents of the skip are in accordance with the waste taken in by the selected treatment site and whether the contents of the skip are in accordance with the material order by the manufacturer.

[0298] In an advantageous embodiment, a TAG text message is transmitted by the carrier in addition to the images from photographs transmitted by that carrier during step S7'. This TAG text message is typically included in the image data of the photographs during its transmission and includes, for example, a message resulting from manual entry by the carrier on the transport device or from the selection of a message from a drop-down menu among several predefined messages. The TAG message contains information on the product's characteristics, including the characteristics of the container and the characteristics of the waste as mentioned previously. In this advantageous embodiment, the algorithms implemented by the detection agents are configured to analyze the TAG text message so as to take into account the information contained in this TAG message during detection by the detection agents.Such a TAG text message improves the reliability of detection by detection agents.

[0299] Furthermore, the AS application is also suitable for implementing a process to optimize the routing service management method as described above, using optimizing agents. AOP optimizing agents are configured to manage each carrier's schedule in a way that optimizes them and include cost calculation methods for each carrier based on criteria such as the matching criteria mentioned earlier, i.e., empty run time.

[0300] In the event of a disruption, such as a change in a request or a cancellation of a request, the impacted optimizer agents are configured to reorganize the carriers' schedules.

[0301] "Cost calculation" refers to the calculation or estimation of a cost related to a carrier's route parameter, such as travel time, distance, or mileage charges, based on a quantification of that parameter and, advantageously, its weighting according to its importance. The cost calculation is performed using demand and navigation data. Additionally, the cost calculation is also performed using third-party user data, such as the mileage charges applied by the transport company or the material costs of suppliers.

[0302] Advantageously, the cost is calculated according to other criteria, either cumulatively or not, in relation to a cost already assigned to a carrier. These criteria include the billing criteria mentioned previously (e.g., carrier service fees, toll fees, and processing center fees), carrier-related criteria such as the carrier's working hours, and even criteria related to the manufacturer, supplier, or processing center, such as opening and closing times. Preferably, the cost takes into account the number of requests included in the carrier's schedule, for example, through a cost weighting system that reduces the calculated cost for a carrier whose schedule contains few RQ1 or RQ1' requests and increases the calculated cost for a carrier whose schedule is almost full or contains a relatively high number of RQ1 and RQ1' requests.

[0303] Each optimizing agent assigns a cost to a carrier based on the criterion or criteria it considers, allowing for a comparison of each carrier's costs according to these criteria. Optimizing agents manage delivery and pickup requests submitted to carriers and, more advantageously, carrier schedules over a given period. Advantageously, the cost assigned to a carrier by an optimizing agent is the sum of costs related to different parameters of the carrier's route. The schedule includes, for example, delivery and pickup requests which, depending on their status and the constraints imposed by these requests, can be recorded and scheduled in the carrier's schedule at specific times.By "optimizing the carrier's schedule," we mean that the optimizing agent manages the carrier's schedule in such a way as to change or maintain the order of RQ1 and RQ1' requests integrated into the carrier's schedule. This can be achieved, for example, by recalculating the cost for each request integrated into the schedule according to different time slots and determining an optimized order for the carrier to handle requests. This optimized order corresponds to the order that results in the lowest cumulative cost calculated by the optimizing agent. Such a schedule allows the carrier to automatically receive a new request, which can be scheduled for a specific time, or after the carrier has finished handling a request, or in the event of a request cancellation, for example.The optimizing agent does not integrate the new demand into the carrier's schedule if the cost calculated from the new demand's data is higher than the cost calculated by another optimizing agent, provided that this other optimizing agent does not manage the carrier's schedule. This new demand is then scheduled into the carrier's schedule managed by this other optimizing agent for a given period, during which the new demand may be negotiated with other optimizing agents, or until accepted by that carrier. The programs of the optimizing agents are each distributed into defined subsets to solve a problem established for one or more criteria. In particular, each subset includes at least one optimizing agent, for example, three AOP optimizing agents in a first subset SE1, allowing the calculation of the cost attributed to a carrier according to the aforementioned criterion or criteria.Advantageously, the optimizing agents of a subset allow a cost to be assigned only to carriers of a specific transport company. The criteria are ranked according to an order of importance defined by the subset, for example, by taking into account a weighting associated with the cost based on the criterion from which that cost was estimated. Preferably, at least two different subsets each include an optimizing agent configured to manage the scheduling of the same carrier, since the cost calculated by each optimizing agent takes into account different criteria.

[0304] The first subset SE1 is defined to solve the problem of "reducing empty travel time" based on the criteria of "travel time" and "number of kilometers" considered by the AOP optimizing agents of the first subset SE1. The second subset SE2 is defined to solve the problem of "reducing carrier driving time" based on the criteria of "accumulated travel time during the day" considered by the optimizing agents of the second subset SE2. Preferably, the first subset SE1 includes a first optimizing agent managing the carrier's schedule T1, and the second subset SE2 includes a second optimizing agent managing the carrier's schedule T1.

[0305] The computing means include classic optimization algorithms in the field of carrier route optimization, for example algorithms to solve a vehicle routing problem, also referred to by the Anglo-Saxon terms "Vehicle Routing Problem" or "VRP", well known to those skilled in the art.

[0306] Preferably, the computing resources include artificial intelligence algorithms trained on routing or pickup requests according to the aforementioned criteria and on different problems defining different subsets. In the case of subset SE1, these cost functions are carrier trip cost functions corresponding to the sum of the trip costs for each carrier, for example. Advantageously, the cost estimation by the optimizing agent is performed periodically so that the cost assigned to each carrier can be updated to take into account new criteria or to disregard predefined criteria.

[0307] Figure 6 shows a flowchart of an example of a process for optimizing the routing service management method described earlier, upon receipt of a new routing or pickup request. It is assumed that subsets SEI, SE2, and SE3 were defined during an initialization step (not shown). The first subset, SE1, and the second subset, SE2, are those described earlier in relation to Figure 5.

[0308] The optimization process includes a step 1 (El) of receiving a new request to handle an RQ1 route via the AS application. Subsequently, the optimization process will be considered to also apply to the receipt of a new request to handle an RQ1' pickup during step 1 (El). The data from the new request is considered by the ACO coordinating agent as belonging to the category "request handling data" and is transmitted to each subset: SEI, SE2, and SE3. This data includes the geographic location data and data on the characteristics of the given product.

[0309] The optimization process includes a step E2 for determining one or more criteria from this data and modifying the subsets, for example subset SE1, according to the determined criterion or criteria. Modifying the subset includes, for each carrier determined during the carrier determination step, the creation of new AOP optimizing agents and, advantageously, the creation of a carrier schedule managed by the newly created optimizing agent.

[0310] The optimization process includes a step E3 of selecting and activating the optimization agent(s) that already manage the schedules of the detected carriers, for example, following the handling of a previous routing request by that optimization agent. "Activation" means that the selected optimization agent calculates the cost allocated to the carrier based on the data relating to the new request.

[0311] The optimization process includes a step E4 for calculating the cost by each optimizing agent and a step E5 for integrating the routing demand RQ1 into the carrier's schedule. Step E4, where the optimizing agent calculates the cost, yields a cost value for each carrier indicating the carrier's capacity to fulfill the routing demand RQ1, taking into account the criteria defined for the subset in which the optimizing agent is located. In step E5, the demand RQ1 is integrated into the carrier's schedule, for example, carrier T1, by the optimizing agent that calculated the lowest cost. Alternatively, if it is found that the lowest cost is obtained by several optimizing agents managing different carrier schedules, each optimizing agent determines in step E5: the number of demands integrated into the carrier's schedule,

[0312] - the cumulative costs for these requests integrated into the carrier's schedule in the event of the new request being integrated into this schedule.

[0313] According to this alternative, the new demand is integrated into the schedule of the carrier managed by the optimizing agent that determined the lowest number of demands integrated into the schedule. If the carriers' schedules have integrated the same number of demands, the new demand is integrated into the schedule of the carrier managed by the optimizing agent that determined the lowest cumulative cost. Figure 7 shows a flowchart of an example of the optimization process for the routing service management method as described previously, upon receiving a disruption. It is assumed that subsets SEI, SE2, and SE3 were defined during an initialization step (not shown). The first subset, SE1, and the second subset, SE2, are those described previously in relation to Figure 5. The disruption corresponds to a demand or request, which can be at least one of the following:

[0314] - a request to modify a delivery or collection request,

[0315] - a cancellation request,

[0316] - a request for advancement or postponement of a request,

[0317] - a request to add or remove a carrier,

[0318] - a change in the environment such as weather or road traffic.

[0319] The disruption is typically caused by a delay on a worksite, which can lead to the cancellation of an RQ1 or RQ1' request, thus disrupting one or more carrier schedules. For example, when a pickup scheduled for 2:00 PM has to be canceled or postponed due to a delay on the worksite, the schedule of the carrier handling the delivery request to that worksite will be disrupted and can be managed by one or more optimization agents to account for the cancellation or postponement of this pickup request.

[0320] The process includes a step El' of receiving a disturbance by the AS application and, therefore, data relating to that disturbance. The disturbance data is considered by the ACO coordinating agent as belonging to the category "request-handled data" and is transmitted to each subset SEI, SE2, and SE3.

[0321] The optimization process includes a step E2' of selecting and activating the optimization agent(s) already managing the schedules of the detected carriers, for example, following the optimizing agent's assumption of a previous routing request. "Activation" means that the selected optimization agent calculates the cost attributed to the carrier based on the disruption data. In a favorable example, the cost calculation is performed using the data related to the routing or pickup request for which a modification or acceleration is requested upon receipt of the disruption, a change in the environment, or the addition or removal of a carrier.In another advantageous example, the optimizing agent calculates the cumulative costs for requests integrated into the carrier's schedule managed by the optimizing agent in the event of disruption, particularly in the event of a cancellation of the routing or pickup request.

[0322] When the calculated cost or the cumulative cost calculated by the optimizing agent exceeds a predefined value, the carrier is considered unable to fulfill the RQ1 routing or RQ1' pickup request(s) included in its schedule, taking into account the criteria defined for the subset in which the optimizing agent is located. Therefore, the following steps, E3' and E4', of the process are implemented sequentially to reconfigure one or more optimizing agents to optimize the carriers' schedules.

[0323] The optimization process includes a step E3' to verify the number of requests included in the carrier's schedule. Step E3' involves each optimizing agent verifying the number of requests included in the carrier's schedule. Step E3' includes removing the optimizing agent when the carrier's schedule contains no RQ1 or RQ1' requests, and modifying the weighting of the calculated cost for the carrier when that carrier's schedule is nearly full or contains a relatively high number of RQ1 and RQ1' requests.

[0324] The process includes a step E4' for comparing the costs calculated by each of the optimizing agents for the routing or pickup request for which a modification or advancement is requested upon receipt of the disruption. The routing request RQ1 or pickup request RQ1' to be modified or advanced is integrated into the carrier's schedule by the optimizing agent who calculated the lowest cost following the cost calculation in step E2'.

[0325] In one example, this optimizing agent is the one that initially integrated demand RQ1 or RQ1' upon receiving it. In this case, this optimizing agent manages the carrier's schedule to optimize carrier schedules by reorganizing them through demand negotiation with other optimizing agents and / or by reorganizing the schedule of the carrier whose cost it has calculated. Reorganizing schedules involves changing the order of requests within the schedules to achieve the lowest cumulative cost calculated by each optimizing agent. In another example, this optimizing agent is a different agent than the one that initially integrated demand RQ1 or RQ1' upon receiving it. This optimizing agent integrates demand RQ1 or RQ1' into the schedule of the carrier it manages.Advantageously, this optimizing agent manages the carrier's schedule in a way that optimizes the carrier's schedule, that is, by reorganizing carrier schedules through negotiation of requests with other optimizing agents and / or by reorganizing the schedule of the carrier whose cost it has calculated. The reorganization of schedules includes changing the order of requests within the schedules to obtain the lowest cumulative cost calculated by each optimizing agent. Optionally, step E2' is implemented again after steps E3' and E4'.

[0326] A transfer or exchange of RQ1 and RQ1' requests between agents can be arranged to allow them to optimize carrier schedules. This transfer can take the form of negotiation. The outcome of the negotiation could be, for example, a transfer of requests from one agent to another without compensation, or an exchange of requests between agents. The examples of delivery and collection service management methods, as well as the examples of optimization processes for such methods, as described previously in relation to Figures 1 to 7, thus make it possible to manage the handling of skip delivery or collection requests by carriers according to their schedules and consequently improve the logistical management of a construction site.

[0327] These examples can also be implemented for applications other than construction site logistics.

[0328] In the case of municipal waste logistics management, a request for the transport or removal of skips is taken up by household waste trucks at delivery locations corresponding to several stops defined according to a route of the household waste truck.

[0329] In the case of port and maritime logistics management, a request for the transport or removal of a container is taken care of by a ship equipped with a lifting system adapted to the container at delivery locations corresponding to ports.

Claims

Demands 1. A computer-implemented method for managing a delivery service for at least one product, comprising: - Receiving data relating to a request to ship a given product, defined by characteristics, to a given location from a user's electronic device, said data including the geographical data of said location and data on the characteristics of the given product, - Determination of products having the characteristics of the given product, designated as detected products, in a first given geographical area around the given location, - Determination of available carriers authorized to transport detected products from electronic devices associated with each carrier, designated as detected carriers, - Forming pairs of a detected product and a detected carrier by associating each detected product with at least one detected carrier according to at least one criterion, called the matching criterion, - Ranking of said pairs according to at least one criterion, called the ranking criterion, - Sending a request for pickup to the electronic carrier devices of the detected carriers in order of ranking, according to a given schedule, - Interruption of the transmission upon receipt of the agreement of a detected carrier sent by the electronic device of said carrier, designated carrier OK, - Sending the agreement information to the user's electronic device, - Obtaining navigation data to allow the OK carrier to make the routing request, - Transmission of navigation data to the carrier's electronic device OK, - Receipt of confirmation data for the end of the routing sent by the carrier OK via the electronic carrier device.

2. A computer-implemented method for managing a routing service according to claim 1, wherein the determination of detected carriers takes into account takes into account the location of authorized carriers in a second given geographic area, which may be the same as or different from the first geographic area.

3. Computer-implemented method according to claim 1 or 2, wherein at least one matching criterion is the reduction of empty journeys of the carrier.

4. Computer-implemented method of a routing service according to claim 1, 2 or 3, wherein the calculation of routing data takes into account the data of a routing vehicle, in particular its dimensions.

5. Computer-implemented method of a routing service according to any one of claims 1 to 4, comprising calculating an estimated time of arrival of the product at the given location from navigation data and transmitting the estimated time to the user's electronic device.

6. Computer-implemented method of a routing service according to any one of claims 1 to 5, comprising the transmission of real-time location data from the carrier's electronic device OK to the user's electronic device for tracking the movement of the product.

7. A computer-implemented method of a routing service according to any one of claims 1 to 6, wherein, in the case where the OK carrier is not in possession of the associated detected product when the agreement is sent, obtaining navigation data includes obtaining navigation data to enable the OK carrier to reach the associated detected product, and obtaining navigation data to enable the carrier to reach the given location.

8. A computer-implemented method for managing a routing service according to any one of claims 1 to 7, comprising a step of receiving data from each carrier on their availability and the product in their possession, for example daily.

9. A computer-implemented method for managing a routing service according to any one of claims 1 to 8, comprising, in the absence of a detected product and / or detected carrier and / or OK carrier, sending information to the user and offering the option to wait, cancel the request, or modify the request.

10. Computer-implemented method for managing a routing service according to any one of claims 1 to 9, wherein a comparison of generated navigation data correlated with time data and actual navigation data of the electronic carrier device and in case of detection of a discrepancy with the generated navigation data, sending a request to the carrier OK and waiting for a response from the carrier device.

11. Computer-implemented method for managing a routing service according to any one of claims 1 to 10, comprising a step of calculating an amount to be billed and sending an invoice for the amount to be billed to the user.

12. Computer-implemented method for managing a routing service according to claim 11, wherein the calculation of the amount to be charged is based on at least navigation data, data associated with carrier OK, and the time elapsed between receipt of carrier OK's agreement and receipt of confirmation data for the end of routing.

13. Product computer program comprising instructions for implementing the method according to at least one of claims 1 to 12, when said program is executed on a computer or processor.

14. Computer-readable storage medium, storing a computer program comprising instructions executable by a computer or processor to implement the method according to at least one of claims 1 to 12.

15. Management network comprising:

16. - a computer system comprising the storage medium (MEM) as defined by claim 14 and at least one processor (PROC) configured to execute the instructions of the computer program as defined by claim 13, the storage medium comprising a data register (DB) configured to store characteristic data of at least one product and geographical data of the location of said at least one product, as well as availability data of at least one carrier authorized to transport said at least one product, - at least one user electronic device configured to transmit to the computer system the request to route the given product to the given location, - at least one electronic carrier device configured to receive the pickup request, - a communication network (RES) configured to manage the transmission of each routing request to said at least one user electronic device and each request to take over the computer system.

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