KR102858268B1 - Smart management system in site for transport vehicle - Google Patents

Abstract

The smart transport vehicle operation management system according to the present invention is characterized by including a management server including: a GPS satellite or beacon; a mobile terminal; a geofence setting unit for setting a site where the transport vehicle operates and a work area within the site as a geofence; a communication unit for receiving operation information of the transport vehicle transmitted from the mobile terminal; an operation information collection unit for receiving location information of the transport vehicle from the communication unit and collecting operation information regarding entry and exit to the geofence; a congestion determination unit for determining a congestion level including a first congestion level determined by dividing each of the work areas into the work areas and including a ratio of a real-time number of vehicles to a set number of vehicles in the work areas; and a route suggestion unit for suggesting a shortest route when the congestion level is determined to be low or normal, and for suggesting an optimal route when the congestion level is determined to be high.

Description

Smart management system in site for transport vehicle

The present invention relates to a smart transport vehicle operation management system and management method in a construction site, and more specifically, to a smart transport vehicle management system and management method that provides an efficient route for transport vehicles at a construction site, etc.

Many transport vehicles, such as dump trucks and trucks, are used to transport construction waste and waste soil generated at construction sites to landfills or waste treatment plants, or to transport building materials and soil used at civil engineering and construction sites from loading points to unloading points.

Not only are the transportation vehicles that transport construction or building materials generated at construction sites paid in proportion to the operating time, but if the operating time is extended due to abnormal operation of the transportation vehicles, the construction schedule is delayed, resulting in inefficiency.

Therefore, by specifying the on-site operation route of transport vehicles, efficient work can be achieved, shortening the construction schedule. However, because typical open application programming interfaces (APIs) for transportation do not exist at construction and civil engineering sites, it is difficult to effectively control the operation routes of transport vehicles and other vehicles to avoid congestion and congestion.

Korean Patent No. 10-1669975

The purpose of the present invention, derived in consideration of the above points, is to provide a smart transport vehicle operation management system within a construction site and a smart transport vehicle operation management method within a construction site, which can perform efficient transport work by identifying operation information of transport vehicles according to the congestion level of the work site and the congestion level of the road at a construction or civil engineering construction site and designating an operation route.

More specifically, the purpose is to provide an on-site smart transport vehicle operation management system and an on-site smart transport vehicle operation management method for suggesting transport vehicle operation routes in a site where work areas and operation routes are mixed and there is no public open API.

According to one aspect of the present invention, an on-site smart transport vehicle operation management system is provided.

GPS satellites that transmit location information or beacons installed at the site where the transport vehicle is operating;

A mobile terminal including a GPS transceiver or Bluetooth transceiver capable of receiving location information from the GPS satellite, or the beacon, or the GPS satellite and the beacon;

A site section including a geofence setting section that distinguishes the site where the above transport vehicle operates, the work area within the site, and the route connecting the work areas, and sets the site and the work area within the site as a geofence;

A communication unit that receives operation information of a transport vehicle transmitted from the above mobile terminal,

An operation information collection unit that receives location information of the transport vehicle from the communication unit and collects operation information regarding entry and exit to the geofence;

A congestion judgment unit that determines the congestion level including the first congestion level determined by including the ratio of the real-time number of vehicles to the set number of vehicles in the work area determined by dividing each of the above work areas, and

It is characterized by including a management server including a route suggestion unit that suggests an optimal route according to the above congestion level.

At this time, the geofence setting unit may set at least two work areas.

In addition, it is preferable that the geofence setting section set the work area to include a loading area, an unloading area, and a weighing area.

In addition, the above geofence setting unit is a smart transport vehicle operation management system on site that further includes a cluster area determined based on the criteria for real-time clustering of transport vehicles in the above work area.

In addition, it is preferable that the operation information collection unit includes a field monitoring unit that monitors transport vehicles entering and exiting the field, a work area monitoring unit that monitors transport vehicles entering and exiting the work area, and an operation route monitoring unit that monitors the operation route.

In addition, it is preferable that the smart transport vehicle operation management system further include an operation statistics database that includes data on the number of vehicles, operation time, speed, and distance by date, day of the week, hour, weather, site area, operation route, and abnormal signs for all operating vehicles entering and leaving the site.

Additionally, it is preferable that the above-determined number of vehicles be transmitted from the operation statistics database.

At this time, it is preferable to further include a driving route setting unit that views the work areas formed by the geofence as nodes and sets a driving route connecting each node.

In addition, it is preferable that the congestion judgment unit further include a second congestion judgment unit that sets at least two operation routes connecting work areas within the site and judges the second congestion level for each operation route.

In addition, it is preferable that the second congestion judgment unit judges the second congestion by comparing the real-time driving time with the average driving time of vehicles within the driving route, and that the average driving time is received and used from the driving statistics database.

A method for managing the operation of a smart transport vehicle on site according to another aspect of the present invention is as follows:

The first step is to set up a geofence around the site where the transport vehicle is operating and the work area within the site;

A second step of collecting operation information from transport vehicles operating in the site and work area where the above geofence is set;

A third step of determining the level of congestion at the site based on the above operation information; and

It is characterized by including a fourth step of suggesting the shortest path when the congestion level is low and suggesting the optimal path when the congestion level is high.

At this time, the congestion level includes a first congestion level that determines the congestion level of work within the work area, and it is preferable that the first congestion level be a method of comparing the real-time number of vehicles in the work area with a predetermined number of vehicles.

In addition, it is preferable to further include a step of viewing the work areas formed by the above geofences as nodes and setting an operating route connecting each node.

In addition, it is desirable to include a second congestion index that determines the congestion level by comparing the real-time operating time with the average operating time of vehicles within the above operating route.

The on-site smart transport vehicle operation management system according to the present invention accurately grasps the operation information of transport vehicles, and determines the congestion level based on the number of vehicles in the work area and the time required for the operation route, thereby efficiently grasping and managing the movement of transport vehicles, thereby preventing losses that inevitably accompany construction or civil engineering work to the greatest extent possible.

Another object of the present invention is to automatically manage the number of round trips of a transport vehicle traveling back and forth to and from a work area within a field, and at the same time prevent unfair claims through departure of the transport vehicle, passing through other locations, arbitrary removal, illegal landfill, etc.

Figure 1 is a schematic diagram illustrating an on-site smart transport vehicle operation management system, which is a preferred embodiment of the present invention.
Figure 2 is a block diagram illustrating the operation of a management server according to one embodiment of the present invention.
FIG. 3 is a diagram illustrating the installation of a geofence according to one embodiment of the present invention.
Figure 4 is an explanatory diagram showing a state in which a cluster site is set according to one embodiment of the present invention.
FIG. 5 is an explanatory diagram showing a state in which an operating route is set using a work area as a node according to one embodiment of the present invention.
Figure 6 is a block diagram explaining the operation of a driving information collection unit according to one embodiment of the present invention.
Figure 7 is an explanatory diagram showing a process of collecting driving information in a driving information collection unit according to one embodiment of the present invention.
Figure 8 is an explanatory diagram explaining a method of field deployment of a dispatch unit according to one embodiment of the present invention.
Figure 9 is an explanatory diagram illustrating an example of an optimal route suggested by a route suggestion unit according to an embodiment of the present invention.
Figure 10 is an explanatory diagram of an abnormal symptom analysis unit according to one embodiment of the present invention.

In this specification, 1) the shapes, sizes, ratios, angles, numbers, etc. depicted in the attached drawings are schematic and may change somewhat. 2) Since the drawings are drawn from the viewer's perspective, the direction or location of describing the drawings may vary depending on the viewer's location. 3) The same drawing symbols may be used for the same parts even if the drawing numbers are different. 4) When "includes," "has," and "consists of," other parts may be added unless "only" is used. 5) When described in the singular, it may be interpreted as plural. 6) Even if comparisons of shapes, sizes, and positional relationships are not described as "approximately," "substantially," etc., they are interpreted to include the normal range of error. 7) Even if terms such as "after," "before," "following," "subsequently," and "at this time" are used, they are not used to limit temporal locations. 8) Terms such as "first," "second," and "third" are used selectively, interchangeably, or repeatedly simply for the convenience of distinction and are not to be interpreted in a limiting sense. 9) When the positional relationship between two parts is described as ‘on top of, above, below, next to, on the side of’, one or more other parts may be located between the two parts unless ‘directly’ is used. 10) When parts are electrically connected with ‘or’, they are interpreted to include not only the parts alone but also a combination of the parts, but when they are electrically connected with ‘or, one of’, they are interpreted only as the parts alone.

Hereinafter, a preferred aspect of the present invention, an on-site smart transport vehicle operation management system, will be described in more detail with reference to the drawings. Figure 1 is a schematic diagram illustrating an on-site smart transport vehicle operation management system, a preferred embodiment of the present invention.

According to this, the on-site smart transport vehicle management system includes a GPS satellite (310) and a beacon (320), a mobile terminal (200), a management server (100), and an operation statistics database (400).

The GPS (Global Positioning System) satellite (310) is a satellite managed by the U.S. Air Force for GPS service. For convenience, it is referred to as a GPS satellite, but in this specification, it is used to mean a satellite used in the global satellite navigation system, and is used to mean including GLONASS satellites.

GPS satellite (310) provides location information of the transport vehicle, i.e., location information such as latitude and longitude of the transport vehicle.

A beacon (320) is a wireless communication device that automatically recognizes nearby smart devices and transmits necessary data. It utilizes Bluetooth and can operate over longer distances than NFC, a short-range wireless communication technology. Beacons are used to supplement GPS satellites, transmitting location information to transport vehicles in areas with GPS shadows or poor reception.

The beacon (320) is a low-power hardware of BLE Bluetooth 4.0 or higher, and can be preferably used for transmitting information packets containing a specific UUID.

A UUID stands for Universally Unique Identifier (UUID), a unique name assigned to identify and distinguish unknown entities on a network. While naming according to the UUID standard cannot guarantee complete uniqueness, it is widely used because it is considered highly unlikely to be duplicated in practice.

This makes it possible to determine the vehicle's location information by receiving information transmitted from GPS satellites (310) and beacons (320). In addition, it makes it possible to install a geofence using GPS satellites and beacons.

Geofence is a compound word of geography and fence, and is used to mean a virtual radius divided into actual terrain. It is used as a technology to create virtual boundaries or zones, and can record the real-time location and entry/exit information of a terminal. When a terminal with location information enters the geofence, it can perform a set action such as sending a text message, email, or app notification.

When the location of the mobile terminal (200) is transmitted to the management server, the management server can determine the time the terminal stays within the geofence, the location where it enters the area, the time it exits, and the current location.

The mobile terminal (200) includes a GPS transceiver or Bluetooth transceiver capable of receiving location information from GPS satellites and/or the beacons. The mobile terminal is incorporated into the transport vehicle in a manner that is fixed or detachable to the vehicle. For example, it may be a driver's mobile phone or an IoT device within the vehicle. Thus, location information is received from the GPS satellite (310) or beacon (320) and the received location information is transmitted to a management server, which will be described later, so that the management server can manage the transport vehicle.

Figure 2 is a block diagram illustrating a management server. According to this, the management server (100) includes a geofence setting unit (110), a driving route setting unit (120), a communication unit (160), a driving information collection unit (130), a congestion judgment unit (140), and a route suggestion unit (150).

The geofence setting unit (110) sets a geofence by defining the site and the work area within the site. Fig. 3 is a diagram showing an example of a site with a geofence installed. According to this, a geofence is set in a virtual site based on the actual location on the map, and separate geofences are also set in the work areas within the site, such as the loading area, unloading area, and weighing area.

The loading area is where field materials are loaded onto transport vehicles, and the unloading area is where field materials are unloaded from transport vehicles. The weighing area, also known as the weighbridge, is where the weight of field materials on transport vehicles is measured.

Meanwhile, as previously mentioned, the work area can be defined in real time based on the clustering of transport vehicles, as shown in Figure 4, in addition to the pre-designated loading, unloading, and weighing areas within the site. The work area in this case is designated as a clustering area, and the clustering algorithm can be the k-means algorithm.

By setting the cluster area as a work area, the work area can be further subdivided, which is advantageous for calculating the congestion level described later.

The driving route setting unit (120) views work areas formed by geofences as nodes and sets driving routes connecting each node. Fig. 5 is a diagram illustrating the node setting. According to this, each work area within the field is set as a node (1 to 6), and routes (A to J) connecting each node are set.

At this time, the routes are set to reflect actual roads, but in some cases, new roads may be built if this can improve congestion.

The communication unit (160) receives location information of a transport vehicle transmitted from a mobile terminal, and LTE network communication, BLE signal, etc. are used.

Figure 6 is a block diagram of the operation information collection unit, and Figure 7 is an explanatory diagram showing the process of collecting operation information in the operation information collection unit. According to this, the operation information collection unit receives, processes, and stores the location information of the transport vehicle received from the communication unit. The operation information collection unit (130) includes a field monitoring unit (131), a work area monitoring unit (133), and a operation route monitoring unit (135).

The on-site monitoring unit (131) monitors transport vehicles entering and exiting a geofence set in an area corresponding to a construction site where transport vehicles are working and operating. The site includes multiple work areas where work is performed and multiple operating routes along which transport is performed.

The on-site monitoring unit (131) can monitor a site where a geofence is installed to obtain information on the number of vehicles within the site and the on-site operating time. In other words, it can monitor the incoming and outgoing transport vehicles in and out of the site, and by subtracting the OUT-IN time, the on-site operating time can be secured.

The work area monitoring unit (133) sets each work area as a geofence and monitors transport vehicles within the work area. The work area includes a loading area, an unloading area, and a weighing area. The loading area is where field materials are loaded onto transport vehicles, and the unloading area is where field materials are unloaded from transport vehicles. Furthermore, the weighing area is an area with a weighbridge where the weight of field materials on transport vehicles is measured.

The work area monitoring unit (133) can obtain the number of vehicles in each work area and the time of stay in each work area. That is, by monitoring the in and out movement of transport vehicles into and out of the work area and subtracting the OUT-IN time, the number of vehicles and the time of stay in the work area can be obtained.

The operation route monitoring unit (135) monitors the operational status of transport vehicles operating along each route connecting work zones designated by geofences. By monitoring the operational status of each route, information including operating time, speed, and distance for each operation section can be obtained. The operating time for each operation section can be obtained by subtracting the time taken to move from one work zone to another, and the distance for each section can be obtained using GPS location information.

The congestion judgment unit (140) judges the on-site congestion level based on the operation information of the operation information collection unit. The congestion judgment unit (140) includes a first congestion judgment unit (141) and a second congestion judgment unit (143).

The first congestion assessment unit (141) sets at least two work zones within the site and assesses the first congestion level for each work zone. The first congestion level is assessed by considering the ratio of the real-time number of vehicles to the set number of vehicles within each work zone. This is because the first congestion level is more directly affected by the number of vehicles than by time, as it is a work zone.

At this time, the set number of vehicles is initially set manually. Later, as accumulated statistical data becomes available, the number of vehicles per zone is analyzed against operating time to determine the optimal number of vehicles per zone. In other words, the set number of vehicles is derived from operating statistical data and received from the operating statistical database.

Meanwhile, the first congestion index is a congestion index based on the number of vehicles, and the congestion index is determined by adjusting at least one element selected from the group consisting of the type of work area, time zone, weather, and abnormal signs based on the ratio of the real-time number of vehicles to the set number of vehicles.

That is, the first congestion index = F1 (the ratio of the real-time number of vehicles to the set number of vehicles, type of work zone, time zone, weather, and abnormal signs). The adjustment ratio at this time can be received and used from the operation statistics database.

For example, even if the ratio of the number of vehicles is 1.1, if the work area is a loading zone, it is morning, the weather is bad, and there are no abnormal signs, the proportion of congestion is adjusted to 1.12 to derive the first congestion index.

In addition, when determining the first congestion level, the first congestion level can be assigned in stages such as 1 or less, 1.5 or less, 2 or less, etc., and at this time, the stages can be set as smooth, slow, and congested, and the first congestion level appropriate for each stage can be assigned.

The second congestion assessment unit (143) establishes at least two operating routes connecting work areas within the site and assesses the second congestion level for each route. The second congestion assessment unit compares the real-time operating time with the average operating time of vehicles within the route to assess congestion. The average operating time is obtained from the operation statistics database.

The second congestion index is determined by adjusting at least one element selected from the group consisting of the type of route, time zone, weather, and abnormal signs, based on the ratio of the real-time operating time to the average operating time of vehicles within the route.

That is, the second congestion index is calculated as F2 (the ratio of real-time operating time to the average operating time of vehicles on the route, type of route, time of day, weather, and abnormal signs). The adjustment ratio at this time can be obtained from the operation statistics database and used.

For example, even if the ratio of the real-time driving time to the average driving time of vehicles on the driving route is 1, the second congestion level can be adjusted if the driving route is a highway, the time is morning, the weather is cloudy, and there are no abnormal signs.

In the case of the second congestion, the second congestion can be given in stages as within 90%, within 100%, within 110%, within 120%, within 130%, within 140%, within 150%, within 170%, within 190%, within 210%, and within 230%, and in this case, the stages can be set to 1, 2, 3, 4, 5, 6, 7, 8, 9, and 10 respectively, and the second congestion can be given according to each stage.

The route suggestion unit (150) includes a dispatch unit (151) and a route suggestion unit (153). The dispatch unit performs on-site deployment based on analysis data on the optimal number of vehicles on-site. Fig. 8 is a diagram illustrating the on-site deployment method of the route suggestion unit. That is, the total number of vehicles on-site is analyzed, and if the number of vehicles is less than a predetermined number, a new dispatch is permitted.

The route suggestion unit (153) suggests the shortest route if the congestion level determined by the congestion assessment unit (140) is low or moderate. The shortest route can be determined using a known algorithm, such as Dijkstra's algorithm. Furthermore, if the congestion level is determined to be high, the route suggestion unit suggests an optimal route, which may differ from the shortest route.

The route suggestion section (153) suggests a route that includes a first low-congestion work zone and a second low-congestion operation route, and consequently, presents an optimal route estimated to require the shortest expected travel time. In other words, the route is suggested to require the shortest travel time by considering the congestion levels in all work zones and all operation routes from the departure point to the destination.

At this time, the expected time is estimated by converting the congestion level into time, and the first and second congestion levels are received and converted into time to estimate the expected time.

Estimated travel time = 1st congestion conversion time * weight + 2nd congestion conversion time * (1 - weight)

The first congestion conversion time is the sum of the working times required under the first congestion condition in each work area, and the second congestion conversion time is the sum of the operating times required under the second congestion condition in each operating route.

The first congestion conversion time and the second congestion conversion time can be calculated, for example, by averaging the times taken when the first and second congestion levels are the same in the same work area or operating route from the aforementioned operation statistics database.

In addition, the weight is a factor determined based on the geographical requirements of the site with a value between 0 and 1, and is a factor determined by considering the geographical, physical, and temporal conditions of the site, such as whether the work area has access and exit routes, the number of site management personnel, and the equipment mobilized.

Figure 9 is a diagram illustrating an example of an optimal route suggested by the route suggestion unit. According to this diagram, transport vehicles not loaded with materials that have been dispatched will travel in the following order: departure point -> loading point -> weighing point -> unloading point -> destination. At this time, the optimal route with the lowest converted travel time is suggested by considering both the first congestion index, which is the congestion level within the work area, and the second congestion index, which is the congestion level along the route between each work area.

The management server (100) may further include an anomaly analysis unit (170), and FIG. 10 is a diagram illustrating the anomaly analysis unit. The anomaly analysis unit (170) receives real-time on-site operation information, accident information, control information, weather information, and earthquake information, predicts anomalies, and transmits these to the communication unit to send push notifications to mobile devices. At this time, accident information or control information may be received from drivers via mobile devices, and weather information or earthquake information may be received from the Korea Meteorological Administration database.

The operation statistics database (400) digitizes operation information on all vehicles entering and exiting the site. That is, data on date, day of the week, hour, weather, site area, operation route, abnormality sign, number of vehicles, operation time, speed, and distance are accumulated and databased, and this is provided for congestion assessment and route suggestion.

Below, another aspect of the present invention, a method for managing the operation of a smart transport vehicle on-site, is described. The method for managing the operation of a smart transport vehicle on-site according to this embodiment comprises steps 1, 2, 3, and 4.

Step 1 involves setting up geofences around the site where the transport vehicle operates and the work area within the site. "Site" refers to a large area designated as a construction zone, while "work area" refers to loading, unloading, and weighing areas.

Therefore, installing geofences in the field and work areas within the field means installing separate geofences for each field and work area. As mentioned above, the work area may include any cluster area.

The second step involves collecting operational data from transport vehicles operating within geofenced sites and work areas. Transport vehicles can receive and transmit location information via GPS or beacons, enabling them to transmit this information to the management server. The management server can collect operational data on transport vehicles, including the time spent within the geofenced area, the location of entry and exit, and the current location. For example, the number of vehicles within the geofenced work area and the time spent within each work area can be obtained.

Step 3 determines the level of congestion at the site based on the above operation information.

It is desirable to set the congestion level based on the first congestion level that determines the congestion level of work within the work area, and to measure this, the first congestion level can be measured by comparing the real-time number of vehicles in the work area with the set number of vehicles.

The first congestion level is determined by the ratio determined by the real-time number of vehicles, the type of work area selected from among loading/unloading areas, checkpoints, or cluster areas, the time zone distinguished by each hour, weather data, and the presence or absence of abnormal signs.

Additionally, the second congestion index, which assesses congestion along the operating route, can be considered. The second congestion index establishes at least two operating routes connecting work areas within the site and assesses each route individually. Congestion is assessed by comparing the real-time operating time to the average operating time of vehicles along the route.

The second congestion index must include the ratio of the real-time operating time to the average operating time of vehicles within the operating route, and determines the congestion index by considering at least one element selected from the group consisting of the type of operating route, time of day, weather, and abnormal signs.

At this time, the fixed number of vehicles used for the first congestion level and the average operating time used for the second congestion level are used to digitize operational information on all vehicles entering and exiting the site. In other words, it is desirable to use statistical data by accumulating data on date, day of the week, hour, weather, site area, operating route, and abnormal signs, as well as the number of vehicles, operating time, speed, and distance.

Step 4 proposes the shortest route when the congestion level is low, and the optimal route when the congestion level is high. The optimal route can be determined by calculating the conversion time for the first congestion level and the conversion time for the second congestion level, and then selecting the route with the shortest estimated travel time.

The estimated time required can be calculated as: (1) Congestion conversion time * weight + (2) Congestion conversion time * (1 - weight). The weight is a value between 0 and 1, and is determined based on factors such as the availability of access routes to the work area, the number of on-site management personnel, and the equipment mobilized, including the geographical, physical, and temporal conditions of the site.

The first congestion conversion time is the sum of the working times required under each first congestion condition in each work area, and the second congestion conversion time is the sum of the operating times required under each second congestion condition in each operating route.

The first congestion conversion time and the second congestion conversion time can be calculated, for example, by averaging the times taken when the first and second congestion levels are the same in the same work area or operating route from the aforementioned operation statistics database.

The features, structures, effects, etc. exemplified in each of the aforementioned embodiments can be combined or modified to implement other embodiments by those skilled in the art. Accordingly, the contents related to such combinations and modifications should be construed as being included within the scope of the present invention.

100: Management Server
110: Geofence setting section
120: Route setting section
130: Operation Information Collection Department
131: Geofence setting section
131: Field Monitoring Department
133: Work area monitor section
135: Operation route monitoring unit
140: Congestion judgment section
141: First Congestion Judgment Unit
143: Second Congestion Decision Unit
150: Route suggestion section
151: Dispatch Department
153: Route presentation section
200: Mobile terminal
310: GPS satellite
320: Beacon

Claims (14)

As a transportation vehicle operation management system in a construction environment without an open transportation API,
GPS satellites that transmit location information or beacons installed at the operating site;
A mobile terminal that includes a GPS transmitter/receiver or a Bluetooth transmitter/receiver capable of receiving location information from the GPS satellite, or the beacon, or the GPS satellite and the beacon, and is included in the transport vehicle in a fixed or detachable manner;
A site section including a geofence setting section that distinguishes the site where the above transport vehicle operates, the work area within the site, and the operating route connecting the work areas, and sets the site and the work area within the site as a geofence;
A driving route setting unit that views the work areas formed by the above geofences as nodes and sets a driving route connecting each node;
A communication unit that receives operation information of a transport vehicle transmitted from the above mobile terminal,
An operation information collection unit that receives location information of the transport vehicle from the communication unit and collects operation information regarding entry and exit to the geofence;
A congestion determination unit including a first congestion determination unit that determines a first congestion level determined by including a ratio of the real-time number of vehicles to the set number of vehicles in the above-determined work zone by dividing each of the above-described work zones, and a second congestion determination unit that determines a second congestion level by comparing the real-time operating time to the average operating time of vehicles within the above-described operating route, and
An on-site smart transport vehicle operation management system comprising a management server including a route suggestion unit that calculates a first congestion conversion time and a second congestion conversion time, which are calculated by converting the first and second congestion degrees into time, respectively, and suggests a route with the shortest expected time as an optimal route. In the first paragraph,
The above geofence setting unit is a smart transport vehicle operation management system within the field that sets at least two work areas. In the second paragraph,
The above geofence setting unit is a smart transport vehicle operation management system within the field that sets the work area including the loading area, unloading area, and weighing area. In the third paragraph,
The above geofence setting unit is a smart transport vehicle operation management system in the field that further includes a cluster area determined based on the criteria for real-time clustering of transport vehicles in the above work area. In paragraph 4,
The above operation information collection unit is a smart transport vehicle operation management system within the field, including a field monitoring unit that monitors transport vehicles entering and exiting the field, a work area monitoring unit that monitors transport vehicles entering and exiting the work area, and a operation route monitoring unit that monitors the operation route. In paragraph 5,
An on-site smart transport vehicle operation management system further comprising an operation statistics database containing data on the number of vehicles, operation time, speed, and distance by date, day of the week, hour, weather, on-site area, operation route, and abnormal signs for all operating vehicles entering and exiting the above-mentioned on-site. In paragraph 6,
A smart transportation vehicle operation management system on site that receives the above-determined number of vehicles from the above-described operation statistics database. In paragraph 7,
An on-site smart transport vehicle operation management system further comprising an operation route setting unit that views the work areas formed by the above geofence as nodes and sets an operation route connecting each node. In paragraph 8,
A smart transport vehicle operation management system within a site, wherein the above congestion judgment unit sets at least two operation routes connecting work areas within the site and further includes a second congestion judgment unit that judges the second congestion level for each operation route. In paragraph 9,
The above second congestion judgment unit determines the second congestion by comparing the real-time driving time with the average driving time of vehicles within the driving route, and the above average driving time is received and used from the driving statistics database, which is a smart transportation vehicle operation management system within the field. As an operation management method of the on-site smart transport vehicle operation management system of Article 1,
The first step is to set up a geofence for the site where the above-mentioned site section operates and the work area within the site;
A second step in which the above operation information collection unit collects operation information from transport vehicles operating in the site and work area where the above geofence is set;
A third step in which the congestion judgment unit judges the congestion level of the site based on the operation information; and
A method for managing the operation of a smart transport vehicle on site, comprising a fourth step of: providing a shortest route when the congestion level is low, and providing an optimal route when the congestion level is high. In Article 11,
The above congestion level includes a first congestion level that determines the congestion level of work within the work area, and the first congestion level is a method for managing smart transport vehicle operation within the field by comparing the real-time number of vehicles in the work area with a predetermined number of vehicles. In Article 12,
A method for managing the operation of a smart transport vehicle on site, further comprising a step of viewing the work areas formed by the above geofence as nodes and setting an operation route connecting each node. In Article 13,
A method for managing the operation of smart transport vehicles on site, including a second congestion index that determines the degree of congestion by comparing the real-time operation time with the average operation time of vehicles within the above-mentioned operation route.