EP3010657B1 - Logistiksystem und verfahren zum transportieren von paketen oder stückgütern - Google Patents

Logistiksystem und verfahren zum transportieren von paketen oder stückgütern Download PDF

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Publication number
EP3010657B1
EP3010657B1 EP13750738.0A EP13750738A EP3010657B1 EP 3010657 B1 EP3010657 B1 EP 3010657B1 EP 13750738 A EP13750738 A EP 13750738A EP 3010657 B1 EP3010657 B1 EP 3010657B1
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EP
European Patent Office
Prior art keywords
piece goods
parcels
containers
shipping containers
transfer means
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EP13750738.0A
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English (en)
French (fr)
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EP3010657C0 (de
EP3010657A1 (de
Inventor
Heine BLACH JENSEN
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Safe Green Logistics AS
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Safe Green Logistics AS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B07—SEPARATING SOLIDS FROM SOLIDS; SORTING
    • B07C—POSTAL SORTING; SORTING INDIVIDUAL ARTICLES, OR BULK MATERIAL FIT TO BE SORTED PIECE-MEAL, e.g. BY PICKING
    • B07C3/00—Sorting according to destination

Definitions

  • the present invention pertains to a distribution system and a method for the transportation of cargo, in particular parcels or other piece goods.
  • WO9527571 a method of distributing parcels or other piece goods for delivery to addresses scattered throughout a supra-regional distribution system is disclosed.
  • the parcels are assembled at one of a plurality of depots and forwarded to distribution points, from where they are delivered to the addressee by vehicle delivery rounds.
  • the parcels are grouped in delivery-round assemblies when they are taken to the depot, and placed in a particular order corresponding to the course of a delivery round and brought in this order to the distribution points and placed in the vehicles.
  • the container for carrying out the method is designed as a vehicle unit load with at least one closable access opening and preferably with internal shelves enabling parcels to be positioned in the correct order.
  • a method and a system for automatically or semi-automatically processing postal items are disclosed.
  • the items are conveyed along a first system for capturing a first address signal from address identification means, such as a bar code, a printed or written address block or a radio frequency tag, optionally provided on the items.
  • address identification means such as a bar code, a printed or written address block or a radio frequency tag, optionally provided on the items.
  • the address signal is then processed in order to determine whether or not it is sufficient in order to automatically sort and distribute the item, and a further address signal may be derived.
  • the items are sorted according to their respective address signals.
  • OCR and/or video equipment may be applied for capturing identification data
  • a cross-belt or tilt-tray conveyor system may be applied for sorting the items.
  • an automatic-transport system with scanning and GPS functions for moving people or objects on platforms, or items placed on an automatic-transport system, which can be ejected from it, and delivered from one location to another and returned automatically, or can proceed to other destinations by following GPS coordinates, or can follow a line painted or taped to a floor through forward looking scanners built into the automatic-transport system.
  • the automatic-transport system can arrive at a destination and give an alert when it has arrived.
  • Electromechanical system(s) aboard the unit can drop off contents automatically at destinations and load or unload cargo.
  • the transport unit can proceed from one location to another stored in its memory and/or it may be redirected by its circuitry or remotely through a wireless port, or directed by GPS or radio control circuits to a further destination.
  • WO 2010/064060 From the applicant's own prior published patent application WO 2010/064060 is known a hub and spoke logistic system, wherein a first set of trucks is used to transport parcels between the nodes and the hub, and a second set of trucks is used to distribute the parcels to the end users within a fixed route area associated with a particular node.
  • this system benefits from the hub and spoke topology, wherein n nodes can be connected by n-1 routes, the system suffers from the severe drawbacks of using trucks throughout the entire system.
  • intermodal container indicates that the container can be moved from one mode of transport to another (from ship to rail to truck) without unloading and reloading the contents of the containers, each of which has a unique ISO 6346 reporting mark.
  • the container capacity is often expressed in twenty-foot equivalent units (TEU) which is a unit of capacity equal to one standard 20 ft ⁇ 8 ft (6.10 m ⁇ 2.44 m) (length ⁇ width) container.
  • TEU twenty-foot equivalent units
  • a typical container has doors fitted at one end, and is constructed of corrugated weathering steel.
  • the containers are typically 8 feet (2.44 m) wide by 8 feet (2.44 m) high, and either a nominal 20 feet (6.1 m) or 40 feet (12.19 m) long. They could be stacked up to seven units high. At each of the eight corners are castings with openings for twistlock fasteners.
  • the "pallet wide” containers are about 2 inches (5 cm) wider than standard containers to accommodate for Euro-pallets, which are common in Europe. These containers feature an internal width of 2440 mm for easy loading of two 1200 mm long pallets side by side.
  • a freight car By a freight car is meant a railway wagon configured to transport a standard shipping container. These freight cars could also be ordinary flat cars equipped with twistlocks accommodated to lock the containers to it.
  • the hub-and-spoke model is most frequently compared to the point-to-point transit model.
  • n - 1 routes are necessary to connect all nodes; that is, the upper bound is n - 1, and the complexity is O( n ).
  • O( n ) the complexity is O( n ).
  • This compares favorably to the n n ⁇ 1 2 routes, or O( n 2 ), which would be required to connect each node to every other node in a point-to-point network.
  • the spoke-hub system requires only 9 routes to connect all destinations, while a true point-to-point system would require 45 routes.
  • the small number of routes generally leads to more efficient use of transportation resources. Complicated operations, such as package sorting and accounting, can be carried out at the hub, rather than at every node. Spokes are simple, and new ones can be created easily.
  • a node is the local station, where the trucks receive and deliver the containers from and to the freight cars, and since the nodes and the hub are logistically interconnected via railway only, a considerable reduction of the transportation costs may be achieved - also as compared to prior art hub and spoke systems wherein trucks are used to transport the parcels or piece goods between the hub and nodes in the system.
  • the system according to the invention therefore significantly reduces the number of trucks on the roads, because one single freight train can cover a large area and carry several freight cars, e.g. 10 or 60 freight cars, with containers. As a normal standard in Denmark, one freight train will carry 44 containers standard 40 foot ISO containers, and therefore keep 44 trucks away from the public roads for each roundtrip.
  • the nodes in the system do not need to be equipped with cranes or other known systems for transferring containers between freight cars and trucks. Essentially, what is needed is only a maneuverable road next to the railway track for the truck to drive on, i.e. no local freight centrals are needed in the system according to the invention.
  • the nodes according to the inventive system may be raised at a rather low cost, and new nodes may be added easily without high costs or the necessity of building extensive and environmentally detrimental facilities, while existing nodes may be deleted without considerable costs and with little impact on the surrounding environment. Therefore, the system according to the invention is highly flexible with regard to meeting changing demand and supply in different geographical regions covered by the system according to the invention.
  • the system according to the invention combines the better of two worlds: the flexibility of using trucks to reach the end customer/client and the environmental friendliness and cost efficiency of railway transport, without leading to an increase in the delivery time as compared to known hub and spoke-based distribution systems utilizing trucks alone.
  • the freight train can be set to run on the railway tracks at time slots, which are cheapest to use and which interfere as little as possible with passenger traffic (which almost always is given higher priority than freight trains) as possible, e.g. in the late evening and night time. Since the nodes in the system will be logistically connected to the hub via railway transport alone, the inventive system will dramatically reduce the number of trucks (heavy traffic) on the roads, and the associated reduction in carbon dioxide emission will be greatly reduced.
  • the sorting of the incoming, un-sorted parcels or piece goods may be done at the parcel or piece goods management facility only, and all other handling of said parcels or piece goods may be done on a container by container basis.
  • the logistically optimized route within the pre-defined area of subsequent distribution is calculated before the parcels or pieces goods are loaded into the containers, they can consequently be stacked as conveniently and optimally as possible within the individual container for the next dispatch, which will usually be conducted the following day.
  • the truck driver who picks up the container at one of the nodes, will not be required to care about how the parcels or piece goods are stacked, and can therefore concentrate on the route of delivery.
  • the first and second transfer means are identical. This has the advantage that the containers may be configures to operate with respect to only one kind of transfer mechanism.
  • the stationary container transport system comprises means for transporting the shipping containers in only two directions relative to the containers: a direction along the longitudinal extension of said container, and a direction perpendicular to said longitudinal extension of the containers.
  • the second transfer means are placed on designated transfer wagons, and preferably a number of transfer wagons forms part of the system, e.g. between 4 and 10 transfer wagons.
  • a number of transfer wagons forms part of the system, e.g. between 4 and 10 transfer wagons.
  • the containers can be transferred from the freight cars rather quickly as compared to traditional freight terminals, wherein cranes are deployed and used to move one container at the time.
  • each of the shipping containers is equipped with a frame at the bottom, said frame comprising means configured for cooperating with the first transfer means.
  • each of the shipping containers is equipped with a frame at the bottom, said frame comprising means configured for cooperating with the first and second transfer means.
  • the frame forms an integral part of the bottom part of the shipping containers.
  • the frame is releasably attached to the shipping containers.
  • the trucks are electrically powered trucks.
  • the electrical power could be supplied from renewable energy resources, such as wind energy.
  • renewable energy resources such as wind energy.
  • the method may further comprise the steps of:
  • the method may further comprise the steps of:
  • the method may further comprise the step of collecting physical data for each of the parcels or piece goods by the computer processing means, wherein said data are entered on said webpage, said webpage being operatively connected to said computer processing means.
  • the method may further comprise the step of transferring the containers with return parcels or piece goods on the trucks to the freight cars at the respective nodes, with which the individual trucks are associated,
  • the method may further comprise the step of issuing a complete route plan to each of the trucks, said plan comprising the stops along said route and data on the parcels to deliver and/or pick up.
  • the first and second transfer means are identical.
  • the step of transporting the shipping containers on the stationary container transport system comprises the sub step of transporting the shipping containers in only two directions relative to the container: a direction along the longitudinal extension of said container, and a direction perpendicular to said longitudinal extension of the containers.
  • the step of transferring the containers to and from the freight cars and the stationary container transport system placed at the hub comprises the sub step of using designated transfer wagons, on which designated transfer wagons the second transfer means are placed.
  • each of the shipping containers is equipped with a frame at the bottom, said frame comprising means configured for cooperating with the first transfer means.
  • each of the shipping containers is equipped with a frame at the bottom, said frame comprising means configured for cooperating with the first and second transfer means.
  • the frame forms an integral part of the bottom part of the shipping containers.
  • the frame is releasably attached to the shipping containers.
  • the trucks are electrically powered trucks.
  • Fig. 1 shows an embodiment of a distribution system 2 for transporting parcels or piece goods.
  • the system comprises a hub 4 and a plurality of nodes 6 logistically connected to the hub 4 via at least one standard railway route 8.
  • the nodes 6 function as local freight centrals.
  • the system 2 also comprises a plurality of railway freight cars for transporting the parcels or piece goods in standard shipping containers from the hub 4 to at least some of the nodes 6 along said at least one standard railway route 8.
  • the schematically illustrated system 2 furthermore comprises a plurality of trucks, each picking up a container at a specific node 6 and delivering the parcels or piece goods to recipients along a logistically optimized route within an pre-defined area 10 associated with the specific node 6, wherein each of said trucks comprises first transfer means for transferring a standard shipping container between a freight car and the truck itself.
  • a node 6 is the local station, where the trucks receive and deliver the containers from and to the freight cars, and since the nodes and the hub 4 are logistically interconnected via railway 8 only, a considerable reduction of the transportation costs may be achieved, also as compared to prior art hub and spoke systems, wherein trucks are used to transport the parcels or piece goods between the hub 4 and nodes 6 in the system.
  • the system according to the invention therefore significantly reduces the number of trucks on the roads, because one single freight train can cover a large area and carry several freight cars e.g. 10 or 30 freight cars, with containers.
  • the nodes 6 in the system 2 do not need to be equipped with cranes or other known systems for transferring containers between freight cars and trucks. Essentially, what is needed is only a maneuverable road next to the railway track 8 for the truck to drive on, i.e. no local freight centrals are needed in the system according to the invention.
  • the nodes 6 according to the inventive system 2 may be raised at a rather low cost, and new nodes 6 may be added easily without high costs or the necessity of building extensive and environmentally detrimental facilities, while existing nodes 6 may be deleted without considerable costs and with little impact on the surrounding environment. Therefore, the system 2 according to the invention is highly flexible with regards to meeting changing demand and supply in different geographical regions covered by the system 2 according to the invention.
  • the system 2 combines the better of two worlds: The flexibility of using trucks to reach the end customer/client and the environmental friendliness and cost efficiency of railway transport, without leading to an increase in the delivery time as compared to known hub and spoke-based distribution systems utilizing trucks alone.
  • the freight train can be set to run on the railway tracks 8 at time slots, which are cheapest to use and which interfere as little as possible with passenger traffic (which almost always is given higher priority than freight trains), e.g. in the late evening and night time. Since the nodes 6 in the system 2 will be logistically connected to the hub 4 via railway transport alone, the inventive system will dramatically reduce the number of trucks (heavy traffic) on the roads, and the associated carbon dioxide emission will be greatly reduced as well.
  • the hub 4 comprises a parcel or piece goods management facility 12 for loading and unloading the standard shipping containers, a stationary container transport system 14 for transporting the containers to and from the parcel or piece goods management facility 12, second transfer means for transferring the shipping containers between the plurality of railway freight cars and the stationary container transport system 14.
  • the sorting of the incoming, unsorted parcels or piece goods may be done at the parcel or piece goods management facility 12 only, and all other handling of said parcels or piece goods may be done on a container by container basis.
  • FIG. 2A-2E show a schematic illustration of the system 2 in operation.
  • Fig. 2A shows a user of the distribution system 2 loading a standard shipping container 16 with parcels 18 by a forklift 20.
  • the container 16 is placed on a truck 26 (shown more clearly on the subsequent figures).
  • the truck 26 After loading the parcels 18 (or piece goods) into the container 16, the truck 26 will drive to the next client within a predefined area 10 associated with a particular node 6.
  • the truck 26 will intercept a freight train 22 at a node 6.
  • the freight train 22 comprises a plurality of freight cars 24, and the truck 26 comprises first transfer means (not shown in detail here) for transferring the container laterally and substantially horizontally from the truck 26 to one of the freight cars 24.
  • substantially horizontally is meant within an angle of plus/minus 10 degrees, preferably plus/minus 5 degrees relative to horizontal. This way of transferring the container 16 from the truck 26 to the freight car 24 is both safer than and substantially quicker than using traditional cranes, which require special knowledge and skills to operate.
  • a container 16 may be transferred from a truck to a freight car within a time span of typically 10-15 minutes, and may be solely performed by the truck driver himself.
  • the unloading/loading of containers at the individual nodes 6 can be done much faster than in traditional local freight centrals. Additionally, no extra infrastructure besides a road strip next to the railway tracks 8 is needed, which is a tremendous simplification as compared to traditional freight centrals.
  • Fig. 2C is shown another truck 26 lining up along the freight train 22 in order to receive another container 16.
  • Fig. 2D shows a freight train 22, which has arrived at the hub 4.
  • the freight train 22 is pulled by a locomotive 28, which in some embodiments may be electrically powered.
  • the hub is equipped with a plurality of transfer wagons 30.
  • These transfer wagons comprise second transfer means, which are preferably identical to the first transfer means on the trucks 26, for transferring the containers 16 laterally and substantially horizontally from the freight cars 24 to the transfer wagons 30.
  • substantially horizontally is meant within an angle of plus/minus 10 degrees, preferably plus/minus 5 degrees relative to horizontal, or even less than plus/minus 3 degrees with respect to horizontal.
  • the hub 4 also comprises a stationary container transport system 14 for transporting the containers 16 to and from the parcel or piece goods management facility 12.
  • This stationary container transport system 14 comprises means 32 for transporting the containers 16 in a direction along the longitudinal direction of the containers 16, and means 34 for transporting the containers along a direction which is perpendicular to the longitudinal direction of the containers 16.
  • These means 32, 34 are only schematically illustrated in Fig. 2D and Fig. 2D . As illustrated in Fig.
  • the individual containers 16 are transferred along the longitudinal direction along the transfer wagons 30 and onto the stationary container transport system 14, and thereafter guided to a particular entry point of the parcel or piece goods management facility 12 using the stationary transport means 32, 34.
  • these second transfer means may be lowered so that the containers will rest on wheels extending along each longitudinal side of the transfer wagons 30 and roll of the transfer wagons on these wheels.
  • the means 32 in the stationary container transport system 14 for transporting the containers 16 in a direction along the longitudinal direction of the containers 16 may be similar wheels on which the containers 16 can roll along.
  • the individual containers 16 are in the illustrated embodiment equipped with identification tags, such as RFID tags or the like, or passive photo-identifiable tags, and the hub 4 is equipped with tag readers 36 identifying the particular containers 16 passing the tag reader 36.
  • This tag reader is connected to a control unit (not shown), which controls the operation of the container transport means 32, 34 of the stationary container transport system 14.
  • This control unit is furthermore operatively controlling the operation of said container transport means in dependence of signals from the tag readers 36 for thereby directing the individual container 16 to a particular entry point of the parcel or piece goods management facility 12.
  • Fig. 3 shows an embodiment of a parcel or piece goods management facility 12.
  • the illustrated parcel or piece goods management facility 12 comprises conveyor means 38 having entry 40 and exit 42 points to receive and dispatch parcels 18 or piece goods at respective ends thereof.
  • the parcel and piece goods management facility 12 comprises scanning means 44 to identify incoming parcels 18 or piece goods at a given entry point 38 in order to direct them to a specific exit point 42, wherein the parcels 18 or piece goods are loaded into a specific container 16.
  • the illustrated parcel or piece goods management facility 12 further comprises computer processing means 46 for receiving, storing and processing input data of received parcels 18 or piece goods in order to provide processed data defining pertinent exit point 42, pertinent shipping container 16, and the order of loading of each parcel 18 or piece goods in the pertinent container 16 based on the logistically optimized route within the pre-defined area 10 of subsequent distribution.
  • the parcel or piece goods management facility 12 is surrounded by the stationary container transport system 14.
  • the handling of the parcels 18 or piece goods at the parcel or piece goods management facility 12 is preferably semi-manual. However in a particular embodiment of the system 2, only standard Euro pallets are used to support the parcels 18 or piece goods, whereby a fully automatic - but overseen - handling of the parcels 18 or piece goods at the parcel or piece goods management facility 12 can be achieved.
  • the parcel or piece goods management facility 12 may also comprise an area for temporary storing the parcels 18 or piece goods in order to collect enough parcels to fill one single container 16, and then sending the parcels 18 or piece goods to said container 16 in a specific order determined on the basis of the logistically optimized route of subsequent distribution.
  • the sorting of the incoming, unsorted parcels 18 or piece goods may be done at the parcel or piece goods management facility 12 only, and all other handling of said parcels 18 or piece goods may be done on a container 16 by container 16 basis.
  • the predefined area 10 associated with a particular node is preferably not of the same geographical size.
  • the railway route 8 does not need to be the same every time the freight train 22 travels to the nodes 6.
  • the railway route 8 is a based on an already existing railway system.
  • the system 2 according to the invention is preferably a "closed" system, i.e. the containers 16 are continuously recycled within the system according to the need for distributing parcels 18 or piece goods.
  • additional containers may be added to the system 2 when the need may arise. This may be done by modifying a standard shipping container by equipping it with a frame structure as described in more detail below.

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Claims (11)

  1. Verteilungssystem (2) zum Transportieren von Paketen oder Stückgütern, wobei das System umfasst:
    - einen Knotenpunkt (4),
    - eine Vielzahl von Knoten (6), die über mindestens eine Standard-Eisenbahnstrecke (8) logistisch mit dem Knotenpunkt verbunden sind,
    - eine Vielzahl von Eisenbahn-Frachtwaggons (24) zum Transportieren der Pakete oder Stückgüter in Standard-Versandcontainern (16) von dem Knotenpunkt zu mindestens einigen der Knoten entlang der mindestens einen Standard-Eisenbahnstrecke,
    - eine Vielzahl von Lastkraftwagen (26), die jeweils einen Container an einem spezifischen Knoten aufnehmen und die Pakete oder Stückgüter an Empfänger entlang einer logistisch optimierten Route innerhalb eines vordefinierten Bereichs (10), der dem spezifischen Knoten zugeordnet ist, ausliefern, wobei jeder der Lastkraftwagen erste Transfermittel zum Transferieren eines Standard-Versandcontainers zwischen einem Frachtwaggon und dem Lastkraftwagen selbst umfasst, und wobei die ersten Transfermittel zum seitlichen und im Wesentlichen horizontalen Transferieren der Versandcontainer zwischen dem Eisenbahn-Frachtwaggon und dem Lastkraftwagen konfiguriert sind, und
    wobei der Knotenpunkt umfasst:
    - eine Paket- oder Stückgutverwaltungseinrichtung (12) zum Be- und Entladen der Standard-Versandcontainer,
    - ein stationäres Containertransportsystem (14) zum Transportieren der Container zu und von der Paket- oder Stückgutverwaltungseinrichtung, und
    - zweite Transfermittel (30) zum Transferieren der Versandcontainer zwischen der Vielzahl von Eisenbahn-Frachtwaggons (24) und dem stationären Containertransportsystem (14), und
    - wobei die zweiten Transfermittel (30) zum seitlichen und im Wesentlichen horizontalen Transferieren der Versandcontainer (16) zwischen der Vielzahl von Eisenbahn-Frachtwaggons (24) und dem stationären Containertransportsystem (14) konfiguriert sind, und
    - wobei das stationäre Containertransportsystem (14) Mittel (32) zum Transportieren der Versandcontainer in einer Richtung entlang der Längserstreckung des Containers (16) und Mittel (34) zum Transportieren der Versandcontainer in einer Richtung senkrecht zur Längserstreckung der Container (16) umfasst.
  2. Verteilungssystem (2) nach Anspruch 1, wobei die ersten und die zweiten Transfermittel identisch sind.
  3. Verteilungssystem nach einem der Ansprüche 1 bis 2, wobei die zweiten Transfermittel auf vorgesehenen Transferwagen (30) platziert sind.
  4. Verteilungssystem (2) nach einem der Ansprüche 1-3, wobei jeder der Versandcontainer (16) mit einem Rahmen am Boden ausgestattet ist, wobei der Rahmen Mittel umfasst, die zum Zusammenwirken mit den ersten und/oder zweiten Transfermitteln konfiguriert sind.
  5. Verteilungssystem (2) nach Anspruch 3, wobei die zweiten Transfermittel so angeordnet sind, dass, wenn die Container durch die zweiten Transfermittel zu den Transferwagen (30) transferiert werden, die zweiten Transfermittel abgesenkt werden können, sodass die Container auf Rädern ruhen, die sich entlang jeder Längsseite der Transferwagen erstrecken, und auf diesen Rädern von den Transferwagen abrollen.
  6. Verfahren zum Verteilen von Paketen oder Stückgütern, wobei das Verfahren die Schritte umfasst zum:
    - Bereitstellen eines Knotenpunkts (4),
    - Bereitstellen einer Vielzahl von Knoten (6), die über mindestens eine Standard-Eisenbahnstrecke (8) logistisch mit dem Knotenpunkt verbunden sind,
    - Transportieren der Pakete oder Stückgüter in Standard-Versandcontainern (16), die auf einer Vielzahl von Eisenbahn-Frachtwaggons (24) platziert sind, von dem Knotenpunkt zu mindestens einigen der Knoten entlang der mindestens einen Standard-Eisenbahnstrecke,
    - Bereitstellen einer Vielzahl von Lastkraftwagen (26), die jeweils einen Container an einem spezifischen Knoten aufnehmen und die Pakete oder Stückgüter an Empfänger entlang einer logistisch optimierten Route innerhalb eines vordefinierten Bereichs (10), der dem spezifischen Knoten zugeordnet ist, ausliefern, wobei jeder der Lastkraftwagen erste Transfermittel zum Transferieren eines Standard-Versandcontainers zwischen einem Frachtwaggon und dem Lastkraftwagen selbst umfasst,
    - Transferieren der Versandcontainer zwischen einem Eisenbahn-Frachtwaggon und einem Lastkraftwagen, seitlich und im Wesentlichen horizontal durch die ersten Transfermittel,
    - Verwenden von zweiten Transfermitteln zum Transferieren der Container zu und von den Frachtwaggons und einem an dem Knotenpunkt platzierten stationären Containertransportsystem (14),
    - Transferieren der Versandcontainer zwischen der Vielzahl von Eisenbahn-Frachtwaggons und dem stationären Containertransportsystem seitlich und im Wesentlichen horizontal durch die zweiten Transfermittel,
    - Transportieren der Versandcontainer auf dem stationären Containertransportsystem zu und von der Paket- oder Stückgutverwaltungseinrichtung (12) zum Be- und Entladen der Versandcontainer, und
    - wobei der Schritt des Transportierens der Versandcontainer (16) auf dem stationären Containertransportsystem (14) den Teilschritt des Transportierens der Versandcontainer in einer Richtung entlang der Längserstreckung des Containers und in einer Richtung senkrecht zur Längserstreckung der Container umfasst.
  7. Verfahren nach Anspruch 6, weiter umfassend die Schritte zum:
    - Entladen der Pakete oder Stückgüter aus den Versandcontainern (16) an Eingangspunkten (40) der Paket- oder Stückgutverwaltungseinrichtung,
    - Transportieren der Pakete oder Stückgüter auf Fördermitteln (14,32,34) innerhalb der Paket- oder Stückgutverwaltungseinrichtung,
    - Beladen der Pakete oder Stückgüter in die Versandcontainer an Ausgangspunkten (42) der Paket- oder Stückgutverwaltungseinrichtung,
    - Scannen der eintreffenden Pakete oder Stückgüter an einem Eingangspunkt (40) und Lenken dieser zu einem spezifischen Ausgangspunkt (42), und
    - Empfangen, Speichern und Verarbeiten von Eingabedaten von empfangenen Paketen oder Stückgütern durch Computerverarbeitungsmittel (46), um verarbeitete Daten bereitzustellen, die relevante Ausgangspunkte, relevante Versandcontainer und die Reihenfolge des Beladens jedes Pakets oder Stückguts in den Container basierend auf der logistisch optimierten Route innerhalb des vordefinierten Bereichs der nachfolgenden Verteilung definieren.
  8. Verfahren nach Anspruch 7, weiter umfassend die Schritte zum:
    - Empfangen von Paketen oder Stückgütern durch die Lastkraftwagen (26) auf ihrer Rückfahrt zu den Knoten (6) zur Verteilung an die Endkunden, und
    - Sammeln von mindestens Empfängerdaten für jedes der Pakete oder Stückgüter durch die Computerverarbeitungsmittel (46), wobei die Empfängerdaten auf einer Webseite eingegeben werden, wobei die Webseite betriebsfähig mit den Computerverarbeitungsmitteln verbunden ist.
  9. Verfahren nach Anspruch 8, weiter umfassend den Schritt des Sammelns physischer Daten für jedes der Pakete oder Stückgüter durch die Computerverarbeitungsmittel (46), wobei die Daten auf der Webseite eingegeben werden, wobei die Webseite betriebsfähig mit den Computerverarbeitungsmitteln verbunden ist.
  10. Verfahren nach Anspruch 8 oder 9, weiter umfassend den Schritt des Transferierens der Container (16) mit Retourenpaketen oder Stückgütern auf den Lastkraftwagen (26) zu den Frachtwaggons (24) an den jeweiligen Knotenpunkten (6), denen die einzelnen Lastkraftwagen zugeordnet sind.
  11. Verfahren nach einem der Ansprüche 6-10, wobei der Schritt des Transferierens der Container (16) zu und von den Frachtwaggons (24) und dem stationären Containertransportsystem (14), das an dem Knotenpunkt platziert ist, den Teilschritt der Verwendung von vorgesehenen Transferwagen (30) umfasst, wobei auf den vorgesehenen Transferwagen die zweiten Transfermittel platziert sind.
EP13750738.0A 2013-06-17 2013-06-17 Logistiksystem und verfahren zum transportieren von paketen oder stückgütern Active EP3010657B1 (de)

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PCT/IB2013/054949 WO2014203025A1 (en) 2013-06-17 2013-06-17 Distribution system and method for transporting parcels or piece goods

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EP3010657C0 EP3010657C0 (de) 2023-08-02
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Publication number Priority date Publication date Assignee Title
US9747578B2 (en) 2015-08-27 2017-08-29 Fida, Llc Measuring device and system for freight rate optimization
US11379788B1 (en) 2018-10-09 2022-07-05 Fida, Llc Multilayered method and apparatus to facilitate the accurate calculation of freight density, area, and classification and provide recommendations to optimize shipping efficiency
CN113592394B (zh) * 2021-07-21 2023-11-24 中国铁道科学研究院集团有限公司 一种高铁货运转运中心***及作业方法

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB202353A (en) * 1923-01-27 1923-08-23 Robert Thompson An improved apparatus for transporting goods and the like
GB480504A (en) * 1936-06-27 1938-02-23 Motor Terminals Inc Improvements in apparatus for transferring demountable bodies
DE3136687C2 (de) * 1981-09-16 1986-05-15 Karl L. Dipl.-Ing. 7967 Bad Waldsee Ringer System, Betriebsverfahren und Vorrichtungen zum gleichzeitigen und rangierfreien Umschlag zwischen Schiene und Schiene sowie Strasse und Schiene
DE4412097C1 (de) 1994-04-08 1995-06-14 Hellmann Gmbh & Co Kg Geb Verfahren zur Verteilung von Paketen
WO2000000300A1 (en) 1998-06-29 2000-01-06 Crisplant A/S A method and a system for processing postal items
US20050131645A1 (en) 2003-06-09 2005-06-16 Panopoulos Peter J. Machine having automatic transport with scanning and GPS functions
WO2010064060A1 (en) 2008-01-24 2010-06-10 Blach Holding Aps Parcel distribution system

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EP3010657A1 (de) 2016-04-27
WO2014203025A1 (en) 2014-12-24

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