U.S. patent application number 13/421941 was filed with the patent office on 2012-07-12 for hazardous shipment tracking and monitoring.
This patent application is currently assigned to UNITED PARCEL SERVICE OF AMERICA, INC.. Invention is credited to William Mark Moir, Scott Christopher Vandy.
Application Number | 20120179621 13/421941 |
Document ID | / |
Family ID | 41726741 |
Filed Date | 2012-07-12 |
United States Patent
Application |
20120179621 |
Kind Code |
A1 |
Moir; William Mark ; et
al. |
July 12, 2012 |
HAZARDOUS SHIPMENT TRACKING AND MONITORING
Abstract
System, methods, and computer program products are provided for
enhanced freight tracking and monitoring. The system may track the
location of a freight shipment within a carrier's transportation
network from the time it is picked up by a carrier from a consignor
until it is delivered to a consignee, provide for weight
determinations and shipping re-classifications of the freight
shipment during transport, and provide real-time status information
and reports to the carrier, consignor, and/or consignee.
Inventors: |
Moir; William Mark;
(Alpharetta, GA) ; Vandy; Scott Christopher;
(Midlothian, VA) |
Assignee: |
UNITED PARCEL SERVICE OF AMERICA,
INC.
Atlanta
GA
|
Family ID: |
41726741 |
Appl. No.: |
13/421941 |
Filed: |
March 16, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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12201533 |
Aug 29, 2008 |
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13421941 |
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Current U.S.
Class: |
705/332 |
Current CPC
Class: |
G06Q 10/0832 20130101;
G06Q 10/0875 20130101; G01G 23/3742 20130101; G01G 23/3735
20130101; G06Q 10/08 20130101 |
Class at
Publication: |
705/332 |
International
Class: |
G06Q 10/08 20120101
G06Q010/08 |
Claims
1. A method for tracking the movement of hazardous shipments
comprising: receiving, via an enterprise system, shipping data for
a plurality of hazardous shipments, wherein (1) each of the
plurality of hazardous shipments is associated with a unique
identifier, (2) the plurality of hazardous shipments is being
transported through a carrier's transportation network, and (3) the
shipping data comprises information identifying (a) the unique
identifiers associated with the respective hazardous shipments and
(b) destinations of the respective hazardous shipments; generating,
via the enterprise system, an electronic manifest comprising at
least a portion of the shipping data for each of the plurality of
hazardous shipments, the at least a portion of the shipping data
identifying (1) the unique identifiers associated with, and (2) the
destinations of, the respective hazardous shipments being
transported through the carrier's transportation network;
electronically transmitting, from the enterprise system, the
electronic manifest; receiving, via a handheld electronic device,
the electronic manifest; displaying, via a display disposed on the
handheld electronic device, at least a portion of the electronic
manifest; and receiving, via the handheld electronic device, input
initiating a location event for a hazardous shipment of the
plurality of hazardous shipments, wherein the location event
indicates the location of the hazardous shipment.
2. The method of claim 1 further comprising: receiving, via a
handheld electronic device, the shipping data associated with the
hazardous shipment; and electronically transmitting, from the
handheld electronic device to the enterprise system, the shipping
data associated with the hazardous shipment.
3. The method of claim 1, wherein the electronic manifest is
transmitted using a first message file and a second message file,
the first message file comprising handling instructions for the
hazardous shipment and the second message file comprising at least
a portion of the shipping data associated with the hazardous
shipment.
4. The method of claim 1, wherein the location event further
indicates that the hazardous shipment is being moved from a first
location to a second location.
5. The method of claim 5 further comprising receiving information
identifying the second location of the hazardous shipment.
6. The method of claim 5, wherein the information identifying the
second location is received as input from a user.
7. The method of claim 5, wherein the information identifying the
second location is received from one or more radio frequency
identification (RFID) tags.
8. The method of claim 5, wherein the information identifying the
second location is received from one or more barcode labels.
9. The method of claim 5, wherein the information identifying the
second location indicates that the hazardous shipment is within a
trailer identified by a unique trailer number, a side of the
trailer in which the hazardous shipment is located, and a distance
the hazardous shipment is within the trailer relative to a trailer
door.
10. A system for tracking the movement of hazardous shipments
comprising: an enterprise system comprising one or more memory and
one or more processors, the enterprise system configured to:
receive shipping data for a plurality of hazardous shipments,
wherein (1) each of the plurality of hazardous shipments is
associated with a unique identifier, (2) the plurality of hazardous
shipments is being transported through a carrier's transportation
network, and (3) the shipping data comprises information
identifying (a) the unique identifiers associated with the
respective hazardous shipments and (b) destinations of the
respective hazardous shipments; generate an electronic manifest
comprising at least a portion of the shipping data for each of the
plurality of hazardous shipments, the at least a portion of the
shipping data identifying (1) the unique identifiers associated
with, and (2) the destinations of, the respective hazardous
shipments being transported through the carrier's transportation
network; and electronically transmit the electronic manifest; and a
handheld electronic device comprising a display, one or more
memory, and one or more processors, the handheld electronic device
configured to: receive the electronic manifest; cause display of at
least a portion of the electronic manifest via the display; and
receive input initiating a location event for a hazardous shipment
of the plurality of hazardous shipments, wherein the location event
indicates the location of the hazardous shipment.
11. The system of claim 10, wherein the handheld electronic device
is configured to: receive the shipping data associated with the
hazardous shipment; and electronically transmit the shipping data
associated with the hazardous shipment to the enterprise
system.
12. The system of claim 10, wherein the electronic manifest is
transmitted using a first message file and a second message file,
the first message file comprising handling instructions for the
hazardous shipment and the second message file comprising at least
a portion of the shipping data associated with the hazardous
shipment.
13. The system of claim 10, wherein the location event further
indicates that the hazardous shipment is being moved from a first
location to a second location.
14. The system of claim 13, wherein the one or more processors of
the lift truck computing device are further configured to receive
information identifying the second location of the hazardous
shipment.
15. The system of claim 14, wherein the information identifying the
second location is received as input from a user.
16. The system of claim 14, wherein the information identifying the
second location is received from one or more radio frequency
identification (RFID) tags.
17. The system of claim 14, wherein the information identifying the
second location is received from one or more barcode labels.
18. The system of claim 14, wherein the information identifying the
second location indicates that the hazardous shipment is within a
trailer identified by a unique trailer number, a side of the
trailer in which the hazardous shipment is located, and a distance
the hazardous shipment is within the trailer relative to a trailer
door.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. application Ser.
No. 12/201,533, filed Aug. 29, 2008, which is hereby incorporated
herein in its entirety by reference.
BACKGROUND
[0002] The shipping industry is comprised of various types of
shippers, including small package carriers, less-than-a-load
("LTL") carriers, and truck load carriers. Small package carriers
usually transport packages or boxes from multiple consignors, while
truck load carriers typically transport entire trailer loads from a
single consignor. LTL carriers, on the other hand, generally
transport freight that falls in between small packages and trailer
loads. For example, LTL carriers may move freight from multiple
consignees in a single trailer load, such as crates, scrap metal
banded together, vehicle parts, pallets of boxes, drums, and the
like. This freight is usually consolidated into a single trailer
and transported through a carrier's transportation network. To
track the freight and provide carrier personnel with routing and
handling instructions, LTL carriers currently use paper bills of
lading. The use of paper bills of lading decreases the efficiency
and throughput of carrier transportation networks--relying almost
solely on the efficiency of carrier employees--and does not provide
for real-time visibility of freight progressing through a
transportation network.
[0003] In addition to using paper bills of lading to track freight,
LTL carriers often use the weight and shipping classifications on
the bills of lading (provided by consignors) to appropriately
charge consignors and/or consignees for transporting the freight.
And although many carriers have internal audit mechanisms to verify
the weight and shipping classifications provided on the bills of
lading, the audit procedures are generally paper-driven and manual
in nature. The paper-driven and manual nature of the current audit
procedures limit the carriers' ability to efficiently and
cost-effectively audit much of the freight they transport. For
instance, carriers often have personnel who are specifically
employed to audit freight shipments. Typically, the personnel
manually verify the shipping classifications and weight provided on
the bills of lading by personally inspecting the freight. This
methodology usually enables carriers to only audit select freight
shipments, leaving the majority of freight shipments unaudited and
possibly incorrectly classified.
BRIEF SUMMARY
[0004] In general, embodiments of the present invention provide
systems and methods for enhanced freight tracking and monitoring.
In particular, freight shipments can be electronically tracked from
receipt of the freight shipments from a consignor(s) through
delivery of the freight shipments to a consignee(s). Moreover,
during transport, the freight shipments can be inspected,
classified, reweighed, re-classified, have their billing updated,
and have their status provided to various entities while moving
through a carrier's transportation network.
[0005] In accordance with one aspect, a system is provided for
enhanced freight tracking and monitoring. In one embodiment, the
system may include an enterprise system in electronic communication
with a lift truck computing device, wherein the enterprise system
includes one or more processors that may be configured to receive
shipping data associated with a freight shipment, and wherein the
shipping data includes a unique identifier assigned to the freight
shipment and information corresponding to the destination of the
freight shipment. In this embodiment, the enterprise system may
also be configured to generate an electronic manifest, which
includes at least a portion of the shipping data associated with
the freight shipment, and electronically transmit the electronic
manifest that includes at least a portion of the shipping data
associated with the freight shipment. Moreover, the lift truck
computing device includes one or more processors that may be
configured to: receive the electronic manifest; cause display of at
least a portion of the electronic manifest via a display; and
receive input initiating a location event for the freight shipment,
wherein the location event indicates the location of the freight
shipment.
[0006] In accordance with another aspect, a system is provided,
which, in one embodiment, may include a lift truck computing device
disposed on a lift truck, the lift truck computing device
comprising a memory, a display, and one or more processors; a
reweigh computing device disposed on the lift truck; and an imaging
device. In this embodiment, the lift truck computing device may be
configured to receive an electronic manifest that includes at least
a portion of shipping data associated with a freight shipment. The
imaging device may be configured to capture one or more images of
the freight shipment and electronically transmit the one or more
images of the freight shipment to the lift truck computing device.
And the reweigh computing device may be configured to determine a
weight of at least a portion of the freight shipment and
electronically transmit the weight determination to the lift truck
computing device.
[0007] In accordance with yet another aspect, a
computer-implemented method is provided, which, in one embodiment,
may include: receiving, via an enterprise system, shipping data
associated with a freight shipment, wherein the shipping data
includes a unique identifier assigned to the freight shipment and
information corresponding to the destination of the freight
shipment; generating, via the enterprise system, an electronic
manifest, wherein the electronic manifest includes at least a
portion of the shipping data associated with the freight shipment;
electronically transmitting, from the enterprise system, the
electronic manifest that includes at least a portion of the
shipping data associated with the freight shipment; receiving, via
a lift truck computing device disposed on a lift truck, the
electronic manifest; displaying, via a display disposed on the lift
truck, at least a portion of the electronic manifest; and
receiving, via the lift truck computing device, input initiating a
location event for the freight shipment, wherein the location event
indicates the location of the freight shipment.
[0008] According to another aspect, a computer-implemented method
for enhanced freight tracking and monitoring is provided. In this
embodiment, the method may include: receiving, via an enterprise
system, an electronic manifest that includes at least a portion of
shipping data associated with a freight shipment; capturing, via an
imaging device, one or more images of the freight shipment;
electronically transmitting, from the imaging device to a lift
truck computing device disposed on a lift truck, the one or more
images; determining, via a reweigh computing device disposed on the
lift truck, a weight of at least a portion of the freight shipment;
and electronically transmitting, from the reweigh computing device
to the lift truck computing device, the weight determination of at
least the portion of the freight shipment.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)
[0009] Having thus described the invention in general terms,
reference will now be made to the accompanying drawings, which are
not necessarily drawn to scale, and wherein:
[0010] FIG. 1 shows an overview of one embodiment of a system that
can be used to practice aspects of the present invention.
[0011] FIG. 2 shows a handheld computing device according to one
embodiment of the invention.
[0012] FIG. 3 shows an enterprise system according to one
embodiment of the invention.
[0013] FIG. 4 shows a supervisory computing device according to one
embodiment of the invention.
[0014] FIG. 5 shows an embodiment of a lift truck to that can be
used to practice aspects of the present invention.
[0015] FIG. 6 shows a lift truck computing device according to one
embodiment of the invention.
[0016] FIGS. 7-10 are flowcharts illustrating operations and
processes that can be used in accordance with various embodiments
of the present invention.
[0017] FIGS. 11-20 show universal input and output produced by one
embodiment of the invention.
DETAILED DESCRIPTION
[0018] Various embodiments of the present invention now will be
described more fully hereinafter with reference to the accompanying
drawings, in which some, but not all embodiments of the inventions
are shown. Indeed, these inventions may be embodied in many
different forms and should not be construed as limited to the
embodiments set forth herein; rather, these embodiments are
provided so that this disclosure will satisfy applicable legal
requirements. Like numbers refer to like elements throughout.
Methods, Apparatus, Systems, and Computer Program Products
[0019] As should be appreciated, the embodiments may be implemented
as methods, apparatus, systems, or computer program products.
Accordingly, the embodiments may take the form of an entirely
hardware embodiment, an entirely software embodiment, or an
embodiment combining software and hardware aspects. Furthermore,
the various implementations may take the form of a computer program
product on a computer-readable storage medium having
computer-readable program instructions (e.g., computer software)
embodied in the storage medium. More particularly, implementations
of the embodiments may take the form of web-implemented computer
software. Any suitable computer-readable storage medium may be
utilized including hard disks, CD-ROMs, optical storage devices, or
magnetic storage devices.
[0020] The embodiments are described below with reference to block
diagrams and flowchart illustrations of methods, apparatus,
systems, and computer program products. It should be understood
that each block of the block diagrams and flowchart illustrations,
respectively, can be implemented by computer program instructions,
e.g., as logical steps or operations. These computer program
instructions may be loaded onto a general purpose computer, special
purpose computer, or other programmable data processing apparatus
to produce a machine, such that the instructions which execute on
the computer or other programmable data processing apparatus
implement the functions specified in the flowchart block or
blocks.
[0021] These computer program instructions may also be stored in a
computer-readable memory that can direct a computer or other
programmable data processing apparatus to function in a particular
manner, such that the instructions stored in the computer-readable
memory produce an article of manufacture including
computer-readable instructions for implementing the functionality
specified in the flowchart block or blocks. The computer program
instructions may also be loaded onto a computer or other
programmable data processing apparatus to cause a series of
operational steps to be performed on the computer or other
programmable apparatus to produce a computer-implemented process
such that the instructions that execute on the computer or other
programmable apparatus provide operations for implementing the
functions specified in the flowchart block or blocks.
[0022] Accordingly, blocks of the block diagrams and flowchart
illustrations support various combinations for performing the
specified functions, combinations of operations for performing the
specified functions and program instructions for performing the
specified functions. It should also be understood that each block
of the block diagrams and flowchart illustrations, and combinations
of blocks in the block diagrams and flowchart illustrations, can be
implemented by special purpose hardware-based computer systems that
perform the specified functions or operations, or combinations of
special purpose hardware and computer instructions.
General Overview
[0023] In general, according to various embodiments of the present
invention, methods, apparatus, systems, and computer program
products are provided for enhanced freight tracking and monitoring.
A system according to a particular embodiment may include a
handheld electronic device, an enterprise system, a local computing
device, a supervisory computing device, a lift truck computing
device, a reweigh computing device, and an imaging device to
provide for freight tracking and monitoring. For example, the
handheld electronic device may receive information (e.g., shipping
data) contained on a bill of lading when a freight shipment is
picked up from a consignor. A unique identifier (e.g., a PRO
number) may then be associated or assigned to the freight shipment,
and a representation of the unique identifier may be physically
attached to freight. After the handheld electronic device receives
the information included on the bill of lading, it can transmit the
information to the enterprise system.
[0024] The enterprise system can use the information provided by
the handheld electronic device to plan the freight shipment's route
through the carrier's transportation network. After the route is
planned, the enterprise system may generate an electronic manifest,
which may include the information from the bill of lading, the
planned route, and handling instructions. The enterprise system may
then transmit the electronic manifest to the local computing device
and/or the supervisory computing device. One or both of these
devices can be used to ultimately transmit the electronic manifest
to the lift truck computing device.
[0025] Once the electronic manifest has been received by the lift
truck computing device, the lift truck computing device may cause
display the electronic manifest or at least a portion thereof via a
display. At this point, the lift truck operator can select a
freight shipment to transport. With the freight shipment selected
for transport, the freight may then be identified and inspected.
Information regarding the inspection of the freight (e.g.,
information regarding the condition of the freight referred to as
"inspection data") may be received by the lift truck computing
device as automated input or as manual input. The lift truck
computing device may then determine if the inspection data exceeds
an inspection threshold. If the inspection threshold (e.g., actual
weight versus weight on the bill of lading) of the freight shipment
is exceeded, the lift truck computing device may generate an
inspection alert. Otherwise, the lift truck computing device may
proceed with the reweigh process and the reweigh classification of
the freight.
[0026] In the reweigh process, according to one embodiment, the
freight is placed on the forks of the lift truck to determine, via
the reweigh computing device, the weight of the freight shipment.
Once completed, the reweigh computing device may transmit the
weight determination to the lift truck computing device. In
addition to receiving the weight determination, the lift truck
computing device may also receive images of the freight shipment
captured by the imaging device. For example, as the lift truck
carrying the freight pulls out of a trailer, one or more imaging
devices mounted above a strip door may take one or more images of
the freight on the forks of the lift truck and transmit them to the
lift truck computing device. Using the images captured by the
imaging device, the lift truck computing device can determine the
dimensions of the freight. With the dimensions and weight of the
freight shipment, the lift truck computing device, in one
embodiment, can determine the reweigh classification (e.g., the
shipping classification at this reweigh process stage) based on the
minimum average density in pounds per cubic foot. The lift truck
computing device can then compare the reweigh classification to the
billing classification (e.g., the shipping classification indicated
on the bill of lading), and respond appropriately. For instance, if
the reweigh classification and the billing classification are
substantially the same, the transport process may proceed.
Otherwise, the lift truck computing device may generate a
classification alert and transmit the reweigh classification to the
enterprise system, which in turn may update the billing
classification for the freight shipment. Thus, in one embodiment,
the enterprise system may update the billing classification to
reflect the reweigh classification and charge the consignor or
consignee accordingly.
[0027] After the freight shipment has been identified, inspected,
reweighed, and/or the like, the freight shipment may be transported
to the location (e.g., within the hub, another trailer, or the same
trailer) indicated in the electronic manifest. Once the freight is
transported to the correct location, the lift truck computing
device can receive information identifying the location. The
information identifying the location may be received as automated
or manual input, e.g., as input entered by the lift truck operator
or input received from barcode labels placed throughout a facility.
Additionally, the lift truck computing device can receive a
location validation confirming the location of the freight
shipment.
[0028] During the entire transport process, the lift truck
computing device may also receive telematics/parametric data about
the lift truck, its movement, and/or the like. The lift truck
computing device may even provide the above-described information
to the enterprise system and the supervisory computing device as it
received. This information can then be used to generate reports and
provide real-time visibility of the information to the carrier,
consignor, and/or consignee.
General System Architecture
[0029] FIG. 1 provides an illustration of one type of system that
can be used in conjunction with various embodiments of the present
invention. As shown in FIG. 1, the system may include a handheld
electronic device 100 ("handheld"), an enterprise system 105, a
local computing device 110, and a supervisory computing device 115.
In general, the term "computing device" is used generically
throughout to refer to any computer, mainframe, desktop, notebook
or laptop, distributed system, server, gateway, switch, or other
processing device configured to perform the functions described
herein. Each of these components of the system may be in electronic
communication with one another, a shipper, a consignee, or a
consignor (e.g., with the aid of a personal computer ("PC"),
laptop, or similar electronic device) over the same or different
wireless or wired networks including, for example, a wired or
wireless Personal Area Network ("PAN"), Local Area Network ("LAN"),
Metropolitan Area Network ("MAN"), Wide Area Network ("WAN"),
and/or the like. Additionally, while FIG. 1 illustrates the
enterprise system 105, local computing device 110, and supervisory
computing device 115 as separate, standalone entities, one of
ordinary skill in the art will recognize that the various
embodiments herein are not limited to this particular architecture.
For example, the functionality of the enterprise system 105, the
local computing device 110, and the supervisory computing device
115 may each occur on a single server, a mainframe computer system,
multiple distributed or centralized servers, or similar computer
systems or network entities.
[0030] As also indicated in FIG. 1, the system may include a lift
truck 120. The term "lift truck" is used generically to refer to
any forklift, stacker truck, side loader, high/low, pallet truck,
hand truck, handcart, stack truck, and/or the like that is capable
of transporting freight. As discussed in greater detail below, and
as shown in FIG. 5, the lift truck 120 may include a reweigh
computing device 500, a lift truck computing device 510, and a lift
truck display 515. These devices may be disposed on the lift truck
120 and be configured to perform various functions in the process
of transporting freight and/or other items by a carrier from a
consignor to a consignee through the carrier's transportation
network. Also, although not shown, the reweigh computing device 500
and the lift truck computing device 510 (including the lift truck
display 515) may be in electronic communication with one another,
the handheld 100, the enterprise system 105, the local computing
device 110, and the supervisory computing device 115 via the same
or different wired or wireless networks. Moreover, although each
device is shown as a separate, standalone entity, the functionality
of some or all of the devices may be combined using a single
computing device or distributed via multiple computing devices.
[0031] Finally, the system may also include an imaging device(s)
125. The imaging device 125 may be any analog or digital camera for
capturing images of items, such as images of freight shipments
and/or other items to determine their dimensions, e.g., height,
length, width, or any combination thereof. The imaging device 125
may, for example, be mounted over a strip door or on a wall
proximate a strip door. In one embodiment, the imaging device 125
captures digital images that can be electronically stored and
communicated to various computing entities. And although not shown,
the imaging device 125 may also be in electronic communication with
the reweigh computing device 500, the lift truck computing device
510 (including the lift truck display 515), the handheld 100, the
enterprise system 105, the local computing device 110, and the
supervisory computing device 115 via the same or different wired or
wireless networks.
Handheld Electronic Device
[0032] FIG. 2 provides an illustrative schematic representative of
a handheld 100 that can be used in conjunction with various
embodiments of the present invention. The term "handheld" is used
generically throughout to refer to any handheld electronic device,
such as a pocket PC, delivery information acquisition device
("DIAD"), personal digital assistant ("PDA"), handheld computer,
smartphone, portable media player, camera, laptop, pager, converged
device, handheld game console, personal navigation device, and the
like--including both wireless and wireline devices. As shown in
FIG. 2, the handheld 100 may include an antenna 212, a transmitter
204, a receiver 206, and means, such as a processing device 208,
e.g., a processor, controller, or the like, that provides signals
to and receives signals from the transmitter 204 and receiver 206,
respectively. The signals provided to and received from the
transmitter 204 and the receiver 206, respectively, may include
signaling information in accordance with an air interface standard
of applicable wireless systems. In this regard, the handheld 100
may be capable of operating with one or more air interface
standards, communication protocols, modulation types, and access
types. More particularly, the handheld 100 may operate in
accordance with any of a number of second-generation ("2G")
communication protocols, third-generation ("3G") communication
protocols, and/or the like. Further, for example, the handheld 100
may operate in accordance with any of a number of different
wireless networking techniques, including Bluetooth, 802.11
("Wi-Fi"), 802.16 ("WiMAX"), ultra wideband ("UWB"), and/or the
like. Via these communication standards and protocols, the handheld
100 can communicate with the various entities shown in FIGS. 1 and
5. The handheld can also download changes, add-ons, and updates,
for instance, to its firmware, software (e.g., including modules),
and operating system.
[0033] The handheld 100 may also comprise a user interface (that
can include a display 216 coupled to a processing device 208)
and/or a user input interface (coupled to the processing device
208). The user input interface can comprise any of a number of
devices allowing the handheld 100 to receive data, such as a keypad
218, a touch display (not shown), barcode reader (not shown), radio
frequency identification ("RFID") tag interrogator (not shown), or
other input device. In embodiments including a keypad 218, the
keypad 218 can include the conventional numeric (0-9) and related
keys (#, *), and other keys used for operating the handheld 100 and
may include a full set of alphabetic keys or set of keys that may
be activated to provide a full set of alphanumeric keys. In
addition to providing input, the user input interface can be used,
for example, to activate or deactivate certain functions, such as
screen savers and/or sleep modes. Although not shown, the handheld
100 may also include a battery, such as a vibrating battery pack,
for powering the various circuits that are required to operate the
handheld 100, as well as optionally providing mechanical vibration
as a detectable output.
[0034] The handheld 100 can also include volatile memory 222 and/or
non-volatile memory 224, which can be embedded and/or may be
removable. For example, the non-volatile memory may be embedded or
removable multimedia memory cards ("MMCs"), secure digital ("SD")
memory cards, Memory Sticks, EEPROM, flash memory, hard disk, or
the like. The memory can store any of a number of pieces or amount
of information and data used by the handheld 100 to implement the
functions of the handheld 100. For example, the volatile and
non-volatile memory can be used to temporarily or permanently store
input from the computing device and/or input entered by the user
via the user input interface. The memory can also store content,
such as computer program code for an application and/or other
computer programs.
Enterprise System
[0035] FIG. 3 provides a schematic of an enterprise system 105
according to one embodiment of the present invention. As will be
understood from this figure, in this embodiment, the enterprise
system 105 may include a processor 305 that communicates with other
elements within the enterprise system 105 via a system interface or
bus 361. A display device/input device 364 for receiving and
displaying data may also be included in the enterprise system 105.
This display device/input device 364 may be, for example, a
keyboard or pointing device that is used in combination with a
monitor. The enterprise system 105 may further include memory 366,
which may include both read only memory ("ROM") 365 and random
access memory ("RAM") 367. The server's ROM 365 may be used to
store a basic input/output system (BIOS) 326 containing the basic
routines that help to transfer information to the different
elements within the enterprise system 105.
[0036] In addition, the enterprise system 105 may include at least
one storage device 363, such as a hard disk drive, a CD drive,
and/or optical disk drive, for storing information on various
computer-readable media. The storage device(s) 363 and its
associated computer-readable media may provide nonvolatile storage.
The computer-readable media described above could be replaced by
any other type of computer-readable media, for example, magnetic
cassettes, flash memory cards, and digital video disks. As will be
appreciated by one of ordinary skill in the art, each of these
storage devices 363 may be connected to the system bus 361 by an
appropriate interface.
[0037] Furthermore, a number of program modules may be stored by
the various storage devices 363 and/or within RAM 367. Such program
modules may include an operating system 380, a planning module 370,
a report module 360, a visibility module 350, a manifest module
340, and a billing module 330. These modules may control certain
aspects of the operation of the enterprise system 105 with the
assistance of the processor 305 and operating system 250. For
example, as discussed in more detail below with regard to FIGS.
7-10, according to one embodiment, the planning module 370 may
generate shipping/routing plans (e.g., door and truck assignments)
used in transporting freight shipments. Additionally, the manifest
module 360 can generate electronic manifests, and the visibility
module 350 can provide real-time visibility to the movement of
freight in a carrier's transportation network. The billing module
330 may provide and update billing information for freight
shipments before, during, and after shipment. And the report module
360 may generate reports relating to one or more freight shipments.
In addition to the program modules, the enterprise system 105 may
store one or more databases (not shown) with one or more tables
therein. As will be recognized, the described architectures are
provided for illustrative purposes only and are not limiting to the
various embodiments. In this regard, although various program
modules are described, the software need not be modularized.
[0038] Also located within the enterprise system 105 may be a
network interface 374 for interfacing with the handheld 100, the
local computing device 110, the supervisory computing device 115,
the imaging device 125, the reweigh computing device 500, and the
lift truck computing device 510. This communication may be via the
same or different wired or wireless networks (or a combination of
wired and wireless networks), as discussed above. For instance, the
communication may be executed using a wired data transmission
protocol, such as fiber distributed data interface ("FDDI"),
digital subscriber line ("DSL"), Ethernet, asynchronous transfer
mode ("ATM"), frame relay, data over cable service interface
specification ("DOCSIS"), or any other wired transmission protocol.
Similarly, the enterprise system 105 may be configured to
communicate via wireless external communication networks using any
of a variety of protocols, such as 802.11, general packet radio
service ("GPRS"), wideband code division multiple access
("W-CDMA"), or any other wireless protocol.
Supervisory Computing Device
[0039] FIG. 4 shows a schematic diagram of a supervisory computing
device 115 according to one embodiment of the invention. Similar to
the enterprise system 105, the supervisory computing device 115 may
include: (1) a processor 405 that communicates with other elements
within the supervisory computing device 115 via a system interface
or bus 461; (2) a display device/input device 464; (3) memory 466
including both ROM 465 and RAM 467; (4) a storage device 463; and
(5) a network interface 474. The ROM 465 may store a BIOS 426,
while the storage device 463 and/or RAM 467 may store an operating
system 480 and a visibility module 470 for controlling certain
aspects of the supervisory computing device 115 with the assistance
of the processor 405. For instance, the visibility module 470 may
provide real-time current status information for monitoring the
movement of freight shipments and/or other items traveling through
a carrier's transportation network. As will be appreciated by one
of ordinary skill in the art, one or more of the supervisory
computing device 115 components may be located geographically
remotely from the other supervisory computing device 115
components. Furthermore, one or more of the components of
supervisory computing device 115 may be combined within the
enterprise system 105 or distributed via other systems or computing
devices to perform the functions described herein. That is, the
described architectures are provided for exemplary purposes only
and are not limiting to the various embodiments. Thus, although
various a program module is described, the software need not be
modularized.
Lift Truck
[0040] Finally, FIG. 5 shows a diagram of an illustrative lift
truck 120 according to one embodiment. As mentioned, the lift truck
120 may include a reweigh computing device 500, one or more
telematics sensors 505, a lift truck computing device 510, a lift
truck display 515, and RFID tag interrogator and/or barcode readers
(not shown). A schematic of the lift truck computing device 510
according to one embodiment is shown in FIG. 6. Similar to the
enterprise system 105 and the supervisory computing device 115, the
lift truck computing device 510 may include: (1) a processor 605
that communicates with other elements within the lift truck
computing device 510 via a system interface or bus 661; (2) a
display device/input device 664; (3) memory 663 including both ROM
665 and RAM 667; (4) a storage device 663; and (5) a network
interface 674. The ROM 665 may store a BIOS 626, while the storage
device 663 and/or RAM 667 may store an operating system 680, an
inspection module 670, a location module 650, and a reweigh
classification module 640, for controlling certain aspects of the
lift truck computing device 510 (with the assistance of the
processor 605). In particular, via these modules, the lift truck
computing device 510 may provide information about freight
shipments and/or other items traveling through a carrier's
transportation network. For example, the information provided may
include inspection data, information identifying freight locations,
and reweigh classifications. In one embodiment, the inspection
module 670 may provide inspection data regarding a freight
shipment, and the location module 650 may provide information about
the location of the freight shipment. As also shown in FIG. 6, the
storage device 663 and/or RAM 667 may also store a reweigh module
660 and a telematics module 630. The reweigh module 660 may be used
in conjunction with the reweigh computing device 500 to receive
weight determinations of freight shipments or other items. For
example, the reweigh computing device 500 can determine the weight
of freight or other items placed on the fork 520 of the lift truck
120, and this determination may be sent to the lift truck computing
device 510 (to the reweigh module 660). The reweigh classification
module 640 may then use the weight determination to ensure that the
freight shipment is properly classified based on its weight by
determining a reweigh classification.
[0041] With respect to the telematics module 630, the lift truck
computing device 510 may collect telematics/parametric data and
transmit the telematics data to the enterprise system 105, the
local computing device 110, and/or the supervisory computing device
115. For example, the lift truck computing device 510 may, with the
aid of the processor 605 and the telematics module 630, receive
telematics data from one or more telematics sensors disposed on the
lift truck, such as variable voltage sensors, oil pressure sensors,
seat sensors, seatbelt sensors, global positioning sensors ("GPS"),
speed sensors, distance sensor, and the like. This telematics data
can be manipulated and/or communicated to the other system entities
described herein for various purposes, including evaluating
operator efficiency and tracking the movement of freight
shipments.
[0042] Also, as will be appreciated by one of ordinary skill in the
art, one or more of the lift truck computing device 510 components
may be located geographically remotely from the other lift truck
computing device 510 components. Furthermore, one or more of the
components of the lift truck computing device 510 may be combined
within the enterprise system 105 or distributed via other systems
or computing devices to perform the functions described herein.
Similarly, the described architectures are provided for
illustrative purposes only and are not limiting to the various
embodiments. Therefore, although various program modules are
described, the software need not be modularized.
[0043] The functionality, interaction, and operations executed by
the systems and devices discussed above and shown in FIGS. 1-6, in
accordance with various embodiments of the present invention, are
described in the following sections.
General System Operation
[0044] Reference will now be made to FIGS. 7-20, which provide
examples of operations and input and output produced by various
embodiments of the present invention. In particular, FIGS. 7-10
provide flowcharts illustrating operations that may be performed to
track freight shipments as they move through a carrier's
transportation network and audit, for example, weight and
classification information provided by consignees (or others). Some
of these operations will be described in conjunction with FIGS.
11-20, which illustrate input and output that may be produced by
carrying out the selected operations described in relation to FIGS.
7-10. The terms "freight" and "freight shipment" are used
generically to refer to any item or items than can be transported
by a carrier to a consignee. For example, freight or freight
shipments may include small packages, scrap metal banded together,
vehicle parts, boxes, crates, drums or boxes strapped to a pallet,
and/or the like.
[0045] Before the process begins, in one embodiment, a driver for a
carrier may be dispatched to pick up freight from a consignor. For
example, a consignor may call a carrier, such as United Parcel
Service of America, Inc. ("UPS.RTM."), to have the carrier pick up
a freight shipment to be transported by the carrier to a consignee.
After the driver arrives at the location of the freight shipment,
the driver may use a handheld 100 to scan an electronically
readable portion (e.g., a barcode, MaxiCode, or text) of a bill of
lading ("BOL") corresponding to the freight shipment.
Alternatively, the handheld 100 receives information contained on
the BOL as manual input from the driver. Generally, a BOL is a
document that includes information about a freight shipment, such
as the weight of the shipment, the number of pieces in the
shipment, the contents of the shipment, the class of the shipment,
the date the shipment is picked up from the consignor, the date the
shipment is to be delivered to the consignee, consignee information
(e.g., name and zip code of the consignee), regulatory information
such as UN Numbers (e.g., four-digit numbers that identify
hazardous substances and articles), or the like. The information on
the BOL (or portions thereof) is generically referred to as
"shipping data." Thus, as indicated in Block 700, by receiving
information from the BOL as scanned input or manual input, the
handheld 100 receives shipping data for the freight shipment.
[0046] In addition to or in combination with receiving the shipping
data, the handheld 100 may associate or assign a unique identifier
to the freight shipment, such as a progressive number ("PRO
number"), a BOL number, a purchase order number, or a set of
alphanumeric characters. The unique identifier (e.g., "123456789")
can then be used by the carrier to identify and track the freight
shipment as it moves through the carrier's transportation network.
Such unique identifiers can be affixed to the freight shipment by,
for example, using a sticker with the unique identifier printed
thereon (in human and/or machine readable form) or an RFID tag with
the unique identifier stored therein. In one embodiment, the unique
identifier is associated with and affixed to each separable item
being transported as the "freight shipment." So, for example, if
the freight shipment included fifteen pallets, each pallet could be
assigned the same unique identifier and have a corresponding
sticker or RFID tag attached thereto (or attached to each item on
the pallets). Alternatively, each of the fifteen pallets could be
assigned a different unique identifier and have separate stickers
or RFID tags attached to each of the pallets.
[0047] After the handheld 100 receives the shipping data, the
handheld 100 may transmit the shipping data to the enterprise
system 105 (Block 705). At this point, the enterprise system 105
can then receive the shipping data from the handheld 100 and plan
the freight shipment's route through the carrier's transportation
network (Blocks 710 and 715). The term "plan" is used generically
to refer to routing the freight shipment to the consignee. This
planning may include tasks such as assigning the freight shipment
to a particular trailer for a given transportation segment,
assigning the trailer that is to transport the freight to a
specific door at the next hub facility for loading or stripping
(i.e., unloading) the various freight shipments, and/or providing
handling instructions to a lift truck operator(s). In one
embodiment, the planning is performed by the planning module 370.
Illustratively, if the freight were en route from Los Angeles to
Orlando, the planning module 370 coordinates the door and/or
trailer assignment at the next hub facility (or at each hub
facility en route to Orlando) to ensure that the freight shipment
is loaded onto the correct trailer. Thus, if all freight shipments
leaving Los Angeles en route to Florida are being loaded out of
door "82" into trailer "A12," the planning module 370 would
establish a route using door 82 to load the freight shipment into
trailer Al2.
[0048] Once the freight shipment is processed through the
appropriate outbound door and loaded into the correct trailer, for
example, the freight shipment can then be logically "linked" to the
trailer. Thus, if freight shipment 123456789 is loaded into trailer
Al2 through outbound door 82 (at a Los Angeles hub), freight
shipment 123456789 can be logically linked to trailer Al2 for
purposes of tracking the progress of the freight shipment as it
moves through the carrier's transportation network. During its
transport through the carrier's network, the freight shipment might
be linked (and unlinked) to trailers, planes, hub facilities,
precise locations within a hub facility, delivery trucks, and/or
the like.
[0049] In planning routes, the planning module 370 may contemplate
various factors to maximize the efficiency and throughput of the
carrier's transportation network. For example, arbitrarily
assigning a strip (or unloading) door at a given hub facility could
potentially decrease the freight throughput of the hub and delay
the stripping and loading of other trailers. For instance, in the
Phoenix hub, if stripping the freight shipments of trailer Al2 via
door "S13" would increase the distance the freight shipments would
need to be transported at the hub, it would likely increase the
strip time of trailer A12 and delay other hub functions such as the
reloading of trailer Al2. In isolation, such a delay may seem
trivial. However, when repeated, such delays may significantly
alter the efficiency of the carrier's transportation network. To
minimize these situations, the planning module 370, in determining
a route, may calculate the total cross-hub distance that using a
particular strip door would require. For instance, by multiplying
the total number of units in each freight shipment by the travel
distance from a given strip door to the required outbound door for
each freight shipment, the planning module 370 can determine the
total cross-hub distance for a freight shipment and/or trailer
load. By minimizing the cross-hub distance, hub efficiency may be
increased. In addition to the minimizing the cross-hub distance,
the planning module 370 may also evaluate other factors to increase
efficiency in the transportation network, such as the weight
capacity of a lift truck, whether a freight shipment will be
temporarily housed at the hub facility, and load priority of a
shipment (e.g., if a shipment has a guaranteed delivery date).
[0050] As indicated in Block 720, after the shipping data is
received and the route is planned, the manifest module 340 may
generate an electronic manifest. The term "electronic manifest" is
used generically to refer to a list of freight linked to, for
example, a carrier transport means such as a trailer or plane. In
addition to a list of the freight linked to a particular transport
means, the electronic manifest may also include both the shipping
data (e.g., information regarding the freight shipment on the BOL)
and routing information provided by the planning module 370 for
each freight shipment included in the electronic manifest. In one
embodiment, the electronic manifest provides this information
(e.g., list of the freight, shipping data, and routing information)
for all shipments located within the transport means. In another
embodiment, the electronic manifest provides this information for a
single freight shipment having multiple units located in the
transport means. In various embodiments, the electronic manifest
may be assigned a manifest identifier such that each manifest can
be tracked or otherwise identified. Thus, the electronic manifest
can be used to both track the movement of freight and provide
instructions for handling and/or routing the freight through the
carrier's transportation network.
[0051] The electronic manifest may be used by various carrier
personnel such as lift truck operators (or others) at a hub
facility (or other locations) to route the freight through the
transportation network. For example, lift truck operators at a hub
facility may use the electronic manifest (via a lift truck
computing device 510) to strip the freight from one trailer and
load it into another trailer, temporarily house the freight at the
hub facility, or leave the freight in the trailer.
[0052] In one embodiment, for the lift truck computing device 510
to receive an electronic manifest, the electronic manifest may
first be sent to various other computing devices. In transmitting
the electronic manifest, in one embodiment, the enterprise system
105 may transmit it using two separate files. For example,
according to one embodiment, the electronic manifest can be sent
using a first message file and a second message file. The first
message file may include information relating to freight located
within a transport means, e.g., all shipments located within a
trailer and their routing and/or handling instructions. The second
message file may include the shipping data (or at least a portion
thereof) associated with the freight of the first message file and
any associated "special handling instructions," such as information
on handling hazardous materials in a freight shipment. As will be
recognized, the message files are illustrative and are not limiting
to the various embodiments described herein. Thus, in another
contemplated embodiment, the electronic manifest may be a single
message file or multiple message files, which are transmitted to
various computing devices.
[0053] As shown in FIG. 7 and indicated above, the electronic
manifest may first be sent to and received by various other
computing devices before being sent to and received by the lift
truck computing device 510. For example, as shown in Block 725, the
enterprise system 105 may transmit the electronic manifest to a
supervisory computing device 115, after which the supervisory
computing device 115 may transmit the electronic manifest to the
lift truck computing device 510 (Block 730). In another embodiment,
the enterprise system 105 may transmit the electronic manifest to a
local computing device 110 (Block 735), the local computing device
110 may then transmit the electronic manifest to the supervisory
computing device 115 (Block 740), after which the supervisory
computing device 115 may transmit the electronic manifest to the
lift truck computing device 510 (Block 745). In these contemplated
embodiments, transmitting the electronic manifest to the various
computing devices may serve different functions.
[0054] With respect to the local computing device 110, in one
embodiment, the local computing device 110 may function as a
gateway or central location to receive information for a region,
general area, or hub. For example, in one embodiment, for all
shipments being transported to or through the greater Atlanta area,
a single location could serve as the central communications point
for all hubs within the Atlanta area. In another embodiment, the
local computing device 110 could serve a managerial function at a
specific hub, such as coordinating the freight flow at the hub by
assigning the various electronic manifests to the supervisory
computing devices 115. This architecture may facilitate network
redundancy or managerial functions, including monitoring the flow
of freight through various hubs.
[0055] With respect to the supervisory computing device 115, in one
embodiment, the supervisory computing device 115 may be used to
coordinate various functions within a hub facility. For example, in
one embodiment, the supervisory computing device 115 may be located
within a hub facility that houses one or more lift trucks 120. In
this embodiment, the supervisory computing device 115 may assign or
dispatch work to the lift truck operators, e.g., instructions to
strip or load trailers (or other transport means). For example, if
there are ten lift trucks 120 at a hub facility and ten inbound
trailers en route to the hub that will need to be stripped, the
supervisory computing device 115 may assign each lift truck 120 to
strip a particular trailer. In assigning a lift truck 120 to strip,
for example, a particular trailer, the supervisory computing device
115 may transmit one or more electronic manifests linked to the
trailer to the assigned lift truck computing device 510 (Blocks 730
and 745). After the lift truck computing device 510 receives the
electronic manifest (Block 800), a copy of the electronic manifest
(including a list of all freight within a trailer, the shipping
data associated with the freight in the trailer, and
handling/routing instructions for the freight) can be stored in the
lift truck computing device 510 and used to transport freight
shipments. Further, as will be recognized, in the contemplated
embodiments, there may be multiple supervisory computing devices
115 at a single location. For example, there may be five
supervisory computing devices 115 at a hub used by carrier
personnel to coordinate the flow of freight through the hub.
[0056] However, in one embodiment, before operation of the lift
truck 120 can begin, the lift truck computing device 510 may
receive a lift truck operator's login (Block 805). The operator
login may be received before, during, or after receipt of the
electronic manifest. An illustrative operator login screen
displayed via a lift truck display 515 is shown in FIG. 11. Using
the lift truck computing device 510, the lift truck operator can
validate his credentials (e.g., authorization) to operate the lift
truck 120. Thus, at this step, the lift truck computing device 510
receives the lift truck operator's login and verifies that the
operator is authorized to operate the lift truck 120.
[0057] After the operator's identity has been verified, the lift
truck computing device 510 may cause display the electronic
manifest or at least a portion thereof (Block 810). Continuing with
the above example, as shown in FIG. 12, the lift truck computing
device 510 can display five of the twelve freight shipments (or any
other number) included in the electronic manifest. In this
embodiment, the lift truck computing device 510 displays the unique
identifier for the freight shipment (e.g., the PRO number), the
strip door for the trailer, the manifest identifier, the consignee,
the destination, and other information. At this point, the lift
truck operator can select a freight shipment to initiate a location
event. The term "location event" is used generically to indicate
that information regarding the location of the freight shipment may
be received as input by the lift truck computing device 510. Thus,
a location event does not necessarily connote that the freight is
being moved, but that information regarding its location may be
received as input, such as indicating that the freight shipment has
arrived at a particular hub and will remain with the assigned
trailer.
[0058] After the lift truck computing device 510 receives the
operator input initiating a location event for a particular freight
shipment (Block 815), the lift truck operator may identify the
freight shipment in the trailer (or other transport means). To
identify the freight shipment, various techniques may be used. For
example, the lift truck operator may simply perform a visual
inspection of the freight, e.g., by reading a sticker affixed to
the freight shipment with the corresponding unique identifier
printed thereon. Alternatively, to identify the freight, the lift
truck 120 may be equipped with a barcode reader and/or an RFID tag
interrogator on the fork 520, for instance, that can be used to
scan the barcode stickers or interrogate the RFID tags attached to
the freight. By scanning the barcode or interrogating the RFID tag,
the unique identifier can be automatically determined by the lift
truck computing device 510.
[0059] In an alternative embodiment, before initiating a location
event for a particular freight shipment, the freight shipment may
be automatically identified using an RFID tag interrogator. For
example, after the lift truck computing device 510 displays at
least a portion of the electronic manifest, the lift truck operator
may use the lift truck 120 to pick up the first available freight
shipment. In this embodiment, after the freight shipment is picked
up by the fork 520 of the lift truck 120 (or even before), the
freight can be automatically identified by interrogating the RFID
tag attached to the freight using the RFID interrogator.
Accordingly, the lift truck computing device 510 can automatically
identify freight and initiate a location event for the identified
freight. Thus, as illustrated, identifying the freight can be
automated with minimal or no human involvement. As will be
recognized, various other techniques may be used to identify
freight shipments and be within the scope of the various
embodiments of the present invention.
[0060] In yet another embodiment, a freight shipment that is not
included in the electronic manifest may be identified in, for
example, a trailer. In such cases, the freight shipment can be
added to the electronic manifest via the lift truck computing
device 510. For instance, the lift truck operator can input (or
scan) the unique identifier of the freight shipment via the lift
truck computing device 510, which may respond with a handling
instruction provided by the supervisory computing device 115. In
this way, the lift truck computing device 510 can provide
instructions for "unexpected" events and add freight shipments to
an electronic manifest.
[0061] After a location event is initiated, the freight may be
inspected and the lift truck computing device 510 may receive
inspection data as input (Block 820). The term "inspection data" is
used generically to refer to information identifying the condition
of the freight, such as overages, shortages, damage, and/or the
like. As shown in FIG. 13, as part of the inspection process, the
lift truck computing device 510 can display detailed information
about the freight shipment for which the location event was
initiated. For example, the lift truck computing device 510 may
display the number of loose units, hand units, and pallet units in
the freight shipment. In one embodiment, the term "loose units"
refers to freight units that can be placed on pallets, but that are
being transported as loose, individual pieces. Similarly, "hand
units" can be used to refer to oversized or bulky items that may be
difficult to move during the stripping or loading process, e.g.,
scrap metal banded together. And "pallet units" may refer to
freight that is being transported on pallets. With this detailed
information being displayed, the lift truck operator can use the
information to inspect the condition of the freight and input the
inspection data into the lift truck computing device 510.
[0062] Continuing with the above example, if a consignor ships
forty boxes that are shrink-wrapped on a single pallet, the
shipping data and electronic manifest can indicate that the freight
shipment comprises a single pallet with forty boxes attached
thereto. So, for instance, if a location event is initiated for
this freight shipment, a screen similar to that shown in FIG. 13
may be displayed via the lift truck display 515. Using the
information provided by the lift truck computing device 510 via the
lift truck display 515, the lift truck operator can inspect the
freight to determine if there are any overages, shortages, or
damage that may have occurred during transit. After completing the
inspection, according to one embodiment, the lift truck computing
device 510 receives the results of the inspection, e.g., the lift
truck computing device 510 receives the inspection data as input
from the lift truck operator (Block 820). In another embodiment,
the lift truck computing device 510, via the inspection module 670,
receives inspection data automatically from a computing device,
such as a reweigh computing device 500 (Block 820). For example,
the inspection data may simply be a weight determined by the
reweigh computing device 500 and transmitted to the lift truck
computing device 510 as inspection data. In this embodiment, the
"inspection" may merely comprise weighing the freight and comparing
the weight to the information provided in the BOL to determine if
there is a weight disparity in the freight shipment since the time
transport commenced, e.g., a possible overage or shortage of
freight or incorrect weight provided on the BOL.
[0063] After the lift truck computing device 510, via the
inspection module 670, receives the inspection data (e.g., as
automated or manual input), the lift truck computing device 510 may
determine if the inspection data exceeds an inspection threshold.
An "inspection threshold" may be, for instance, a definable amount
of freight overage, freight shortage, or freight damage that is
acceptable for a given freight shipment, a set of freight
shipments, or for all freight shipments. Thus, there may be
multiple inspection thresholds for a shipment, a set of shipments,
or for all shipments. For example, in one embodiment, three
inspection thresholds may be defined: an overage threshold; a
shortage threshold; and a damage threshold. In an alternative
embodiment, a single threshold is defined. In the above example,
the inspection threshold may indicate that any freight overage, a
2% percent freight shortage, and 8% freight damage are all
satisfactory thresholds for all freight shipments. Correspondingly,
in this embodiment, any shortage exceeding 2% and any damage
exceeding 8% would exceed the inspection threshold. As will be
recognized, the inspection threshold can be a percentage, a number,
a condition (e.g., water damage), a weight, and/or the like.
Moreover, in various embodiments, the inspection thresholds may be
variably defined by the consignor, consignee, or carrier. For
example, if a consignor ships a high-value item, any damage to the
freight may be unacceptable and the damage threshold may be set at
0%. In contrast, if the consignor ships a low-value item, a certain
percentage of damage may not significantly affect the value of the
freight and the damage threshold may be higher, such as 15%.
[0064] Continuing with the above example, if the pallet shipped
with forty shrink-wrapped boxes received significant damage to
twenty-five of the forty boxes, the lift truck operator could
inspect the freight and input the inspection data (e.g., condition
information) representative of the damage via the lift truck
computing device 510. After receiving the inspection data, the lift
truck computing device 510 may determine if the inspection data
exceeds one or more inspection thresholds (Block 825). If the lift
truck computing device 510 determines that the inspection data
exceeds an inspection threshold, in one embodiment, it may generate
an inspection alert (Block 830).
[0065] As indicated above, the term "inspection alert" is used
generically to indicate some form of notification that an
inspection threshold has been exceeded. Inspection alerts may be
generated by the lift truck computing device 510 (or another
computing device) in a variety of ways. For example, the lift truck
computing device 510 may send a textual notice to a computer,
pager, cell phone, DIAD, or other mobile device. Similarly, the
lift truck computing device 510, via the inspection module 670, may
simply set an electronic flag (e.g., changing a defined bit in a
message) that can be transmitted to the enterprise system 105, the
local computing device 110, the supervisory computing device 115,
or the like. As will be recognized, the described inspection alerts
are illustrative and not limiting to the various embodiments of the
present invention, and, in fact, may be generated by devices other
than the lift truck computing device 510.
[0066] Additionally, the range of uses of the inspection alerts may
vary. In one embodiment, an inspection alert may simply notify the
carrier that damage to a particular freight shipment has occurred.
In this embodiment, the carrier may determine whether further
action is necessary based on its relationship with the consignor or
consignee. In another embodiment, the inspection alert may provide
the consignor or consignee with the option of intervening with the
progress of the freight shipment. For example, the consignor may
request that the freight shipment be returned or that delivery of
the freight shipment to the consignee continue. So, for instance,
as noted in the above example, if an inspection alert were
generated because twenty-five of the forty boxes were damaged, the
consignor may request that the entire damaged freight shipment be
returned (or routed to another location), and the consignor may
immediately ship a new freight shipment to the consignee.
[0067] With respect to charging customers for transporting a
freight shipment, carriers may rely on the shipping classification
provided by the consignor on the BOL (in addition to, for example,
internal auditing procedures). The shipping classification may be
based on a number of factors, including the value, potential for
damage, overall weight, and pounds per cubic foot of the freight
shipment. Of these, the two predominant factors in determining a
shipping classification are the weight and dimensions of the
freight. Because the lift truck 120, in one embodiment, includes a
reweigh computing device 500, weights for freight shipments can be
determined at hub facilities (and other locations) to help ensure
that shipping classifications on the BOLs are accurate. If a
shipping classification is inaccurate, the carrier may undercharge
or overcharge the consignor for transporting the freight. With
respect to undercharges, a significant percentage of freight that
is transported by carriers is at least initially under-classified,
which may cause the carriers lose a substantial amount of revenue
if undetected. For example, one estimate indicates that a large
freight carrier may recover as much as $30 million a year by
manually auditing the shipping classifications of just a small
percentage of the freight shipments it transports. With an
automated system automatically auditing every, or most, freight
shipments, it is likely that such revenue recoveries would increase
substantially. To audit the shipping classification of a freight
shipment, it may be useful to determine the dimensions and weight
of the freight shipment.
[0068] To make weight determinations, in addition to housing the
reweigh computing device 500, the lift truck 120 may include a
"load cell" and an "inclinometer" on the lift truck 120. For
example, in one embodiment, the lift truck 120 may include a load
cell(s) mounted to one (or both) of the forks 520. In this
embodiment, the load cell is capable of determining the weight of
items on the fork 520. Similarly, an inclinometer(s) may be mounted
to one (or both) of the forks 520 to monitor lift truck tilts,
slope measurements, and/or pitch and roll measurements that may
affect weight determinations. In operation, the load cells can
provide the measurement of weight on the forks 520 and the
inclinometer can determine the angle (forward angles, backward
angles, and lateral angles) of the forks 520. Thus, for the reweigh
computing device 500 to make a weight determination, it may receive
weight and angle information from the load cell(s) and
inclinometer(s), respectively. After receiving this information,
the reweigh computing device 500, compensating for angles and the
like, may make a weight determination for the freight on the
fork(s) 520 (FIGS. 14-15 and Block 835). Then, the reweigh
computing device 500 may transmit the weight determination to the
lift truck computing device 510 (Block 840). As will be recognized,
though, the lift truck computing device 510 may also receive the
weight determination as manual input from a user, e.g., as an
override input or as input for freight that does not lend itself to
weight determinations using the fork 520 or the lift truck 120.
[0069] In addition to ensuring accurate freight classifications, as
discussed above, weight determinations (e.g., reweighing the
freight at different locations in the transportation network) may
also be used to determine whether there is an overage or shortage
of freight that occurred during transit. Thus, the weight
determination can be received as the inspection data (or as part of
the inspection data) for comparing to the inspection threshold.
[0070] These weight determinations may, according to one
embodiment, be made on every freight shipment transported by a
carrier. In another embodiment, making a weight determination on
every freight shipment may prove infeasible. Thus, in certain
circumstances, only the freight shipments of specific consignors
may be subject to reweighs (and reweigh classifications), e.g.,
based on a particular consignor's course of business conduct. For
example, if a consignor frequently under-classifies shipments, the
carrier may find it necessary to reweigh all of the consignor's
shipments. Similarly, particular types of shipments may be
difficult to classify (e.g., scrap metal banded together), so the
carrier may find it necessary to reweigh particular types of
shipments or all shipments of particular classifications regardless
of the consignor or the type of freight being shipped.
[0071] As will be recognized, according to various embodiments, the
weight determinations may be in compliance with and may be made
using devices certified by the National Type Evaluation Program
("NTEP"). An official NTEP certificate of conformance is issued by
the National Conference on Weights and Measures ("NCWM") following
successful completion of the evaluation and testing of a device.
The certification indicates that the device meets applicable
requirements for commercial weighing and measuring equipment in the
United States. Thus, for example, the reweigh computing device 500
may be an NTEP certified device, allowing a carrier to weigh
freight shipments and charge customers in compliance with
applicable legal requirements. Similarly, outside of the United
States, the weight determinations and devices may be operated and
certified in compliance and accordance with an applicable governing
jurisdiction's regulations and laws.
[0072] As discussed above, the two predominant factors in
determining shipping classifications are the weight and dimensions
of the freight. To aid in determining freight dimensions (e.g.,
height, length, width, or any combination thereof), one embodiment
of the system includes two imaging devices 125, such as two digital
cameras mounted proximate a strip door. In this embodiment, the two
imaging devices 125 can be used to capture multiple views and
images of the freight. Providing multiple views and images of the
freight may be helpful in determining the dimensions of the
freight, providing for more accurate measurements or compensating
for obstructed (or otherwise unclear) views of the freight. In this
embodiment, the imaging devices 125 may capture one or more images
of the freight on the fork 520 of the lift truck 120 (Block 900).
For example, as the lift truck 120 drives out of the trailer, the
imaging devices 125 may capture multiple images of the freight
located on its fork(s) 520. After an imaging device 125 captures
one or more images, it may transmit them to the lift truck
computing device 510 (Block 905).
[0073] As indicated in Blocks 910 and 915, the lift truck computing
device 510 may receive both the weight determination from the
reweigh computing device 500 (or as manual input) and the images
from the imaging devices 125. Using the images from the imaging
devices 125, the lift truck computing device 510 may calculate the
dimensions (e.g., height, length, width, or any combination
thereof) of the freight (Block 920). For instance, using
algorithms, the lift truck computing device 510 may determine the
length, width, and/or height of the freight shipment based, for
instance, on the pixels in the digital images received from the
imaging devices 125. As an example, because digital images are
represented by pixels (or image dots), algorithms can analyze the
pixels of an image to identify "edges" of surfaces of an object.
Using the identified edges, algorithms may use a fixed object or
other reference in the image to determine its dimensions. For
instance, by using a reference point, such as a twelve inch long
barcode affixed to a freight shipment, algorithms can determine the
number of pixels required for a length of twelve inches. With this
information, algorithms can then determine the dimensions, such as
length, width, and/or height, of the freight shipment.
[0074] In an another embodiment, lasers can be used to determine
(or help determine) the dimensions of a freight shipment. For
example, a distance laser can be mounted near a strip door to
determine the highest point of a freight shipment to determine (or
help determine) its height. In this embodiment, images received
from the imaging devices 125 can still be used to determine the
length and width of the freight shipment. Similarly, as will be
recognized, lasers can also be used to determine (or help
determine) the height, width, and length of a freight shipment. In
yet another alternative embodiment, as will also be recognized, the
dimensions may be received as manual input or be received as part
of the shipping data.
[0075] After the lift truck computing device 510 determines the
dimensions of the freight shipment, it can determine the shipping
classification based on the weight determination and the dimensions
(Block 925). In one embodiment, this classification is referred to
as the "reweigh classification." The term "reweigh classification"
is used because the weight determination may take place after an
initial weight determination has been made either by the consignor
or the carrier.
[0076] Similar to the NTEP certification for weight determinations,
the reweigh classification may be determined in compliance and
accordance with applicable regulations and laws. In the United
States, the National Motor Freight Traffic Association, Inc., has
established National Motor Freight Classification ("NMFC")
standards for providing a comparison of freight moving in
interstate, intrastate, and foreign commerce. For example, freight
may be classified into one of eighteen classes--from a low of class
50 to a high of class 500. For example, the lift truck computing
device 510, via the reweigh classification module 640, may
determine the proper shipping classification in accordance with the
NMFC standards based on the minimum average density in pounds per
cubic foot. Table 1 is provided below to illustrate exemplary
average densities, shipping classifications, and average values per
pound.
TABLE-US-00001 TABLE 1 Minimum Average Density Shipping Average
Value (in pounds per cubic foot) Classification Per Pound 50 50
$1.06 35 55 $2.06 30 60 $3.12 22.5 65 $5.17 15 70 $7.80 13.5 77.5
$10.39 12 85 $15.61 10.5 92.5 $20.78 9 100 $25.99 8 110 $28.60 7
125 $32.49 6 150 $39.02 5 175 $45.52 4 200 $52.02 3 250 $65.02 2
300 $78.01 1 400 $104.02 Less than 1 500 $130.04
[0077] In addition to weight and dimensions, the density,
stowability, handling, and liability of the freight may also be
considered to evaluate freight classifications. All of this
information may be stored in tables stored in the lift truck
computing device 510 to determine freight reweigh classifications
via the reweigh classification module 640. Alternatively or
additionally, such tables may be stored in various other computing
devices, such as the enterprise system 105, and accessed by the
lift truck computing device 510 to make reweigh classifications.
Thus, by using weight determinations made by NTEP certified devices
and reweigh classifications determined in accordance with NMFC
guidelines, carriers can charge customers for the reweigh
classifications determined in accordance and compliance with
applicable regulations and laws. Similarly, outside of the United
States, the devices and reweigh classifications may be in
accordance and compliance with an applicable governing
jurisdiction's requirements.
[0078] As indicated in Block 930, after determining the reweigh
classification, the lift truck computing device 510 may compare the
reweigh classification to the billing classification (e.g., the
classification provided by the consignee on the BOL or as
determined by the carrier upon receipt of the freight shipment).
The reweigh classification and the billing classification can be
compared to determine if they are "substantially similar" (Block
1000). The term "substantially similar" is used to mean an exact
classification match and/or to mean a reasonable classification
discrepancy as defined by the carrier, consignor, or consignee. In
one embodiment, by determining if the classifications are
substantially similar, the carrier may, if desired, allow for
expected or reasonable classification discrepancies. For instance,
to maintain a valued relationship with a consignor, a carrier may
choose to allow for classification discrepancies under a certain
value, e.g., $5.62, for a particular consignor. Similarly,
classification discrepancies may be allowed for international
freight shipments that may be associated with different shipping
classifications for each country. For example, class 70 in the U.S.
may be class 50 in Mexico, which may mean that the classifications
are substantially similar. As indicated above, though, the carrier
may require that all billing classifications match the reweigh
classifications and not allow for any classification discrepancies.
Thus, the term "substantially similarly" may be variably defined by
the carrier, consignor, or consignee and may be a monetary value, a
percentage, and/or the like. Also, as will be recognized, the
substantial similarity comparison can be made by the enterprise
system 105, the local computing device 110, or the supervisory
computing device 115.
[0079] If the lift truck computing device 510 determines that the
reweigh classification and the billing classification are not
substantially the same, it may generate a classification alert
(Block 1005). As with the inspection alert, the term
"classification alert" is used generically to indicate some form of
notification that the billing classification and the reweigh
classification are not substantially the same. Classification
alerts may be generated by the lift truck computing device 510 (or
another computing device) in a variety of ways. For example, the
lift truck computing device 510 may send a textual notice to a
computer, pager, cell phone, DIAD, or other mobile device.
Similarly, the lift truck computing device 510 may simply set an
electronic flag (e.g., changing a defined bit in a message) that
can be transmitted to the enterprise system 105, the local
computing device 110, the supervisory computing device 115, or the
like. As will be recognized, the described classification alerts
are illustrative and not limiting to the various embodiments of the
present invention, and, in fact, may be generated by entities other
than the lift truck computing device 510.
[0080] The classification alerts may be used for different
purposes. In one embodiment, classification alerts may be used to
notify the lift truck operator that the reweigh classification
needs to be verified as being correct before proceeding. For
instance, the classification alert may require the lift truck
operator to verify the dimensions of the freight and/or the weight
determination to ensure their accuracy before updating the billing
classification. In another embodiment, classification alerts may be
used to randomly check reweigh classifications in an effort to
monitor the overall performance and accuracy of the system.
[0081] In Block 1010, the lift truck computing device 510 may then
transmit the reweigh classification to the enterprise system 105.
After the enterprise system 105 receives the reweigh
classification, it may change/update the billing classification,
via the billing module 330, to reflect the correct billing
classification as indicated by the reweigh classification (Blocks
1015 and 1020). By updating the billing classification, carriers
can appropriately charge consignors and/or consignees for the
correct shipping classification. Thus, if the freight is
under-classified, the responsible party may be charged an
additional amount (in one embodiment, the additional amount may
further include a service charge). If the freight is
over-classified, the responsible party may receive a credit from
the carrier.
[0082] After the freight shipment has been identified, inspected,
reweighed, and the like, the freight shipment may be transported to
the location indicated via the electronic manifest (Block 1025). As
shown in FIG. 16, during transport, a transitional screen may be
displayed to show information about the transport of the freight,
e.g., speed, direction, and the like. In one embodiment, to provide
this information, the lift truck computing device 510 may receive
telematics/parametric data via the telematics module 630. For
example, the lift truck computing device 510 may receive telematics
data from various sensors, such as variable voltage sensors, oil
pressure sensors, seat sensors, seatbelt sensors, speed sensors,
distance sensors, and the like. The data received from these
sensors can be manipulated and/or communicated to the other system
entities described herein for various purposes, including
evaluating operator efficiency and tracking the movement of freight
shipments. For instance, lift truck operator efficiency can be
tracked by monitoring how long it takes to strip a trailer or how
long it takes to transport a freight shipment across the hub.
Similarly, the data may be used, for example, to determine when
lift truck 120 maintenance such as an oil change is necessary.
Table 2 provides illustrative telematics data that can be received
via the telematics module 630.
TABLE-US-00002 TABLE 2 Name Telematics/Parametric Data
DriverRunTimer The time the operator has been running the lift
truck DriverRunMiles The number of feet the operator has driven the
lift truck (day, month, or year) IdentificationTimer, Number of
seconds required to identify freight shipment InspectionTimer,
Number of seconds required to identify freight shipment and reweigh
freight MoveTimer, Number of seconds required to transport freight
shipment LoadTimer Number of seconds required to load freight
shipment ReturnTripTimer, Number of seconds required to return to
stripping location MoveFeet Total feet per move. BeginLocation
Strip door or dock zone, e.g., EndLocation Coded value for final
location within trailer (see below) EndtrailerID Final trailer
Number
[0083] As well the above telematics data, the lift tuck computing
device 510 may receive location data from a GPS, RFID tags, and/or
barcodes. For example, as the lift truck 120 moves throughout the
hub, RFID tags (and/or barcodes) storing location information can
be interrogated (read) to automatically determine the location of
the lift truck 120. For instance, as the lift truck 120 turns a
corner or passes a particular location in a hub, an RFID tag
affixed to the particular corner or location may be automatically
interrogated to identify the location of the lift truck 120. In
addition to using such mechanisms in hubs, similar identification
means may be used to identify trailers, trucks, planes, and other
transport means. For example, the rear door or interior of a
trailer may have an RFID tag attached thereto to identify the
trailer and/or the current location of the trailer. The location
information may be used to track to the movement and efficiency of
the lift truck 120 and/or the location of the freight.
[0084] After the lift truck transports the freight shipment to the
location indicated by the electronic manifest, the lift truck
computing device 510 may receive input (e.g., information), via the
location module 650, identifying the location where the freight was
transported (Block 1030). As indicated above, this information may
be received as automated input, e.g., via RFID tags, barcodes, or
GPS, or as manual input from a user. Moreover, depending on the
carrier, the location information may be detailed or general. For
instance, continuing with the above example and as shown in FIGS.
17 and 18, the lift truck computing device 510, via the location
module 650, may receive input indicating that the freight is now at
door "Aa." After identifying the door, the lift truck computing
device 510 may receive trailer information, e.g., a unique trailer
number and/or information indicating the current location of the
trailer. The lift truck computing device 510 may also receive
information indicating the location of the freight inside the
trailer. For instance, after arriving at door Aa, the lift truck
operator may drive the lift truck 120 into the trailer through door
Aa and deposit the freight on the left or right side of the
trailer. This location information can be received by the lift
truck computing device 510 as either automated or manual input. For
instance, the lift truck operator may manually input that the
freight was deposited five linear feet from the door on the left
side of the trailer. Alternatively, this information may be
received automatically using various means, such as RFID tags,
barcodes, and/or photo sensors positioned within the trailer or
outside the outbound door. The location information may be used for
tracking freight shipments, properly balancing trailer loads,
and/or identifying high-priority shipments that may need to be
stripped out of the trailer first.
[0085] In one embodiment, after the lift truck computing device 510
has received the location information regarding the location of the
freight shipment, the lift truck computing device 510 may receive a
location validation (Block 1035). The term "location validation" is
used generically to refer to input confirming the location of one
or more freight shipments. In the shipping industry, double
checking load and routing information for packages, freight
shipments, and trailer loads is often good practice. For instance,
if a freight shipment is misloaded or misrouted, the carrier may
have to re-route the freight shipment and potentially compensate
the consignor or consignee for any delay in delivery of the
freight. To limit these situations, as shown in FIG. 19, the lift
truck computing device 510 may cause display of a screen requesting
a location validation. In response to this display, similar to
location information, the lift truck computing device 510 may
receive a location validation as automated or manual input. For
instance, upon exiting the trailer, the lift truck operator may
confirm via manual input that the freight was loaded into the
correct trailer. If the freight is loaded into the correct trailer
(or deposited at the correct location within the hub), the lift
truck operator may continue stripping and/or loading trailers. If,
however, the freight is misloaded or misrouted, the lift truck
operator may need to transport the freight to the correct trailer
or hub location. For misloaded or misrouted freight, a validation
alert may be generated to advise the lift truck operator that there
may be a problem with the freight. As with the other alerts, the
term "validation alert" is used generically to indicate some form
of notification that the freight may have been misloaded or
misrouted. These alerts can be generated in ways similar to those
discussed with respect to the inspection alerts and the
classification alerts. As will be recognized, though, other alerts
can also be generated, such as (1) a "priority alert" used to
provide notification that a freight shipment is behind its
guaranteed delivery date or requires special handling to meet its
guaranteed delivery date or (2) a "hazardous material alert" used
to provide notification that a freight shipment contains hazardous
materials and may require special handling.
[0086] Continuing with the above example, after the lift truck
computing device 510 receives a "location validation" indicating
that the freight shipment is in the correct location, the driver
may return to the stripping door and continue stripping the
trailer. And as shown in FIG. 20, during the return trip, a
transitional screen may be displayed to show information about the
trip, e.g., speed, direction, and the like.
[0087] During the entire process of transporting freight shipments
through a carrier's transportation network, the carrier, consignor,
and consignee may have access to real-time current status
information regarding each freight shipment. The term "current
status information" is used generically to refer to the data or
information about the location, the reweigh classification, trailer
assignments, shipping data, handling instructions, and/or the like
for freight shipments. In one embodiment, as the current status
information is received by the lift truck computing device 510, the
lift truck computing device 510 may transmit this information to
the supervisory computing device 115 and/or the enterprise system
105. Alternatively, the enterprise system 105 (e.g., via the
visibility module 350) and/or the supervisory computing device 115
(e.g., via the visibility module 470) may periodically poll the
lift truck computing device 510 for current status information.
With current status information, the enterprise system 105 and/or
the supervisory computing device 115, via their respective
visibility modules, can provide real-time current status
information to the various entities (Block 1040). For example, a
hub supervisor can monitor the progress of the freight moving
through the hub, such as the current status of all dispatched
shipments on the hub that have been stripped and loaded. Similarly,
a consignor can track the progress of the freight shipment on its
way to the consignee by accessing the carrier's website. This
functionality provides real-time visibility for the freight
shipments moving through the carrier's transportation network to
consignors, consignees, and the carrier.
[0088] In addition to providing real-time current status
information, the enterprise system 105 may generate a variety of
reports (Block 1045) with data it receives or with data received by
the lift truck computing device 510. Information in the reports may
include lift truck operator efficiency, throughput of the carrier's
transportation network or hub, under-classified freight (including
patterns of a particular consignor), misloaded or misrouted freight
shipments, and the like. As will be recognized, though, there are a
variety of reports that can be generated with the information
received and/or generated by the enterprise system 105, the local
computing device 110, the supervisory computing device 115, the
reweigh computing device 500, and the lift truck computing device
510.
[0089] Many modifications and other embodiments of the inventions
set forth herein will come to mind to one skilled in the art to
which these inventions pertain having the benefit of the teachings
presented in the foregoing descriptions and the associated
drawings. Therefore, it is to be understood that the inventions are
not to be limited to the specific embodiments disclosed and that
modifications and other embodiments are intended to be included
within the scope of the appended claims. Although specific terms
are employed herein, they are used in a generic and descriptive
sense only and not for purposes of limitation.
* * * * *