CN113298403A - Transportation time window synchronization-based highway and molten iron combined transportation scheduling method - Google Patents
Transportation time window synchronization-based highway and molten iron combined transportation scheduling method Download PDFInfo
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Abstract
The invention discloses a highway and molten iron combined transportation scheduling method based on transportation time window synchronization, which generates a transportation list according to transportation requirements through a plurality of combined transportation operators, implements whole course 'one-system', constructs a highway and molten iron combined transportation scheduling optimization model based on a discrete time optimization method, which aims at minimizing the difference between the actual arrival time of a container at a destination and the arrival time of a main demand of goods and takes the synchronization of the transportation time window as a constraint, takes the optimization result as a reference, makes a transportation and operation plan in advance for each transportation link, records the information of goods in each link in the whole process of combined transportation scheduling, generates a highway and molten iron whole-process data information flow, realizes the requirements of each time window of each transportation end, considers the time window constraint of the whole process as a whole, simultaneously establishes the whole transportation process by serially connecting information such as box numbers and the like, realizes the information sharing of pre-allocation and the whole process in the combined transportation mode, the transportation cost is reduced, and the whole transportation efficiency is improved.
Description
Technical Field
The invention relates to the technical field of combined transportation and dispatching of public molten iron, in particular to a combined transportation and dispatching method of the public molten iron based on transportation time window synchronization.
Background
At present, the construction of a multi-type intermodal transportation and transportation system and a collection and distribution system of a comprehensive freight transportation hub is accelerated, the improvement of the multi-type intermodal transportation efficiency and the logistics comprehensive service level are important tasks of national comprehensive traffic development, and the problems of low standardization degree, relatively lagged intermodal scheduling information interconnection construction, unbalanced structure and the like exist in the current intermodal scheduling development. The combined transportation of the molten iron serves as a low-cost and efficient container transportation mode, the combined transportation of the molten iron and the molten iron is carried out by short-distance transportation through road connection, long-distance transportation in road and railway service can effectively provide door-to-door container transportation, and more efficient and intelligent transportation service can be provided compared with independent transportation.
However, in the prior art, the complex method for dispatching the rail transit intermodal transportation based on the transit time window synchronization has the following defects:
1. in the existing combined transportation, the connection among all transportation modes is weak, all transportation modes are connected through a goods owner, the transportation process cannot be integrally controlled, and the overall arrangement is difficult to realize;
2. the existing combined transportation data chains are difficult to be connected in series, the coordination among transportation links is difficult due to the mutual independence of cargo transportation information, efficient transportation capacity allocation and operation plan arrangement are difficult to be made according to transportation requirements, the transportation efficiency is low in the transportation process, and efficient transportation is difficult to realize;
3. the existing transportation scheme can only meet the independent time window of each carrier, and each carrier is contacted by a shipper, and the shipper is difficult to find a proper carrier due to lack of coordination among the carriers, so that the consignee is difficult to meet the receiving time window, and higher transportation cost is brought.
Therefore, how to provide a joint scheduling technique capable of satisfying the needs of owner transportation and the time window requirements and realizing efficient transportation is a problem that needs to be solved by those skilled in the art.
Disclosure of Invention
The invention provides a method for dispatching the transportation of public molten iron through considering the synchronization of transit time windows, which aims to realize the dispatching task of container goods in a public molten iron transportation mode by taking the synchronization of the transit time windows as constraint and the requirement of the transportation time of a cargo owner as the target on the premise of meeting the transportation requirement of the cargo owner from the whole process.
In order to achieve the purpose, the technical scheme of the invention is as follows:
a rail transit dispatching method based on transit time window synchronization comprises the following steps:
s1: generating a multi-type intermodal dispatching order, wherein the multi-type intermodal dispatching order is generated based on the transportation requirements of a cargo owner, and the transportation requirements comprise a transportation starting point, a transportation terminal point, cargo types, a cargo transportation amount, a transportation starting time requirement, a destination reaching time requirement and cargo transportation special requirement information;
s2: constructing a highway and railway combined transportation scheduling optimization model according to a discrete time optimization method, generating a total objective function, wherein the transportation modes of the highway and railway combined transportation scheduling optimization model comprise two or more than two transportation modes of a highway, a railway and a waterway, and the creation conditions of the highway and railway combined transportation scheduling optimization model are that the time of the container arriving at each transfer node and the time of the container leaving each transfer node are calculated by taking the actual arrival destination time of the container and the arrival destination time difference of a owner requirement as targets and taking the synchronization of transfer time windows as constraints;
s3: generating a multi-type intermodal scheduling organization scheme according to a total objective function, wherein the multi-type intermodal scheduling organization scheme is a scheme generated by calling the total objective function on the basis of the conditions of ensuring the feasibility of a line of a container in the transportation and transfer process, ensuring the feasibility of time of the container in the transportation and transfer process and ensuring the continuity of each state of the container in the transportation and transfer process;
s4: and implementing the transport of the multi-mode intermodal dispatch order according to the organization scheme of the multi-mode intermodal dispatch.
Further, the total objective function formula generated in step 2 is:
where C is the total objective function value, K is the set of containers, Q' is the set of origins and destinations, and T is the set of discrete time points.
The actual time of the container k to the destination p, bpThe desired container for the owner arrives at the destination p times,
a variable with a value of 0 or 1 indicates whether or not the container k is delivered to the destination p at time t.
Further, the method for ensuring the feasibility of the route of the container in the transportation and transfer process comprises the following steps:
judging whether each container has two or more than two transportation modes in the transportation process:
judging whether each container realizes path balance in the transportation process according to the arrival state of each container at the continuous transfer nodes:
and judging whether the origin and the destination of the container are consistent with the origin and the destination in the order, and if so, determining that the transportation path of the container is complete.
Further, the formula for ensuring the feasibility of the container in time during transportation and transfer is as follows:
calculating the time of the container arriving at each transfer node and destination by formula (2):
in the formula (I), the compound is shown in the specification,
indicating the time of arrival of the container at each transit node and destination, LoctRepresenting the relative position of each time step in the total optimization time span,
a variable with a value of 0 or 1 indicates whether the container k is transported to the destination p at time t;
calculating the time for the container to leave the origin and each transit node by equation (3):
in the formula (I), the compound is shown in the specification,
indicating the time, Y, at which the container leaves the origin and the respective transfer nodek,tA variable with a value of 0 or 1 represents whether the container k waits for transfer at a container yard of the wharf at the time t; i isk,tA variable whose value is 0 or 1 indicates whether or not the container k is waiting at the container yard at the end of time t, LoctRepresenting the relative position of each time step in the total optimization time span;
calculating the difference between the time of the container arriving at each transit node and the destination and the time of the container leaving the origin and each transit node;
and if the time difference and the time of the container reaching each transfer node and the destination meet a threshold value, determining that the time in the container transportation and transfer process is feasible.
Further, the formula for ensuring the continuity between the states of the container during transportation and transfer is as follows:
calculating the time when the container enters and leaves the port yard and the time when the container enters and leaves the railway yard;
and judging the continuity of each state of the container in the transportation and transfer process according to the time of entering and leaving the port yard, the time of entering and leaving the railway yard, the time of the origin and the destination of the container.
Further, the determining whether each container has two or more transportation modes in the transportation process includes:
when equation (4) holds
Determining that two or more transportation modes exist in the transportation process, wherein Q represents a set of transfer points, Q' represents a set of origins and destinations, K is a set of containers,
a variable with a value of 0 or 1 indicates whether container k is being transported from transit node p to transit node q.
Further, the determining whether each container realizes path balance in the transportation process according to the arrival state of each container at each transit node includes:
when the container satisfies formula (5) at the continuous transfer node
Determining that the container has achieved path balance during transport; wherein the content of the first and second substances,
a variable, which takes the value 0 or 1, indicates whether container k is being transported from transit node p to transit node q,
a variable with a value of 0 or 1 indicates whether container k is being transported from transit node q to transit node p'.
Has the advantages that: the invention fully considers the overall scheduling of each transportation mode in the intermodal transportation mode, synchronously finishes the container cargo transportation based on the transit time window, realizes the purpose of meeting the requirements of each transportation terminal on the time window, integrally considers the time window constraint of the whole process, and simultaneously establishes the whole transportation process by serially connecting information such as box numbers and the like, realizes the information sharing of pre-scheduling and the whole process in the intermodal transportation mode, reduces the transportation cost and improves the whole transportation efficiency.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a flowchart of a method for dispatching rail transit based on transit time window synchronization.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a flowchart of a method for dispatching rail transit based on transit time window synchronization according to the present invention, and as shown in fig. 1, the method of this embodiment includes:
s1: generating a multi-type intermodal dispatching order, wherein the multi-type intermodal dispatching order is generated based on the transportation requirements of a cargo owner, and the transportation requirements comprise a transportation starting point, a transportation terminal point, cargo types, a cargo transportation amount, a transportation starting time requirement, a destination reaching time requirement and cargo transportation special requirement information;
s2: constructing a highway and railway combined transportation scheduling optimization model according to a discrete time optimization method, generating a total objective function, wherein the transportation modes of the highway and railway combined transportation scheduling optimization model comprise two or more than two transportation modes of a highway, a railway and a waterway, and the creation conditions of the highway and railway combined transportation scheduling optimization model are that the time of the container arriving at each transfer node and the time of the container leaving each transfer node are calculated by taking the actual arrival destination time of the container and the arrival destination time difference of a owner requirement as targets and taking the synchronization of transfer time windows as constraints;
s3: generating a multi-type intermodal scheduling organization scheme according to a total objective function, wherein the multi-type intermodal scheduling organization scheme is a scheme generated by calling the total objective function on the basis of the conditions of ensuring the feasibility of a line of a container in the transportation and transfer process, ensuring the feasibility of time of the container in the transportation and transfer process and ensuring the continuity of each state of the container in the transportation and transfer process;
s4: and implementing the transport of the multi-mode intermodal dispatch order according to the organization scheme of the multi-mode intermodal dispatch.
Specific examples are; combining actual data provided by Liaoning Port group Limited company, China railway science research institute group Limited company and Shenzhen City easy flow technology shares Limited company, realizing transportation of automobile spare and accessory goods from A place to I place according to the public molten iron intermodal transportation scheduling process, and the concrete implementation contents comprise:
3 months in 2021The 13-day shipper sends a transportation request to the multi-type intermodal carrier, transports the automobile spare and accessory goods from the A place to the I place, requires the goods to be sent out within 24 hours, and sends the goods to the destination within 24 days of 4 months and 24 days of 2021, namely bpAnd (3) when the cargo transportation is carried out on 24 days and 10:00 in 4 months, the multimodal intermodal operator fills in consignment information and logistics orders, records the container number OOCU8201403, and generates a total lifting bill number COSU6288754350 as a whole-course transportation bill number.
Based on the transportation order information, a public molten iron combined transportation scheduling optimization model is constructed, and a total objective function formula is generated as follows:
where C is the total objective function value, K is the set of containers, Q' is the set of origins and destinations, and T is the set of discrete time points.
The actual time of the container k to the destination p, bpThe desired container for the owner arrives at the destination p times,
a variable with a value of 0 or 1 indicates whether or not the container k is delivered to the destination p at time t.
And determining a multi-type intermodal transport scheduling scheme according to a total function generated by the highway and railway intermodal transport scheduling optimization model, wherein the multi-type intermodal transport scheduling scheme is a scheme generated by calling the total objective function on the basis of the conditions of ensuring the feasibility of a line of the container in the transportation and transfer process, ensuring the feasibility of time of the container in the transportation and transfer process and ensuring the continuity of each state of the container in the transportation and transfer process.
In this embodiment, the waybill information of the goods in the transportation process and the transfer process of the goods in the intermodal transportation schedule are as follows:
firstly, a shipper initiates a transportation application to a multi-type intermodal carrier at 3 months and 13 months in 2021, the shipper requests to send out goods within 24 hours, generated order information is transmitted to the shipper and a highway-end carrier which undertakes a goods picking task, after the two carriers complete goods handover within appointed time, the highway-end carrier starts to transport the goods to a waterway-end initial port B, and after the goods arrive at the port, the container number and the license plate number are checked and recorded, and the goods are ensured to leave the port B within the required time;
secondly, after the order information is transmitted to a waterway end carrier, the waterway end carrier adjusts a ship stowage plan in advance according to the order cargo information, a destination port party arranges a loading and unloading operation plan and a storage yard arrangement in advance according to the information such as cargo type and cargo transportation amount, the shipping time information and the ship information are recorded when the transportation is started, after the cargo arrives at port B, the number of the container is checked, the position information of the container is recorded, and the cargo leaves port B at 3, 14, 01:10 in 2021 and is sent to port C;
thirdly, the order information is transmitted to a highway end carrier in the middle of transportation, the ports are connected with the railways through highway transportation, the highway carrier makes operation plans of vehicle dispatching, transportation, loading and unloading in advance according to information of a transportation destination (such as port position information), the freight volume, the transportation destination and the like in the stage, the goods are transported to the C port in 2021 year at 20 th/23 rd 30 th, after being stacked for three days in the C port, the highway end carrier checks the container number and the waterway end container number in the freight note, the goods are put forward after checking the goods are correct, the goods taking time and the vehicle information are recorded, and the goods leave and are sent to the D railway station in 2021 year at 23 th/05 th/20 th 2021 year;
and fourthly, transmitting the order information to a railway terminal carrier, compiling (arranging) an empty plan in advance by the railway carrier according to the cargo information in the freight note, further compiling a marshalling (section) station operation plan and a cargo train plan in advance according to the estimated arrival time of the containers and the estimated completion time of transportation by the railway terminal based on the empty plan, transporting the cargos to the D railway station at 23: 34 in 4 and 23 months in 2021, checking that the container number is correct, firstly putting the cargos into a railway yard for temporary stockpiling, starting transportation after the empty allocation is completed, recording the shift information and the shift information, and sending the cargos to a destination I place after leaving the railway station at 24: 10 in 4 and 24 months in 2021 and leaving the railway station.
Fifthly, the transportation of the goods is finished by the road end, the goods are extracted after the container number is checked to be correct, the time for extracting the goods is recorded, the transportation is finished according to the extracted and established transportation plan, the time for sending the goods to the destination and the vehicle information are recorded, and finally, the time for transporting the goods to the destination I is 2021, 4, 24, 08 to 36.
Further, to ensure the feasibility of the routes of the containers during transportation and transfer, it is determined whether each container has two or more transportation modes during transportation, to ensure that each container realizes path balance during transportation, and to ensure that the origin and destination of the container are consistent with the origin and destination in the order, the implementation process is as follows:
judging whether each container has two or more than two transportation modes in the transportation process:
when equation (2) holds
Determining two or more than two traffic modes in the transportation process; where Q represents a set of transit points, Q' represents a set of origins and destinations, K is a set of containers,
a variable with a value of 0 or 1 indicates whether container k is being transported from transit node p to transit node q.
Judging whether each container realizes path balance in the transportation process:
when the container meets the formula (3) at the continuous transfer node
Determining that the container has achieved path balance during transport; wherein the content of the first and second substances,
is a variable with a value of 0 or 1, representing a setWhether bin k is shipped from transit node p to transit node q,
a variable with a value of 0 or 1 indicates whether container k is being transported from transit node q to transit node p'.
Determining whether the origin and destination of the container coincide with the origin and destination in the order:
from the origin, the container transport path is determined according to equation (4):
determining that the container transit path ends at the destination according to equation (5):
through the process, according to data provided by each party of the molten iron, after effective information is extracted, the transportation route of the station B, the port C, the port D, the railway station and the destination E is determined, and a destination and transfer station set in the model is formed:
Q∪Q′＝{p1,p2,p3,p4} (6)。
further, to ensure the feasibility of the time of the container during the transportation and transit process, the difference between the time of the container arriving at each transit node and the destination and the time of the container leaving the origin and each transit node needs to be calculated, and if the difference between the time and the time of the container arriving at each transit node and the destination meets a threshold, it is determined that the feasibility of the time during the transportation and transit process of the container is achieved, and the implementation process is as follows:
calculating the time of the container arriving at each transfer node and destination by formula (7):
in the formula (I), the compound is shown in the specification,
indicating the time of arrival of the container at each transit node and destination, LoctRepresenting the relative position of each time step in the total optimization time span,
a variable with a value of 0 or 1 indicates whether the container k is transported to the destination p at time t;
calculating the time for the container to leave the origin and each transit node by equation (8):
in the formula (I), the compound is shown in the specification,
indicating the time, Y, at which the container leaves the origin and the respective transfer nodek,tA variable with a value of 0 or 1 represents whether the container k waits for transfer at a container yard of the wharf at the time t; i isk,tA variable whose value is 0 or 1 indicates whether or not the container k is waiting at the container yard at the end of time t, LoctRepresenting the relative position of each time step in the total optimization time span;
according to the formula (9) and the formula (10), the time difference is obtained to be in accordance with the threshold value with the time of the container reaching each transfer node and the destination, and the feasibility of the time in the container transportation and transfer process is determined:
where Q represents a set of transit points, where p, Q ∈ Q represents any two different transit points that are not destinations, tp,qRepresenting the time distance between different positions p and q, M is an infinite amount of assistance,
for a container k to go from location p to location q after departure from location p,
and
the time at which container k arrives and departs from the transfer point q, respectively;
and then determining that the arrival time of the container meets the known arrival time window requirements of different carriers through a formula (11):
in the formula (I), the compound is shown in the specification,
for each transit point carrier a time lower bound for the arrival time of container k,
the time upper limit for the delivery time of container k for each transit point carrier is expressed as a combination of the two.
In the cargo transportation organization scheme of the embodiment, the road end has 5 shift transportation within the transportation time limit, but considering the transportation time from port B to port C, only the shift transportation at the latest time meets the transportation requirements, namely, the shift transportation at 3, month 3, 14, day 1:10 in 2021 has:
estimated to arrive at port C at 20/4/2021, port maximum stockpiling time is 5 days; the time window of the railway end in the transportation time limit is 2021 year, 4 month, 23 days 01:00-06:00, namely
According to the condition that the maximum stockpiling time is 3 days, each transport node of the freight transportation organization and the arrival time of the transport node are generated according to the highway-railway combined transportation scheduling optimization model and are shown in the table 1:
TABLE 1 cargo transportation organizational scheme
According to the cargo transportation organization scheme in the table 1, the time of the cargo leaving the container B is 2021, 3 months, 14 days 01:10, the time of the cargo arriving at the destination I is 2021, 4 months, 24 days 08:36, and the time of the container arriving at each transfer node and the destination meets the threshold value during the cargo transportation.
Determining the continuity of the container among the states in the transportation and transfer processes, wherein the time when the container enters and leaves a port yard and the time when the container enters and leaves a railway yard need to be counted; according to the time of entering and leaving the port yard, the time of entering and leaving the railway yard, the time of the origin and the destination of the container, the continuity of each state of the container in the transportation and transfer process is judged, and the realization process is as follows:
the real-time state of the container is judged,
according to the formula (14), the continuity of different container transportation states is satisfied,
Yk，t、Zk，tindicates that at any time bar there is and only one state is 1:
calculating I according to equations (15), (16), (17) and (18)k，tI.e. when the container is waiting at the end of the yard for the start of the transfer, so that Ik，tIs a state variable Yk，tTime to change from 1 to 0:
in the formula Ik，tIs a variable with the value of 0 or 1, which indicates whether the container k is finished waiting for the start of transferring at the port yard at the time t, and Yk，tIs a variable with the value of 0 or 1, which indicates whether the container k is waiting for transfer at the port yard at the time t, and Yk，t-1Is a variable with the value of 0 or 1, which indicates whether the container k is waiting for transferring at the port yard at the moment of t-1, Uk，tIs an auxiliary variable with a value of 0 or 1, the three variables are jointly represented byWhen Y isk，tThe moment when the 1 is converted into 0 is the moment when the container k finishes waiting for the start of transferring in the port yard at the moment of t, and at the moment Ik，t1, rest of time Ik，t＝0；
I 'is calculated according to equations (19), (20), (21) and (22)'k，tI.e. the moment when the container waits for the start of the transfer at the end of the rail yard, I'k，tIs a state variable Zk，tTime to change from 1 to 0:
in formula (II)'k，tA variable of 0 or 1 indicates that the container k ends at time t and waits to start transferring at the port yard, and Zk，tIs a variable with a value of 0 or 1, indicating that the container k is waiting for transfer at the railway freight yard at time t, U'k，tIs an auxiliary variable with a value of 0 or 1, and the three variables are jointly expressed as Z and only when Z isk，tThe moment when the value is converted from 1 to 0 is the moment when the container k finishes at the moment t and waits for the start of transfer in a railway freight yard, wherein the moment I'k，t1, the rest of time I'k，t＝0；
Determining the state variable of the arrival position of the container k according to the following equations (23), (24) and (25)
Variable in connection with position
And time state variable Wp，tThe following steps are involved:
in the formula, Wp，tIs a time state variable, takes a value of 0 or 1, and represents whether a transit point or a destination p is located at the moment t, wherein p ∈ Q £ Q' represents any transit point or destination,
and Wp，tAt the same time, 1, the container k reaches the position state variable
1, the rest of the time
Is 0;
the formula for determining the value range of each 0-1 variable is as follows:
in the process of cargo transportation, the continuity of the container between each state in the transportation and transfer processes is determined, the cargo transportation organization scheme is issued to each transportation link, each transportation link designs an operation plan, a scheduling plan and the like in advance, and the specific contents are shown in tables 3 and 4:
TABLE 3 waterway end plan
| Flow path | Time |
| Berthing of ship | 20 days 23:30 at 4 months and 20 months in 2021 |
| Ship unloading operation | 20/23/30/20/4/21/02/53/2021/4 |
| Stockpiling | 21/4/2021/53/23/4/2021/05/20 |
| Leaves the port | 23 days 05:20 at 4 months of 2021 |
TABLE 4 railway-side Dispatch plan
The public molten iron intermodal transportation scheduling result proves that the transit time windows of all transportation links are kept synchronous and are not greatly deviated from the transportation plan in the specific implementation process, and the multi-type intermodal carriers can guarantee that goods are efficiently transported to the destination according to the requirements of owners of goods, so that the overall optimization scheduling of three transportation modes of the public molten iron is completed.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (7)
1. A rail transit dispatching method based on transit time window synchronization is characterized in that: the method comprises the following steps:
s1: generating a multi-type intermodal dispatching order, wherein the multi-type intermodal dispatching order is generated based on the transportation requirements of a cargo owner, and the transportation requirements comprise a transportation starting point, a transportation terminal point, cargo types, a cargo transportation amount, a transportation starting time requirement, a destination reaching time requirement and cargo transportation special requirement information;
s2: constructing a highway and railway combined transportation scheduling optimization model according to a discrete time optimization method, generating a total objective function, wherein the transportation modes of the highway and railway combined transportation scheduling optimization model comprise two or more than two transportation modes of a highway, a railway and a waterway, and the creation conditions of the highway and railway combined transportation scheduling optimization model are that the time of the container arriving at each transfer node and the time of the container leaving each transfer node are calculated by taking the actual arrival destination time of the container and the arrival destination time difference of a owner requirement as targets and taking the synchronization of transfer time windows as constraints;
s3: generating a multi-type intermodal scheduling organization scheme according to a total objective function, wherein the multi-type intermodal scheduling organization scheme is a scheme generated by calling the total objective function on the basis of the conditions of ensuring the feasibility of a line of a container in the transportation and transfer process, ensuring the feasibility of time of the container in the transportation and transfer process and ensuring the continuity of each state of the container in the transportation and transfer process;
s4: and implementing the transport of the multi-mode intermodal dispatch order according to the organization scheme of the multi-mode intermodal dispatch.
2. The method for dispatching of rail transit based on synchronization of transit time windows according to claim 1, wherein the overall objective function formula generated in the step 2 is:
where C is the total objective function value, K is the set of containers, Q' is the set of origins and destinations, and T is the set of discrete time points.
The actual time of the container k to the destination p, bpThe desired container for the owner arrives at the destination p times,
a variable with a value of 0 or 1 indicates whether or not the container k is delivered to the destination p at time t.
3. The method for dispatching of the highway/railway combined transportation based on the synchronization of the transit time windows as claimed in claim 1, wherein the ensuring of the feasibility of the line of the container during the transportation and transit process comprises:
judging whether each container has two or more than two transportation modes in the transportation process:
judging whether each container realizes path balance in the transportation process according to the arrival state of each container at the continuous transfer nodes:
and judging whether the origin and the destination of the container are consistent with the origin and the destination in the order, and if so, determining that the transportation path of the container is complete.
4. The method for dispatching of the highway/railway combined transportation based on the synchronization of the transit time windows as claimed in claim 1, wherein the formula for ensuring the feasibility of the time of the container during the transportation and transit process is as follows:
calculating the time of the container arriving at each transfer node and destination by formula (2):
in the formula (I), the compound is shown in the specification,
indicating the time of arrival of the container at each transit node and destination, LoctRepresenting the relative position of each time step in the total optimization time span,
a variable with a value of 0 or 1 indicates whether the container k is transported to the destination p at time t;
calculating the time for the container to leave the origin and each transit node by equation (3):
in the formula (I), the compound is shown in the specification,
indicating the time, Y, at which the container leaves the origin and the respective transfer nodek,tA variable with a value of 0 or 1 represents whether the container k waits for transfer at a container yard of the wharf at the time t; i isk,tA variable whose value is 0 or 1 indicates whether or not the container k is waiting at the container yard at the end of time t, LoctRepresenting the relative position of each time step in the total optimization time span;
calculating the difference between the time of the container arriving at each transit node and the destination and the time of the container leaving the origin and each transit node;
and if the time difference and the time of the container reaching each transfer node and the destination meet a threshold value, determining that the time in the container transportation and transfer process is feasible.
5. The method for dispatching of the highway/railway combined transportation based on the synchronization of the transit time windows as claimed in claim 1, wherein the formula for ensuring the continuity of the containers between the states during the transportation and the transit is as follows:
calculating the time when the container enters and leaves the port yard and the time when the container enters and leaves the railway yard;
and judging the continuity of each state of the container in the transportation and transfer process according to the time of entering and leaving the port yard, the time of entering and leaving the railway yard, the time of the origin and the destination of the container.
6. The method for dispatching of public molten iron combined transportation based on synchronization of transit time windows as claimed in claim 3, wherein the determining whether each container has two or more transportation modes in the transportation process comprises:
when equation (4) holds
Determining that two or more transportation modes exist in the transportation process, wherein Q represents a set of transfer points, Q' represents a set of origins and destinations, K is a set of containers,
a variable with a value of 0 or 1 indicates whether container k is being transported from transit node p to transit node q.
7. The method for dispatching of public molten iron combined transportation based on transportation time window synchronization according to claim 3, wherein the judging whether each container achieves path balance during transportation according to the arrival state of each container at each transportation node comprises:
when the container satisfies formula (5) at the continuous transfer node
Determining that the container achieved path balance during transport, wherein,
a variable, which takes the value 0 or 1, indicates whether container k is being transported from transit node p to transit node q,
a variable with a value of 0 or 1 indicates whether container k is being transported from transit node q to transit node p'.
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