CN113988425A

CN113988425A - Method and device for measuring and calculating logistics network departure scheme

Info

Publication number: CN113988425A
Application number: CN202111272045.0A
Authority: CN
Inventors: 周韶宁; 张砚冰; 周羽勍; 龚鑫
Original assignee: Zhejiang Baishi Technology Co Ltd
Current assignee: Zhejiang Baishi Technology Co Ltd
Priority date: 2021-10-29
Filing date: 2021-10-29
Publication date: 2022-01-28

Abstract

The invention discloses a method and a device for measuring and calculating a logistics network departure scheme, wherein the method comprises the following steps: s1, acquiring planned shift line data and cargo volume data of the logistics network within a specified time range; s2, giving a yard punishment conversion parameter, and inputting the yard punishment conversion parameter and the data acquired in the step S1 into a pre-constructed network flow balance measurement and calculation model; and S3, the network flow balance measuring and calculating model takes minimized logistics cost and minimized logistics aging as optimization targets according to input data and given storage yard punishment conversion parameters, takes flow balance, regular bus loading capacity, regular bus maximum loading capacity and simultaneous start and stop for the same time of starting and stopping as constraint conditions, solves the target function, and outputs daily logistics departure schemes. The invention realizes the automatic measurement and calculation of the relationship between the logistics cost and the timeliness, improves the measurement and calculation efficiency, optimizes the departure scheme and is beneficial to greatly reducing the logistics cost of enterprises.

Description

Method and device for measuring and calculating logistics network departure scheme

Technical Field

The invention relates to the technical field of logistics distribution, in particular to a method and a device for measuring and calculating a logistics network departure scheme.

Background

The node, that is, the allocation is an important link in the logistics operation in transit, and the buses from the node to the node form the edge of the logistics network. The distribution is a basic unit for goods circulation, and each distribution comprises a logistics field, sorting equipment, a distribution assembly line and distribution personnel. The regular bus is a transportation unit for goods to flow between the distribution rooms, when the number of departure of the regular bus is small, the departure interval between the regular buses is prolonged, the goods are easy to generate a storage yard, and although the cost is reduced, the timeliness is poor; when the regular bus is dispatched, the interval of dispatching between regular buses can be reduced, the goods yard can be reduced, the timeliness becomes good at the moment, and the logistics cost can be increased. Therefore, in order to balance the relationship between the cost and the time efficiency, the logistics enterprises can plan and adjust the route of the regular bus according to the periodic fluctuation condition of the cargo volume. However, at present, most of the relationships between logistics cost and time effectiveness are calculated manually, which is fashionable when the logistics network is not large in scale, but for the logistics network with a large scale, the manual calculation becomes quite complex and time-consuming.

Disclosure of Invention

The invention provides a method and a device for measuring and calculating a logistics network departure scheme, aiming at automatically measuring and calculating the relationship between logistics cost and timeliness, improving the measuring and calculating efficiency and optimizing the departure scheme.

In order to achieve the purpose, the invention adopts the following technical scheme:

the method for measuring and calculating the logistics network departure scheme is provided, and comprises the following steps:

s1, acquiring planned shift line data and cargo volume data of the logistics network within a specified time range;

s2, giving a yard punishment conversion parameter, and inputting the yard punishment conversion parameter and the data acquired in the step S1 into a pre-constructed network flow balance measuring and calculating model;

and S3, the network flow balance measuring and calculating model takes minimized logistics cost and minimized logistics aging as optimization targets according to input data and the given storage yard punishment conversion parameters, takes flow balance, regular bus loading capacity, regular bus maximum loading capacity and simultaneous start and stop for the same time of starting and stopping as constraint conditions, solves the target function, and outputs a daily logistics departure scheme.

Preferably, the planning line data includes the number of the shift, the line of the shift, the type of the vehicle, the transportation capacity, the type of the line of the shift, and the cost of the shift;

the goods quantity data comprises an originating distribution point, a destination distribution point, a delivery date, a distance from the originating distribution point to the destination distribution point, the daily yard goods quantity of each distribution point, a newly-added goods quantity and the operation cost of goods distribution. Preferably, in step S3, the objective function is expressed by the following formula (1):

in formula (1), Obj represents the objective function;

v represents a regular bus set in the logistics network;

v represents a regular bus;

r_vfor start-stop state of regular bus v, r_vWhen the value is 0, the regular bus is stopped; r is_v1 represents the driving of the regular bus v;

E_vrepresents the transportation cost of the regular bus v;

h represents a distribution set in the logistics network;

i, j and k respectively represent a current distribution point i, a target distribution point k and a next station distribution point j which needs to pass from the current distribution point i to the target distribution point k; d_ikRepresenting the distance from the current distribution point i to the target distribution point k;

s_ijkthe total of the stock yard cargo volumes of the current distribution point i, the target distribution point k and each distribution point of the next station distribution point j which needs to pass from the current distribution point i to the target distribution point k is represented;

m represents a yard penalty conversion parameter;

x_ijkindicating the quantity of goods flowing from the current distribution point i to the destination distribution point k through the next station distribution point j;

a represents the distribution operation cost of the logistics network.

Preferably, the flow balance constraint condition described in step S3 is expressed by the following formula (2):

in the formula (2), C_ikRepresenting the sum of the initial cargo quantities of the distribution points in the line segment (i, k);

x_mikand the goods quantity of the destination distribution point k of the transportation destination flowing into the current distribution point i in the logistics network is represented.

Preferably, the constraint of the duty load in step S3 is expressed by the following formula (3):

in the formula (3), v_i,jRepresenting a set of vehicles on line segment (i, j);

w_vijkand the goods quantity of the regular bus v transported from the current distribution point i to the next station distribution point j and with the destination of the target distribution point k is represented.

Preferably, the constraint condition of maximum loading of the regular bus described in step S3 is expressed by the following formula (4):

in formula (4), (i ', j') is a loading line segment of the line segment (i, j);

i 'and j' are distribution points at two ends of the stowage line segment (i ', j');

SS_vija set of all stowage segments of said segments (i, j) representing a regular bus v;

w_vi′j′kthe goods quantity which represents that the destination of the regular bus v which is transported from the distribution point i 'to the next station distribution point j' is k;

w_vrepresenting the maximum load weight of the regular bus v;

SS_va set of directly connected segments (i, j) representing a regular bus v.

Preferably, the constraint condition of the same start and stop for the shift in step S3 is expressed by the following formula (5):

in formula (5), OV represents the run-to-run set;

v' represents a drive-by drive;

r_v′indicating the start-stop state of the oncoming vehicle v', r_v′0, representing that the overtravel van v' is shut down; r is_v′The drive-by-shift car v' is represented as 1.

Preferably, in step S3, the method for solving the objective function by the network flow balance measurement and calculation model specifically includes:

s31, enabling the regular buses which are dispatched in a unilateral mode to be in an operation state and all other regular buses except the regular buses which are dispatched in the unilateral mode to be in an outage state in all the regular buses of the route section (i, k);

s32, calculating the accumulated stock yard cargo quantity S of each distribution point in the line segment (i, k)_ijk；

S33, calculating the goods quantity S for transporting the storage yard_ijkThe upper limit number of overtime cars needing overtime;

and S34, inputting the planned shift line data of each overtime bus, the planned shift line data of all the overtime buses in the line segment (i, j) and the cargo volume data of the line segment (i, j) into the network flow balance measuring and calculating model, solving the objective function by the model, and outputting the logistics departure scheme on the current day.

The invention also provides a device for measuring and calculating the logistics network departure scheme, which can realize the method for measuring and calculating the logistics network departure scheme, and the device comprises the following components:

the system comprises a data acquisition module, a data processing module and a data processing module, wherein the data acquisition module is used for acquiring planning shift line data of a logistics network and cargo volume data of the logistics network within a specified time period range;

the parameter giving module is used for providing a user with a storage yard penalty conversion parameter;

the data input module is respectively connected with the data acquisition module and the parameter giving module and is used for inputting the acquired data and the yard punishment conversion parameters given by the user into a pre-constructed network flow balance measuring and calculating model;

the departure scheme measuring and calculating module is connected with the data input module and used for solving the objective function by taking the minimized logistics cost and the minimized logistics aging as optimization targets, the flow balance, the loading capacity of the regular bus, the maximum loading capacity of the regular bus and constraint conditions for solving the objective function of simultaneous start and stop of the regular bus through the network flow balance measuring and calculating model according to input data, and outputting a daily logistics departure scheme;

the objective function is expressed by the following formula (6):

in formula (6), Obj represents the objective function;

v represents a regular bus set in the logistics network;

v represents a regular bus;

E_vrepresents the transportation cost of the regular bus v;

h represents a distribution set in the logistics network;

i, j and k respectively represent a current distribution point i, a target distribution point k and a next station distribution point j which needs to pass from the current distribution point i to the target distribution point k;

D_ikrepresenting the distance from the current distribution point i to the target distribution point k;

s_ijkindicating the current allocation point i, the destination allocation point k and the current allocation pointi, the total yard cargo quantity of each allocation point of the next station allocation point j which needs to pass by from the target allocation point k;

m represents a yard penalty conversion parameter;

x_ijkindicating the quantity of goods flowing out of the current distribution point i and passing through the next station distribution point j to the target distribution point k;

a represents the distribution operation cost of the logistics network.

Preferably, the departure scheme measuring and calculating module comprises:

the regular bus starting and stopping state setting unit is used for automatically setting all regular buses which are dispatched in a single-side mode in the line segments (i, j) as starting states and all regular buses which are dispatched in other modes except the single-side mode as stopping states after a user gives the yard punishment conversion parameter;

a yard cargo quantity calculating unit, configured to calculate, according to input data, a total yard cargo quantity s of each allocation point of the current allocation point i, the destination allocation point k, and a next station allocation point j that needs to pass through from the current allocation point i to the destination allocation point k_ijk；；

The overtime bus upper limit quantity calculation unit is respectively connected with the overtime bus starting and stopping state setting unit and the stock yard cargo quantity calculation unit and is used for calculating and transferring the stock yard cargo quantity s according to input data after the starting and stopping states of all regular buses in the line segment (i, j) are set_ijkThe upper limit number of overtime cars needing overtime;

the objective function solving unit is connected with the overtime bus upper limit quantity calculating unit and is used for inputting the class line planning data corresponding to each overtime bus, the class line planning data corresponding to the class bus dispatched in a unilateral mode in the line segment (i, j) and the cargo capacity data of the line segment (i, j) into the network flow balance measuring and calculating model, the model is used for solving the objective function and outputting a logistics dispatching scheme aiming at the line segment (i, j);

and the relation curve generating unit is connected with the objective function solving unit and is used for generating an objective function solving result into a relation curve of the storage yard punishment conversion parameter, the logistics cost and the storage yard cargo quantity and displaying the relation curve to the user.

The invention realizes the automatic measurement and calculation of the relationship between the logistics cost and the timeliness, improves the measurement and calculation efficiency, optimizes the departure scheme and is beneficial to greatly reducing the logistics cost of enterprises.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required to be used in the embodiments of the present invention will be briefly described below. It is obvious that the drawings described below are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.

Fig. 1 is a diagram of a specific implementation step of a method for calculating a logistics network departure scenario according to an embodiment of the present invention;

fig. 2 is a diagram of implementation steps of a method for calculating a logistics network departure scenario provided by the second embodiment of the invention;

fig. 3 is a schematic structural diagram of a logistics network departure scenario measuring and calculating device according to an embodiment of the present invention;

fig. 4 is a schematic internal structure diagram of a departure scenario measuring and calculating module in the logistics network departure scenario measuring and calculating device;

FIG. 5 is a graph of the relationship between the conversion parameters of the storage yard punishment and the logistics cost and the storage yard goods amount.

Detailed Description

The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.

Wherein the showings are for the purpose of illustration only and are shown by way of illustration only and not in actual form, and are not to be construed as limiting the present patent; to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of an actual product; it will be understood by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.

The same or similar reference numerals in the drawings of the embodiments of the present invention correspond to the same or similar components; in the description of the present invention, it should be understood that if the terms "upper", "lower", "left", "right", "inner", "outer", etc. are used for indicating the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, it is only for convenience of description and simplification of description, but it is not indicated or implied that the referred device or element must have a specific orientation, be constructed in a specific orientation and be operated, and therefore, the terms describing the positional relationship in the drawings are only used for illustrative purposes and are not to be construed as limitations of the present patent, and the specific meanings of the terms may be understood by those skilled in the art according to specific situations.

In the description of the present invention, unless otherwise explicitly specified or limited, the term "connected" or the like, if appearing to indicate a connection relationship between the components, is to be understood broadly, for example, as being fixed or detachable or integral; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or may be connected through one or more other components or may be in an interactive relationship with one another. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Types of logistics buses include single-sided, round-trip, and split. The unilateral is a regular bus segment with only one-way resource planning, for example, the driving route of a regular bus is fixed to Hangzhou-Beijing; the round trip refers to a regular bus segment where the departure and arrival of the bus are at the same point, such as Hangzhou-Jiaxing-Hangzhou; the opposite division is a regular bus segment with bidirectional resource planning, such as Hangzhou-Beijing and Beijing-Hangzhou.

The calculation of the departure plan refers to the calculation of the departure times and departure types in a period of time (such as a day) according to the cargo capacity of a planned regular bus segment, and the consideration of time effectiveness. For the existing regular bus resources, the departure type of the regular bus is stop-start or start-up (start-up driving), wherein for the oppositely-opened regular bus resources, the bidirectional regular bus line segments need to ensure simultaneous start and stop, for example, the oppositely-opened regular bus resources of Hangzhou-Beijing and Beijing-Hangzhou are also started when Hangzhou-Beijing is started, and the oppositely-opened regular bus resources of Beijing-Hangzhou are also stopped when Hangzhou-Beijing is stopped; when the line segment resources required by the line segment on the same day are larger than the line segment resources of the existing line segment, the departure mode of the line segment is called overtime, namely the line segment resources are temporarily increased.

In the logistics network, the time efficiency generally refers to the time for receiving the receipt of the express mail from the cable, and the logistics network departure scheme measuring and calculating method provided by the embodiment of the invention is based on the planned line segment of the regular bus, so that the time for the regular bus to travel on the road is fixed, and the factor influencing the time efficiency is generally the time connection of the express mail to take the regular bus. For example, two regular vehicles are on the line segment, the first regular vehicle is dispatched at 2 am, the second regular vehicle is dispatched at 10 am, the time efficiency of the cargo overtaking the first regular vehicle is better than the time efficiency of the cargo overtaking the second regular vehicle, and the cargo not overtaking the regular vehicle is distributed to the yard to wait for the next regular vehicle.

In the logistics network, the logistics cost mainly includes the cost of the regular bus generated by the operation of the regular bus, and the operation costs of the labor cost, the equipment cost and the like of the distribution point. When the departure time of the regular buses is small, the departure time interval between the regular buses is increased, goods are easy to store in a yard, and the logistics cost is reduced but the timeliness is poor; when the regular bus is dispatched for a plurality of cars, the dispatching time interval between the regular buses can be reduced, the goods yard can be reduced, the timeliness becomes good, but the cost can be increased at the same time. Therefore, the relationship between logistics cost and time effectiveness needs to be balanced by combining actual regular bus resources.

Example one

The following explains a specific implementation of the method for calculating the logistics network departure scheme provided by the first embodiment of the invention by taking a daily departure scheme as an example.

As shown in fig. 1, the implementation steps of the method for calculating a logistics network departure scenario provided in this embodiment include:

s1, acquiring planned shift line data and cargo volume data of the logistics network within a specified time range; the specific constitution of the planning shift line data is shown in the following table a, and the specific constitution of the cargo quantity data is shown in the following table b;

group number

Number of shift

Line

Vehicle model

Vehicle type transport capacity

Line type

Cost of

1

KYZC103315

Xiangyang-Shiwein

40 ruler

16

Split by half

200

1

KYZC103316

Shiwein-Xiangyang

40 ruler

16

Split by half

200

3

KYDB103318

Xiangyang-Shiwein

9.6M

12

One side of the strip

300

4

KYZC103317

Shiweir-Xiangyang-Shiweir

9.6M

12

To and from

250

TABLE a

As can be seen from table a above, the planned shift line data includes, but is not limited to, the shift number, shift line, vehicle type, transportation capacity, shift line type, and shift cost of each logistics shift.

Originating dispatch

Destination distribution

2021/4/28

2021/4/29

…

2021/5/30

2021/5/31

Xiangyang

Ten weirs

17

10

…

10

12

Ten weirs

Xiangyang

5

7

…

12

26

Table b

As can be seen from the above table b, the cargo volume data includes, but is not limited to, the starting point of distribution of cargo volume, the destination point of distribution, the delivery date, the distance from the starting point of distribution to the destination point of distribution, the daily yard cargo volume at each distribution point, the newly added cargo volume, and the operation cost for cargo distribution.

S2, giving a yard punishment conversion parameter M (M is a parameter for measuring logistics aging), and inputting the yard punishment parameter M and the data obtained in the step S1 into a pre-constructed network flow balance measuring and calculating model;

and S3, the network flow balance measuring and calculating model takes minimized logistics cost and minimized logistics aging as optimization targets according to input data and given storage yard punishment conversion parameters, takes flow balance, regular bus loading capacity, regular bus maximum loading capacity and simultaneous start and stop for the same time of starting and stopping as constraint conditions, solves the target function, and outputs daily logistics departure schemes.

The constants, sets and variables required by model solution are shown in the following tables c, d and e:

table c

Table d

Table e

When considering the optimization target, the logistics cost is relatively easy to determine, and the logistics cost mainly comprises the transportation cost E of the regular bus v_vAnd the distribution operation cost A (equipment cost, labor cost and the like) of each distribution point, and the logistics aging is measured by a yard punishment conversion parameter M.

In step S3, the objective function solved by the network flow balance measurement and calculation model is expressed by the following formula (1):

in formula (1), Obj represents the objective function;

v represents a regular bus set in the logistics network;

v represents a regular bus, and V belongs to V;

E_vrepresents the transportation cost of the regular bus v;

h represents a distribution set in the logistics network;

i, k and j respectively represent a current distribution point i, a target distribution point k and a next station distribution point j which needs to pass from the current distribution point i to the target distribution point k; (ii) a For example, the circulation path of the goods in the logistics network is a-B-C-D, the goods are now at B, then a is the initial distribution point of the goods, B is the current distribution point, C is the next station distribution point that the current distribution point needs to pass through to the destination distribution point, and D is the destination distribution point of the goods.

s_ijkthe total of the stock yard cargo volumes of the current distribution point i, the target distribution point k and the distribution points j of the next station required to pass from the current distribution point i to the target distribution point k is represented;

m represents a yard penalty conversion parameter;

x_ijkthe quantity of goods flowing out from the current distribution point i and passing through the next station distribution point j to the target distribution point k is represented;

a represents the distribution operation cost of the logistics network.

The flow balance constraint is expressed by the following equation (2):

in the formula (2), C_ikRepresents the sum of the initial quantities of the items at the respective distribution points in the line segment (i, k).

x_mikAnd the goods amount of the distribution point k with the destination of the transportation flowing into the current distribution point i in the logistics network is shown.

The constraint that equation (2) can perform on solving the objective function is as follows:

for example, the current branch point i is hangzhou, the destination branch point k is harbin, the next branch point j of the current branch point i (hangzhou) on the left side of the equation of equation (2) may be beijing, shenyang, etc., and the last branch point m of the current branch point i (hangzhou) on the right side of the equation of equation (2) may be jiaxing, ningbo, etc. Taking j on the left side of the equation of formula (2) and m on the right side of the equation as the example, the formed goods transportation routes include jiaxing-hang state-Beijing-Harbin and hang state-Beijing-Harbin, so that the destination of the transportation flowing into the current distribution point i is k, and the quantity x of the goods is_mikThe amount of cargo x flowing out of the current branch point i for Jiaxing-Hangzhou-Beijing-Harbin_ijkIs Hangzhou-Beijing-HaThe decitabine.

For example, from Hangzhou to Harbin of destination, the initial cargo capacity on the day is 10 tons (the cargo capacity from Hangzhou to Harbin), and the initial yard cargo capacity is 5 tons, namely C_ikThe freight volume transported from Jiaxing to Hangzhou is 10 tons (15 tons), that is, the freight volume x flowing into Hangzhou_mikWhen the right side of the equation (2) is 25 tons altogether, the current Hangzhou to destination Harbin has its next station allocated to Beijing, and Hangzhou-Beijing has two regular buses with 12 tons of capacity, so there will be 1 ton freight yard, i.e. x_ijk＝12，s_ijkΣ, available from equation (2), 1_j∈H(x_ijk+s_ijk)＝12+12+1＝∑_m∈Hx_mik+C_ik10+15, thereby implementing a flow balance constraint on the current dispense point i.

The constraint of the load of the regular bus is expressed by the following formula (3):

in the formula (3), v_i,jRepresenting a set of vehicles on line segment (i, j);

w_vijkand the goods quantity of the regular bus v transported from the current distribution point i to the next station distribution point j and with the destination being the target distribution point k is represented. .

The constraint effect of equation (3) on the solution of the objective function is as follows:

the left side of the formula (3) is the outflow goods of the current distribution point i, the next station distribution point j and the destination distribution point k, and the outflow goods is equal to the sum of the goods which are loaded on all the regular buses of the current distribution point i and the next station distribution point j and are targeted at k, namely the right side of the equation.

For example, the current distribution point i is hangzhou, the destination distribution point k is goods of beijing, the total is 20t, the goods which are distributed to beijing at the next station and are distributed to j are respectively loaded on two regular buses, one regular bus 1, hangzhou-beijing, 12t is loaded, one regular bus 2, hangzhou-tianjin-beijing is loaded with 8t, so the left side is 20t, and the right side is 12+ 8-20 t.

The constraint condition of the maximum load of the regular bus is expressed by the following formula (4):

in the formula (4), (i ', j') is a loading line segment of the line segment (i, j);

SS_vija set of all stowage segments representing segments (i, j) of regular bus v;

w_vi′j′kthe goods quantity which represents that the destination of the regular bus v transported from the distribution point i 'to the next station distribution point j' is the target distribution point k; w is a_vRepresenting the maximum load weight of the regular bus v;

SS_va set of directly connected segments (i, j) representing a regular bus v.

For example, the traveling route of a regular bus v is hangzhou-tianjin-beijing, and the regular bus can be disassembled into two straight-connected sections, hangzhou-tianjin and tianjin-beijing, but for the hangzhou-tianjin section, the regular bus v can be loaded with goods from the hangzhou to the tianjin and unloaded from the hangzhou to the beijing, and the two sections, namely hangzhou-tianjin and hangzhou-beijing, are called as hangzhou-tianjin stowage sections. Similarly, hang zhou-beijing and Tianjin-beijing are the loading line segments of Tianjin-beijing.

The constraint that equation (4) can perform on solving the objective function is as follows:

the left side of the formula (4) is the cargo loading on the straight line segment of the regular bus, such as 12 tons of cargo which can be loaded together by the Hangzhou-Tianjin-Beijing, namely w_v12 if open, r_vEach straight line segment can contain 12 tons of cargos at most, for example, the Hangzhou-Tianjin segment contains Hangzhou getting-on cargos, Tianjin getting-off cargos, Hangzhou getting-on cargos and Beijing getting-off cargos, and the total cargo of the two loading line segments cannot exceed 12 tons. If the regular bus is not running, i.e. r_vIf 0, then the cart cannot be loaded.

The constraint condition of simultaneous start and stop of the shift is expressed by the following formula (5):

in formula (5), OV represents the run-to-run set;

v' represents a drive-by drive;

r_v′indicating the start-stop state of the oncoming vehicle v', r_v′0, representing that the shift bus v' is shut down; r is_v′When 1, the taxi is driven v'.

The following illustrates a specific process of solving the objective function by the model and outputting a logistics departure scheme by way of example:

as can be seen from the above table b, the cargo capacity from 2021-04-28 to the ten weir is 14 tons, and the cargo capacity from the ten weir to the Xiangyang is 5 tons; 2014-04-29 the cargo capacity from Xiangyang to Shiwein is 10 tons, and the cargo capacity from Shiwein to Xiangyang is 7 tons.

As can be seen from the above table a, the ten weirs to the Xiangyang share one shift line to and from the shift, and one shift line to and from the shift; the Xiangyang to the Shiweir share a single-side shift line, a round-trip shift line and a half-trip shift line.

When the model solves the objective function, according to a given storage yard punishment transformation parameter M, a corresponding departure scheme can be calculated, for example:

in the first scheme, the value of M is infinite, and the real-time effect is first, at this time, if there is a stock yard at the starting distribution point i or the destination distribution point k or the intermediate distribution point j, it is s_ijkIf it is not 0, the value of the objective function is large, and therefore the solution is aimed at making the yard 0. In order to make the yard 0 as soon as possible, it is certainly desirable to send enough buses to transport the goods, but because the buses send the buses and generate the cost, the first term in the formula (1), namely sigma_v∈Vr_v×E_vAnd the expenses of different types of buses are different, so that a bus line with proper transportation capacity and expenses needs to be selected, and a scheme with the minimum departure cost under the condition without a storage yard is provided. The departure scenario given by the model is for example the following table f:

table f

Scheme II: when M is 0, the cost is first, and no matter how many storage yards are, the objective function is the second term sigma in the formula (1)_i,j,k∈HD_ik×s_ijkWhere x M are all 0, so what we need to minimize is the first term, i.e. Σ_v∈Vr_v×E_v. For the first item, the departure cost is 0 as long as the departure is not performed, so that the scheme given at this time is to stop all the regular buses and stop all the cargoes, but the scheme is an extreme case and is not available in reality. The protocol given in this extreme case is given in the following table g:

number of shift	Line	Vehicle model	2021/4/28 whether or not to start car	2021/4/29 whether or not to start car
					KYZC103315	Xiangyang-Shiwein	40 ruler	Out of service	Out of service
KYZC103316	Shiwein-Xiangyang	40 ruler	Out of service	Out of service
					KYDB103318	Xiangyang-Shiwein	9.6M	Out of service	Out of service
KYZC103317	Shiweir-Xiangyang-Shiweir	9.6M	Out of service	Out of service

TABLE g

The departure schemes calculated by the two example models are extreme schemes, and after a proper M value is given, the models can calculate the corresponding departure scheme according to the influence of different values of variables on the objective function solution result, for example, the departure scheme given in the following table h is a result for balancing logistics timeliness and logistics cost.

Watch h

According to table h, the scheme starts a unilateral van with the capacity of Xiangyang-ten weir of 12 tons (the capacity of the van with the number of shifts of KYDB103318 of 12 tons) at 2021-04-28, and transports the Xiangyang goods to ten weirs, for example, the goods yard of Xiangyang on the day is 2 tons, and the goods yard of Ten weir is 5 tons; a ten-weir-Xiangyang-ten-weir shuttle vehicle is started at 2021-04-29, 7 tons newly added on the day of the ten-weir and 5 tons of the storage yard on the previous day are taken away, and 12 tons of goods are taken away and returned to the ten-weir after the shuttle vehicle reaches the Xiangyang and 10 tons newly added on the day of the Xiangyang and 2 tons of the storage yard on the previous day are taken away.

Fig. 5 shows a plot of the yard penalty conversion parameter M versus the logistics cost and the yard freight volume. As can be seen from fig. 5, we can obtain departure schemes under different timeliness and different costs by adjusting M, thereby realizing automatic measurement and calculation of the relationship between logistics cost and timeliness, optimizing the departure scheme, and being beneficial to greatly reducing the operation cost of logistics enterprises.

Example two

Because the model has more solved variables and larger scale, the calculation solution takes longer time by directly introducing the planned shift line data of the overtime bus into the model calculation as variables, so that during calculation, the network flow balance measurement and calculation model is preferably used for calculating the overtime bus pool (namely for the planned shift on a fixed line, only the shift of the departure in the unilateral mode is started, all the shifts in the other modes are stopped, the yard amount of each distribution point in the line is calculated, then the upper limit number of the shift required on the line is determined according to the yard amount), and then the obtained planned shift line data corresponding to each overtime bus (the combination is called the overtime bus pool) is input into the model, and at the moment, the variables of the model are not fixed any more, so that the departure scheme of one day is calculated. After the method is used, the original calculation time of tens of minutes can be shortened to several minutes. Specifically, as shown in fig. 2, the method for calculating the pool of overtime cars first and then calculating the specific departure scheme includes the steps of:

s31, enabling the regular buses which are dispatched in a unilateral mode to be in an operation state and all other regular buses except the regular buses which are dispatched in the unilateral mode to be in an outage state in all the regular buses of the route section (i, j);

s32, calculating the accumulated stock yard goods amount S of the current distribution point i, the target distribution point k and the distribution points of the next station distribution point j which need to pass from the current distribution point i to the target distribution point k in the line segment (i, j)_ijk；

S33, calculating the goods quantity S of the transfer yard_ijkThe upper limit number of overtime cars needing overtime; according to the formula (1), M is given as the storage yard cargo quantity s_ijkGiven, distance D_ikFixedly, the regular bus giving of departure in a unilateral mode in the line segments (i, j) and the schedule data giving of the regular buses can be calculated to calculate the freight quantity s of the yard after transportation under the timeliness M_ijkThe upper number of overtime cars required.

And S34, inputting the planned shift line data of each overtime bus, the planned shift line data of all the overtime buses in the line segment (i, j) and the cargo volume data into a network flow balance measuring and calculating model, solving the objective function by the model (the specific solving process is described in the first embodiment and is not repeated here), and outputting the current logistics departure scheme.

The invention also provides a device for measuring and calculating the logistics network departure scheme, which can realize the method for measuring and calculating the logistics network departure scheme provided by the first embodiment and the second embodiment, as shown in fig. 3, the device comprises:

the data acquisition module is used for designating planned shift line data and cargo volume data of the logistics network within a time period range;

and the departure scheme measuring and calculating module is connected with the data input module and used for solving the objective function and outputting a daily logistics departure scheme by taking the minimized logistics cost and the minimized logistics aging as optimization targets through the network flow balance measuring and calculating model and taking the flow balance, the loading capacity of the regular bus, the maximum loading capacity of the regular bus and the simultaneous start and stop of the regular bus as constraint conditions according to the input data.

More specifically, as shown in fig. 4, the departure scenario estimation module includes:

the regular bus starting and stopping state setting unit is used for automatically setting all regular buses which are dispatched in a unilateral mode in the line segments (i, j) as starting states and all other regular buses which are dispatched in the unilateral mode except the regular buses as stopping states after a user gives a storage yard punishment conversion parameter;

a yard cargo quantity calculating unit for calculating the total yard cargo quantity s of the current distribution point i, the target distribution point k and each distribution point of the next station distribution point j required to pass from the current distribution point i to the target distribution point k according to the input data_ijk；；

The overtime bus upper limit quantity calculating unit is respectively connected with the overtime bus starting and stopping state setting unit and the stock yard cargo quantity calculating unit and is used for calculating the transfer stock yard cargo quantity s according to input data after the starting and stopping states of all regular buses in the line segments (i, j) are set_ijkThe upper limit number of overtime cars needing overtime;

the objective function solving unit is connected with the overtime bus upper limit quantity calculating unit and is used for inputting the class line planning data corresponding to each overtime bus, the class line planning data corresponding to the class bus dispatched in a unilateral mode in the line segment (i, j) and the cargo quantity data into the network flow balance measuring and calculating model, the model is used for solving the objective function, and a logistics dispatching scheme aiming at the line segment (i, j) is output;

and the relation curve generating unit is connected with the objective function solving unit and is used for generating the objective function solving result into a relation curve of the storage yard punishment conversion parameter, the logistics cost and the storage yard cargo quantity and displaying the relation curve to the user.

It should be understood that the above-described embodiments are merely preferred embodiments of the invention and the technical principles applied thereto. It will be understood by those skilled in the art that various modifications, equivalents, changes, and the like can be made to the present invention. However, such variations are within the scope of the invention as long as they do not depart from the spirit of the invention. In addition, certain terms used in the specification and claims of the present application are not limiting, but are used merely for convenience of description.

Claims

1. A method for measuring and calculating a logistics network departure scheme is characterized by comprising the following steps:

2. The logistics network departure scheme measurement and calculation method according to claim 1, wherein the planned shift line data comprises shift numbers, shift lines, vehicle types, transportation capacity, shift line types, shift cost of each logistics shift;

the goods quantity data comprises an originating distribution point, a destination distribution point, a delivery date, a distance from the originating distribution point to the destination distribution point, the daily yard goods quantity of each distribution point, a newly-added goods quantity and the operation cost of goods distribution.

3. The logistics network departure scenario measurement and calculation method of claim 1 or 2, wherein in step S3, the objective function is expressed by the following formula (1):

in formula (1), Obj represents the objective function;

v represents a regular bus set in the logistics network;

v represents a regular bus;

E_vrepresents the transportation cost of the regular bus v;

h represents a distribution set in the logistics network;

i, k and j respectively represent a current distribution point i, a target distribution point k and a next station distribution point j which needs to pass from the current distribution point i to the target distribution point k;

s_ijkthe total of the stock yard cargo volumes of the current distribution point i, the target distribution point k and each distribution point of the next station distribution point h which needs to pass from the current distribution point i to the target distribution point k is represented;

m represents a yard penalty conversion parameter;

a represents the distribution operation cost of the logistics network.

4. The method for calculating the logistics network departure scenario of claim 3, wherein the flow balance constraint condition in step S3 is expressed by the following formula (2):

5. The logistics network departure scenario calculation method of claim 3 or 4, wherein the duty car load constraint condition in step S3 is expressed by the following formula (3):

in the formula (3), v_i，jRepresenting a set of vehicles on line segment (i, j);

6. The logistics network departure scenario prediction method of claim 3 or 4, wherein the maximum loading constraint of the regular bus in step S3 is expressed by the following equation (4):

in formula (4), (i ', j') is a loading line segment of the line segment (i, j);

w_vrepresenting the maximum load weight of the regular bus v;

SS_va set of directly connected segments (i, j) representing a regular bus v.

7. The logistics network departure scenario evaluation method of claim 3 or 4, wherein the constraint conditions for the same start and stop of the shift in step S3 are expressed by the following formula (5):

in formula (5), OV represents the run-to-run set;

v' represents a drive-by drive;

8. The method for calculating the logistics network departure scheme of claim 1, wherein in step S3, the method for solving the objective function by the network flow balance calculation model specifically comprises:

s32, calculating the accumulated stock yard cargo quantity S of each distribution point in the line segment (i, j)_ijk；

and S34, inputting the planned shift line data of each overtime bus, the planned shift line data of all the overtime buses in the line segment (i, j) and the cargo volume data into the network flow balance measuring and calculating model, solving the objective function by the model, and outputting the logistics departure scheme on the current day.

9. A logistics network departure scenario evaluation device, which can implement the logistics network departure scenario evaluation method according to any one of claims 1 to 8, wherein the device comprises:

the objective function is expressed by the following formula (6):

in formula (6), Obj represents the objective function;

v represents a regular bus set in the logistics network;

v represents a regular bus;

E_vrepresents the transportation cost of the regular bus v;

h represents a distribution set in the logistics network;

s_ijkthe total of the stock yard cargo volumes of the current distribution point i, the target distribution point k and each distribution point of a next station distribution point j which needs to pass from the current distribution point i to the target distribution point k is represented;

m represents a yard penalty conversion parameter;

a represents the distribution operation cost of the logistics network.

10. The logistics network departure scenario measuring and calculating device of claim 9, wherein the departure scenario measuring and calculating module comprises:

a yard cargo quantity calculating unit, configured to calculate, according to input data, a total yard cargo quantity s of each allocation point of the current allocation point i, the destination allocation point k, and a next station allocation point j that needs to pass through from the current allocation point i to the destination allocation point k_ijk；

the objective function solving unit is connected with the overtime bus upper limit quantity calculating unit and is used for inputting the class line planning data corresponding to each overtime bus, the class line planning data corresponding to the class bus dispatched in a unilateral mode in the line segment (i, j) and the cargo capacity data into the network flow balance measuring and calculating model, the model solves the objective function and outputs a logistics dispatching scheme aiming at the line segment (i, j);