CN111754052A - Optimal route optimization method for goods arrival time limit - Google Patents
Optimal route optimization method for goods arrival time limit Download PDFInfo
- Publication number
- CN111754052A CN111754052A CN202010755967.6A CN202010755967A CN111754052A CN 111754052 A CN111754052 A CN 111754052A CN 202010755967 A CN202010755967 A CN 202010755967A CN 111754052 A CN111754052 A CN 111754052A
- Authority
- CN
- China
- Prior art keywords
- transportation
- time
- goods
- climate
- cargo
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
- G06Q10/047—Optimisation of routes or paths, e.g. travelling salesman problem
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
- G06Q10/063—Operations research, analysis or management
- G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
- G06Q10/06311—Scheduling, planning or task assignment for a person or group
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/08—Logistics, e.g. warehousing, loading or distribution; Inventory or stock management
- G06Q10/083—Shipping
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/08—Logistics, e.g. warehousing, loading or distribution; Inventory or stock management
- G06Q10/083—Shipping
- G06Q10/0835—Relationships between shipper or supplier and carriers
- G06Q10/08355—Routing methods
Landscapes
- Business, Economics & Management (AREA)
- Engineering & Computer Science (AREA)
- Human Resources & Organizations (AREA)
- Economics (AREA)
- Strategic Management (AREA)
- Entrepreneurship & Innovation (AREA)
- Quality & Reliability (AREA)
- Operations Research (AREA)
- Marketing (AREA)
- Development Economics (AREA)
- Tourism & Hospitality (AREA)
- Physics & Mathematics (AREA)
- General Business, Economics & Management (AREA)
- General Physics & Mathematics (AREA)
- Theoretical Computer Science (AREA)
- Game Theory and Decision Science (AREA)
- Educational Administration (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
Abstract
The invention is suitable for the technical field of cargo transportation, and provides an optimal route optimization method for a cargo transportation time limit, which comprises the following steps: step 1, listing a plurality of transportation paths according to a transportation starting point and a transportation finishing point; step 2, drawing a vehicle transportation schedule according to the transportation path and the time; before the goods are transported, the transportation mode of the goods is judged to be through, transit or contain an intermediate station, then the transportation vehicles with the shortest transportation route, the lowest cost and the arrival time within the transportation deadline of the goods in the through goods are obtained by comparing the transportation modes of the goods with the through goods, the goods are unloaded, the waiting departure time, the stop time of the intermediate station, the unloading time of the destination goods and the stop time of the destination goods with the vehicle shift and route information in the vehicle transportation timetable, so that the optimal shift and transportation route are selected, the optimization of the transportation route and the income maximization of a transportation company are realized, and the accuracy and the reliability of the shift and route selection are improved based on the distinguishing of the climate and traffic jam conditions.
Description
Technical Field
The invention belongs to the technical field of cargo transportation, and particularly relates to an optimal route optimization method for a cargo transportation time limit.
Background
The term of arrival of the goods is the time length determined by the carrier and the owner when the carrier and the owner sign the combination of the goods transportation, the longest time standard of arrival of the goods is specified for the goods in transportation, and in order to ensure that the goods are transported to the owner within the scope of arrival time limit, the carrier also specifies the operation time standard of the direct express delivery goods in various transportation modes, namely the arrival time limit standard.
The transportation of goods generally has a transportation time limit, and in order to enable the goods to be transported to a designated place within a specified time limit and to obtain the maximum profit, the traditional transportation route of the goods needs to be optimized.
Disclosure of Invention
The invention provides an optimal route optimization method for freight arrival time limit, which aims to solve the problems that the freight transportation generally has transportation time limit limitation, and the traditional freight transportation route needs to be optimized in order to enable the freight to be transported to a specified place within the specified transportation time limit and obtain the maximum benefit.
The invention is realized in this way, a method for optimizing the optimal route of the freight arrival time limit, comprising the following steps:
step 1, listing a plurality of transportation paths according to a transportation starting point and a transportation finishing point;
step 2, drawing a vehicle transportation schedule according to the transportation path and the time;
step 3, judging whether the cargo transportation path is direct, transit and contains an intermediate station;
step 4, calculating the average transportation time from the starting point to the end point of the vehicle according to historical transportation data;
step 5, calculating the cargo loading and unloading time according to the quantity of the cargos;
step 6, judging whether the loading and unloading time and the transportation time exceed the specified date, and selecting the optimal transportation route and the optimal train number;
step 7, calculating transfer time according to the number of transferred goods;
step 8, judging whether the transportation time and the transfer time exceed the specified date, and selecting the optimal transportation route and the train number;
step 9, calculating the service time of the intermediate stations along the way;
and step 10, judging whether the transportation time and the intermediate station time exceed the specified date, and selecting the optimal transportation route and train number.
Preferably, the plurality of transportation routes in step 1 are a plurality of transportation routes from a transportation starting point to a transportation ending point.
Preferably, the vehicle transportation schedule in step 2 includes departure time, arrival time, intermediate stop time, total time from the starting point to the ending point of a plurality of transportation vehicle numbers in a plurality of transportation routes, and numbers of the respective vehicle numbers and the transportation route numbers.
Preferably, the direct to goods are directly sent from the starting point to the transportation destination, the intermediate to goods need to be changed into transportation vehicles through an intermediate station, and the intermediate station is a station between the starting point and the destination and contains goods to be loaded or unloaded in the transportation process.
Preferably, the cargo handling time in step 5 includes a transportation start cargo loading time, a waiting departure time, a midway stop time, an end cargo unloading time, and an end cargo stopping time.
Preferably, the cargo residence time includes a transfer time after unloading of the cargo, a cargo warehousing time, a residence time in a cargo warehouse, and a cargo pickup transfer time.
Preferably, in the step 6, whether the loading, unloading and transporting time exceeds a specified date is judged, the total time of loading, unloading, transporting and warehousing of the goods is compared with the specified arrival time, the time difference is compared according to a vehicle transporting schedule, and the transporting time is reasonably calculated.
Preferably, the transfer time in step 7 is the sum of the time for loading, unloading, inspecting, handing over bills and waiting for departure of the goods at the intermediate station.
Preferably, the intermediate station usage time in the step 9 includes a sum of stop times of the vehicle from the start point to the end point along the intermediate point.
Preferably, the average time of the transportation from the starting point to the end point of the vehicle is calculated according to the historical transportation data in step 4, and specifically, different climate grades are set based on the weather data in the historical transportation data, wherein the different climate grades comprise a first climate grade, a second climate grade and a third climate grade, the climate grade belongs to the first climate grade when the coverage mileage of the bad weather is not more than one third of the total mileage of the transportation line or when the coverage site of the bad weather is not more than one third of the total site of the transportation line, the climate grade belongs to the second climate grade when the coverage mileage of the bad weather is one third to two thirds of the total mileage of the transportation line or when the coverage site of the bad weather is one third to two thirds of the total site of the transportation line, or when the coverage site of the severe climate exceeds two thirds of the total site of the transportation line, the climate grade belongs to a third climate grade, the first transportation average time of each train at the first climate grade, the second transportation average time at the second climate grade and the third transportation average time at the third climate grade are respectively obtained, the climate grade of each train at the shipment date is predicted based on the shipment date and the weather prediction data, and the transportation average time matched with the predicted climate grade is obtained based on the predicted climate grade.
Preferably, different traffic jam levels of the transportation route are set based on traffic data in the historical transportation data and time intervals of the traffic data, the traffic jam levels have differences in the different time intervals, and the average transportation time of each train number under the different traffic jam levels is obtained by classification based on the shipment date, the first climate level, the second climate level and the third climate level.
Compared with the prior art, the invention has the beneficial effects that: the invention relates to a method for optimizing a route for optimizing the time limit of freight transportation, which comprises the steps of judging whether the transportation mode of the freight is through, transit or contains an intermediate station before the freight is transported, then calculating the transportation mode of the freight in the through freight, loading the freight, unloading the freight, waiting for departure time, stopping time at a midway station, unloading time of end-point freight and stopping time of the end-point freight, comparing the transportation mode with the information of the vehicle shift and the route in a vehicle transportation timetable to obtain the transportation vehicle with the shortest transportation route and the lowest cost and with the arrival time of the freight in the freight transportation deadline, thereby selecting the optimal shift and transportation route, realizing the optimization of the transportation route and the maximization of the income of a transportation company, and further improving the accuracy of the average transportation time based on the statistical classification of historical transportation big data, particularly aiming at the statistics of climate data and traffic flow congestion data of each shift and each transportation route, the accuracy and the reliability of optimizing the number of the transport vehicles and the transport lines are improved.
Drawings
FIG. 1 is a schematic flow chart of the steps of the present invention;
FIGS. 2 and 3 are a flow chart and result list diagram for obtaining mean transit time based on climate and traffic congestion levels in accordance with the present invention;
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Referring to fig. 1, the present invention provides a technical solution: an optimal route optimization method for freight arrival time limit comprises the following steps:
step 1, listing a plurality of transportation paths according to a transportation starting point and a transportation finishing point;
step 2, drawing a vehicle transportation schedule according to the transportation path and the time;
step 3, judging whether the cargo transportation path is direct, transit and contains an intermediate station;
step 4, calculating the average transportation time from the starting point to the end point of the vehicle according to historical transportation data;
step 5, calculating the cargo loading and unloading time according to the quantity of the cargos;
step 6, judging whether the loading and unloading time and the transportation time exceed the specified date, and selecting the optimal transportation route and the optimal train number;
step 7, calculating transfer time according to the number of transferred goods;
step 8, judging whether the transportation time and the transfer time exceed the specified date, and selecting the optimal transportation route and the train number;
step 9, calculating the service time of the intermediate stations along the way;
and step 10, judging whether the transportation time and the intermediate station time exceed the specified date, and selecting the optimal transportation route and train number.
In the embodiment, before goods are transported, an optimal shift and a transportation route are selected according to a plurality of transportation routes listed by a transportation starting point and a transportation destination, then a vehicle transportation timetable is drawn according to the transportation routes and time, the goods are judged to be direct, transit or the goods containing intermediate stations, if the goods are direct, the average transportation time from the vehicle starting point to the destination is calculated according to historical transportation data, the goods loading and unloading time is calculated according to the quantity of the goods, then the goods transportation time and the goods loading and unloading time are combined, the total time required by the whole transportation is calculated, the total time is compared with the vehicle time of each transportation route and shift, the transportation time does not exceed a specified date is searched, the transportation route is shortest, the vehicle shift with the lowest transportation cost transports the goods, and therefore the optimization of the transportation routes and the maximization of the profits of transportation companies are achieved.
In this embodiment, during use, a transportation route from a transportation starting point to a transportation destination is first planned and summarized, vehicles of each shift in different routes and a vehicle transportation schedule of the vehicle of the shift are summarized according to different transportation routes, a cargo list is read, whether the cargo is a direct cargo, a transit cargo or a cargo containing an intermediate site is judged, and if the cargo is a direct cargo, calculation is performed by using a whole-journey transportation deadline formula:
t total is T sending + T to + T in + T way + T redundancy
Wherein:
ttotal represents the shipment deadline of the goods;
t sending and T to indicate the loading and unloading of the sending end and the arrival end and the sending to operation time;
the T is the transfer operation time;
t way is transit time.
Redundancy T is a redundant time determined from the shipping mileage and the complexity of the shipping organization.
Obtaining the time required in the transportation of the goods, judging whether the time required in the transportation process exceeds the arrival date of each shift vehicle, selecting the shift vehicle with the shortest distance and the lowest transportation cost, and transporting the goods by the shift vehicle and the transportation route which can arrive at the terminal on time, thereby realizing the optimization of the transportation route and the maximization of the income of a transportation company, if the goods are transit goods, calculating by a refined calculation formula of the whole transportation time to obtain the time required in the transportation of the goods, judging whether the time required in the transportation process exceeds the arrival date of each shift vehicle, selecting the shift vehicle with the shortest distance and the lowest transportation cost, and transporting the goods by the shift vehicle and the transportation route which can arrive at the terminal on time, thereby realizing the optimization of the transportation route and the maximization of the income of the transportation company, when the goods contain the goods at the intermediate terminal, redundantly calculating and summing up by the T + T in the T at each terminal, calculating the time of the whole transportation of the goods, judging whether the time required by the transportation process exceeds the arrival date of each shift vehicle, selecting the shift vehicle with the shortest distance and the lowest transportation cost, and transporting the goods by the shift vehicle and the transportation route which can arrive at the terminal on time, thereby realizing the optimization of the transportation route and the maximization of the income of a transportation company.
Further, the plurality of transportation routes in step 1 are a plurality of transportation routes from the transportation starting point to the transportation ending point.
In the embodiment, a plurality of transportation routes are listed as a plurality of transportation routes from the transportation starting point to the transportation destination, and the transportation routes are used for making a vehicle transportation schedule from the transportation starting point to the transportation destination, so that the staff can judge the number of shifts using the vehicle through the vehicle transportation schedule, and the benefit maximization of a transportation company is realized.
Further, the vehicle transportation schedule in step 2 includes departure time, arrival time, intermediate stop time, total time from the starting point to the ending point of a plurality of transportation vehicle numbers in a plurality of transportation routes, and numbers of the respective vehicle numbers and the transportation route numbers.
In this embodiment, the vehicle transportation schedule includes departure time, arrival time, stop time at the intermediate station, total time from the starting point to the ending point, and the number of each train number and the transportation route number of a plurality of transportation train numbers in a plurality of transportation routes, so that a user can conveniently select the transportation train number, and the detailed information of the transportation train number is clear at a glance.
Further, the goods are directly sent to the transportation destination from the starting point, the transportation vehicles need to be replaced through the intermediate station when the goods are transferred, and the intermediate station is used for containing the loaded or unloaded goods at other stations between the starting point and the destination in the transportation process.
In the embodiment, when the goods are transported in a remote or remote area, the vehicle has no direct shift, so the number of the vehicles needs to be changed in a midway station, and in the transportation process, part of the goods are the goods between a starting point and a terminal point, and the goods need to be loaded and unloaded, and are the intermediate station for parking the vehicles.
Further, the cargo loading and unloading time in the step 5 comprises the cargo loading time at the starting point of transportation, the waiting departure time, the stopping time at the midway station, the unloading time of the end cargo and the stop time of the end cargo.
In the embodiment, the cargo loading and unloading time comprises all the time used in the cargo loading and unloading process, such as the cargo loading time at the starting point of transportation, the waiting departure time, the stop time at the midway point, the unloading time of the end point cargo, the staying time of the end point cargo and the like, so that the time error is avoided, and the subsequent selection of the vehicle shift and the transportation route is prevented from being influenced.
Further, the cargo retention time includes the transfer time after unloading of the cargo, the cargo warehousing time, the retention time in the cargo warehouse and the delivery transfer time.
In the embodiment, the cargo retention time comprises the transfer time after unloading of the cargo, the required time from unloading to picking up of the cargo, such as cargo warehousing time, retention time in a cargo warehouse, picking up and transferring, and the like, so that the time error is avoided, and the subsequent selection of the vehicle shift and the transportation route is prevented from being influenced.
Further, in step 6, whether the loading, unloading and transporting time exceeds the specified date or not is judged, the total time of the goods in loading, unloading, transporting and warehousing is compared with the specified arrival time, the time difference is compared according to the vehicle transporting schedule, and the transporting time is reasonably calculated.
In the present embodiment, the shortest transportation route and the lowest cost are selected based on the vehicle transportation time information, the loading/unloading time, and the transportation time in the vehicle transportation schedule. And the vehicle which can be transported to the terminal point within the specified transportation time transports the goods, thereby realizing the maximization of the income of the transportation company.
Further, in step 7, the transfer time is the sum of the time of loading, unloading, inspecting, handing over bills and waiting for departure of the goods at the intermediate station.
In the embodiment, the transfer time is the sum of the time of loading, unloading, train inspection, cargo inspection, bill handover and waiting for departure of the cargo at the intermediate station, and is used for calculating the time occupied by all the transfer stations in the transportation process of the vehicle, so that the occurrence of time errors is avoided, and the subsequent selection of the shift and the transportation route of the vehicle is prevented from being influenced.
Further, the intermediate station usage time in step 9 includes the sum of the stop times of the vehicle from the start point to the end point along the intermediate point.
In the embodiment, the service time of the intermediate station comprises the sum of the stop time of the vehicle from the starting point to the intermediate point along the terminal, and is used for calculating the time for loading and unloading goods, inspecting goods, handing over bills and waiting for departure at the intermediate station, so that the time error is avoided, and the subsequent selection of the vehicle shift and the transportation route is prevented from being influenced.
Further, the average time of the transportation from the starting point to the end point of the vehicle is calculated according to the historical transportation data in step 4, specifically, different climate grades are set based on the weather data in the historical transportation data, the different climate grades comprise a first climate grade, a second climate grade and a third climate grade, the climate grade belongs to the first climate grade when the coverage mileage of the bad weather is not more than one third of the total mileage of the transportation line or when the coverage site of the bad weather is not more than one third of the total site of the transportation line, the climate grade belongs to the second climate grade when the coverage mileage of the bad weather is one third to two thirds of the total mileage of the transportation line or when the coverage site of the bad weather is one third to two thirds of the total site of the transportation line, or when the coverage station of the severe climate exceeds two thirds of the total stations of the transportation line, the climate grade belongs to a third climate grade, and the first transportation average time of each train number at the first climate grade, the second transportation average time at the second climate grade and the third transportation average time at the third climate grade are respectively obtained; and predicting the weather grade of each train number at the shipping date based on the shipping date and the weather prediction data, and acquiring the average transportation time matched with the predicted weather grade based on the predicted weather grade. The severe climate comprises the climate such as thunder, rain, snow, freezing and the like.
Further, different traffic jam levels of the transportation route are set based on traffic data in the historical transportation data and time intervals of the traffic data, the traffic jam levels have differences in the different time intervals, and the average transportation time of each traffic time under the different traffic jam levels is obtained in a classified manner based on the shipment date, the first climate level, the second climate level and the third climate level.
In the practical process of the field of cargo transportation, with reference to fig. 2, the climate is a crucial factor that affects the time limit of cargo transportation, and even for the same train number on the same transportation route, for example, in the case of a good climate along the route, the train speed can be kept at a continuously stable high speed, and in the case of severe climate such as rain, snow, ice, etc., the train speed tends to be reduced a lot, so that the transportation time under different climate environments also has a great difference. Based on this difference, if only the average transit time of a macroscopic statistical train is taken into account without taking climatic factors, the results are often not accurate enough.
In order to improve the accuracy of the statistical transportation average time and further ensure the reliability of line and train number optimization, the embodiment of the invention classifies weather data in historical transportation data, sets different weather grades, and the different weather grades comprise a first weather grade, a second weather grade and a third weather grade which are sequentially deteriorated, so that the transportation average time of each train number under the first weather grade, the second weather grade and the third weather grade can be further obtained, and further the finer transportation average time is obtained. With the development of the climate prediction technology at present, the prediction accuracy of the climate prediction technology is higher and higher, and the embodiment of the invention obtains the climate condition of the shipment date based on the climate prediction technology, compares and matches the predicted climate condition with the first climate grade, the second climate grade and the third climate grade, and obtains the average transportation time matched with the predicted climate grade.
In addition, in the practical process in the field of cargo transportation, in addition to the climate, traffic congestion is another crucial factor affecting the time limit of cargo transportation, and when the cargo is transported by using a shorter route, the traffic congestion on the shorter route is increased, which in turn affects the vehicle speed and the cargo transportation time, so that it is necessary to calculate the transportation average time based on the traffic congestion. For example, in a climate environment with a first climate level, traffic congestion conditions are different according to different dates, and as shown in fig. 3, the traffic congestion conditions can be divided into three levels, namely, high, medium and low, so that average transportation time under different traffic congestion conditions can be further obtained in a classified manner or in a simulated manner, and statistical accuracy is improved.
Finally, it should be noted that the transportation path includes, but is not limited to, a railway transportation route, a road transportation route, and the like, and in a detailed description, the vehicle includes, but is not limited to, a train, a truck, and the like cargo carrying vehicle.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (11)
1. An optimal route optimization method for goods delivery time limit is characterized in that: the method comprises the following steps:
step 1, listing a plurality of transportation paths according to a transportation starting point and a transportation finishing point;
step 2, drawing a vehicle transportation schedule according to the transportation path and the time;
step 3, judging whether the cargo transportation path is direct, transit and contains an intermediate station;
step 4, calculating the average transportation time from the starting point to the end point of the vehicle according to historical transportation data;
step 5, calculating the cargo loading and unloading time according to the quantity of the cargos;
step 6, judging whether the loading and unloading time and the transportation time exceed the specified date, and selecting the optimal transportation route and the optimal train number;
step 7, calculating transfer time according to the number of transferred goods;
step 8, judging whether the transportation time and the transfer time exceed the specified date, and selecting the optimal transportation route and the train number;
step 9, calculating the service time of the intermediate stations along the way;
and step 10, judging whether the transportation time and the intermediate station time exceed the specified date, and selecting the optimal transportation route and train number.
2. The optimal route optimization method for the freight arrival time limit as claimed in claim 1, wherein: the plurality of transportation paths in the step 1 are a plurality of transportation routes from a transportation starting point to a transportation ending point.
3. The optimal route optimization method for the freight arrival time limit as claimed in claim 1, wherein: the vehicle transportation schedule in the step 2 comprises departure time, arrival time, intermediate station stop time, total time from a starting point to a terminal point, and the number of each train number and the transportation route number of a plurality of transportation train numbers in a plurality of transportation routes.
4. The optimal route optimization method for the freight arrival time limit as claimed in claim 3, wherein: the direct goods are directly sent to the transportation terminal from the starting point, the transit goods need to be changed through an intermediate station, and the intermediate station is the goods loaded or unloaded at other stations between the starting point and the terminal in the transportation process.
5. The optimal route optimization method for the freight arrival time limit as claimed in claim 1, wherein: the cargo loading and unloading time in the step 5 comprises the cargo loading time at the starting point of transportation, the waiting departure time, the stop time at the midway station, the unloading time of the end point cargo and the stop time of the end point cargo.
6. The optimal route optimization method for the freight arrival time limit as claimed in claim 5, wherein: the cargo residence time comprises the transfer time after unloading of the cargo, the cargo warehousing time, the residence time in the cargo warehouse and the cargo lifting transfer time.
7. The optimal route optimization method for the freight arrival time limit as claimed in claim 1, wherein: and 6, judging whether the loading and unloading time and the transportation time exceed the specified date, comparing the total time of the cargo in loading, unloading, transportation and storage with the specified arrival time, comparing the time difference according to the vehicle transportation schedule, and reasonably calculating the transportation time.
8. The optimal route optimization method for the freight arrival time limit as claimed in claim 1, wherein: the transfer time in the step 7 is the sum of the time of loading the goods, unloading the goods, inspecting the train, inspecting the goods, handing over the bills and waiting for departure of the goods at the intermediate station.
9. The optimal route optimization method for the freight arrival time limit as claimed in claim 1, wherein: the intermediate station usage time in the step 9 includes a sum of the stop times of the vehicle from the start point to the end point along the intermediate point.
10. The optimal route optimization method for the freight arrival time limit as claimed in claim 3, wherein: in the step 4, the average transportation time from the starting point to the end point of the vehicle is calculated according to the historical transportation data, specifically, different climate grades are set based on the weather data in the historical transportation data, the different climate grades comprise a first climate grade, a second climate grade and a third climate grade,
the climate grade belongs to a first climate grade when the coverage mileage in bad weather does not exceed one third of the total mileage of the transportation route, or when the coverage site in bad weather does not exceed one third of the total site of the transportation route,
the climate grade belongs to a second climate grade when the inclement weather coverage mileage is in the range of one third to two thirds of the total mileage of the transportation route, or when the inclement weather coverage site is in the range of one third to two thirds of the total site of the transportation route,
a third climate class when the inclement weather coverage mileage exceeds two thirds of the total mileage of the transportation route, or when the inclement weather coverage site exceeds two thirds of the total site of the transportation route,
respectively acquiring first transportation average time of each train number in the first climate grade, second transportation average time in the second climate grade and third transportation average time in the third climate grade;
and predicting the weather grade of each train number on the freight date based on the freight date and weather prediction data, and acquiring the average transportation time matched with the predicted weather grade based on the predicted weather grade.
11. The optimal route optimization method for the freight arrival time limit according to claim 10, wherein:
setting different traffic jam levels of the transportation route based on traffic data in the historical transportation data and time intervals of the traffic data, wherein the traffic jam levels have differences in the different time intervals, and classifying and acquiring the average transportation time of each traffic number under the different traffic jam levels based on the freight date, the first climate level, the second climate level and the third climate level.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010755967.6A CN111754052A (en) | 2020-07-31 | 2020-07-31 | Optimal route optimization method for goods arrival time limit |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010755967.6A CN111754052A (en) | 2020-07-31 | 2020-07-31 | Optimal route optimization method for goods arrival time limit |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111754052A true CN111754052A (en) | 2020-10-09 |
Family
ID=72712398
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010755967.6A Pending CN111754052A (en) | 2020-07-31 | 2020-07-31 | Optimal route optimization method for goods arrival time limit |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111754052A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112529297A (en) * | 2020-12-10 | 2021-03-19 | 广州市昊链信息科技股份有限公司 | Method, device and equipment for determining target path and storage medium |
| CN112652166A (en) * | 2020-12-14 | 2021-04-13 | 广西路桥工程集团有限公司 | Job site transportation scheduling system |
| CN117745189A (en) * | 2024-02-20 | 2024-03-22 | 深圳市明心数智科技有限公司 | Commodity warehouse-in management method, system and medium |
| CN117808383A (en) * | 2024-02-29 | 2024-04-02 | 天津小铁马科技有限公司 | Method, device, equipment and medium for monitoring transportation of freight vehicle |
| CN117745189B (en) * | 2024-02-20 | 2024-05-24 | 深圳市明心数智科技有限公司 | Commodity warehouse-in management method, system and medium |
-
2020
- 2020-07-31 CN CN202010755967.6A patent/CN111754052A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112529297A (en) * | 2020-12-10 | 2021-03-19 | 广州市昊链信息科技股份有限公司 | Method, device and equipment for determining target path and storage medium |
| CN112652166A (en) * | 2020-12-14 | 2021-04-13 | 广西路桥工程集团有限公司 | Job site transportation scheduling system |
| CN112652166B (en) * | 2020-12-14 | 2022-03-08 | 广西路桥工程集团有限公司 | Job site transportation scheduling system |
| CN117745189A (en) * | 2024-02-20 | 2024-03-22 | 深圳市明心数智科技有限公司 | Commodity warehouse-in management method, system and medium |
| CN117745189B (en) * | 2024-02-20 | 2024-05-24 | 深圳市明心数智科技有限公司 | Commodity warehouse-in management method, system and medium |
| CN117808383A (en) * | 2024-02-29 | 2024-04-02 | 天津小铁马科技有限公司 | Method, device, equipment and medium for monitoring transportation of freight vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111754052A (en) | Optimal route optimization method for goods arrival time limit | |
| Lin et al. | The hierarchical network design problem for time-definite express common carriers | |
| US7219067B1 (en) | Total transportation management system | |
| US5505585A (en) | Efficient marine/rail intermodal interface | |
| US11110945B2 (en) | Intermodal transportation terminal control system and method | |
| JP2944922B2 (en) | Transportation management equipment | |
| CN117217650B (en) | Whole-course order track system for international transportation of bulk cargo | |
| Sommar et al. | Time perspectives on intermodal transport of consolidated cargo | |
| CN113988615A (en) | Distribution method, system, equipment and storage medium based on intercity logistics continuation | |
| CN113610453A (en) | Multi-transportation-mode combined container transportation path selection method | |
| CN110880065A (en) | Return cargo source pushing method for special line driver | |
| CN113298403A (en) | Transportation time window synchronization-based highway and molten iron combined transportation scheduling method | |
| Endler et al. | Systematic review of the latest scientific publications on the vehicle routing problem | |
| CN114492904A (en) | Transportation path optimization method of logistics management system | |
| CN116468340A (en) | Pre-reaction scheduling method, medium and terminal for half-warehouse cargo in special line transport vehicle | |
| CN116308016A (en) | Van logistics control method based on Internet of things | |
| CN116629501A (en) | Vehicle dispatching control management system and application thereof | |
| CN114648169A (en) | Cold chain delivery quality and storage management system based on big data | |
| US20210398074A1 (en) | Terminal control system and method | |
| CN114781975A (en) | Method and system for reducing operation risk of network freight platform | |
| Schumann et al. | NGT Cargo–Concept For A High-Speed Freight Train In Europe | |
| CN109886467B (en) | Urban ULS and road integrated cargo transportation network flow distribution system and method | |
| WO2001018682A2 (en) | Total transportation management system | |
| Okur et al. | Schedule Reliability in Liner Shipping: A Study on Global Shipping Lines | |
| CN116090689B (en) | Freight resource optimization method and system based on transfer connection |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |