CN116090689B - Freight resource optimization method and system based on transfer connection - Google Patents
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Abstract
The invention discloses a freight resource optimization method and system based on transfer connection. And extracting freight data of the first transfer yard through the path server, distributing different planning networks for freight in the first transfer yard, calculating weight coefficients of each batch of freight based on aging and transportation distance, preferentially selecting freight destinations with large weight coefficients as first destinations, generating a first track which goes to the first destinations by the track processing unit, unloading freight with weight coefficients smaller than the average value of the weight coefficients of the freight in the second transfer yard, sending the freight with the weight coefficients larger than the average value of the weight coefficients of the freight to the second destinations, and generating a second track which goes to the second destinations by the track processing unit. Unloading the goods transferred in the second medium to wait for the loading of the following vehicles, and distributing a new planning network according to the aging label.
Description
Technical Field
The invention relates to freight resource optimization and scheduling technology, in particular to a freight resource optimization method and system based on transfer connection.
Background
The transfer connection process of large-scale cargoes and heavy cargoes is an important link of freight turnover of logistics enterprises. In a trunk transportation network, the spare and accessory business of large cargoes and heavy cargoes can have higher freight resource utilization rate through the support of the transfer connection link, and is an important foundation for improving the working efficiency of freight enterprises. In the prior art, CN114626761a discloses a freight service scheduling method, a device and a freight terminal, which perform automatic combination of freight bills according to the matching similarity of freight orders, and determine a final freight path based on triggered single-junction fruits, so that the problem of complex operation of drivers when carrying out transportation tasks on multiple platforms is reduced, and the scheduling efficiency of freight is improved. In addition, CN108320093a discloses a method, an apparatus, a storage medium and a terminal device for scheduling management of a logistics system, which determine the final node time and logistics node information according to order information, and implement efficient vehicle scheduling management according to the time information and the final node time. The technical means is used for solving the problem of poor freight resource optimization efficiency under a conventional freight planning network, a vehicle is required to be connected to transfer abnormal express items (such as wrongly separated express items, intercepted returned express items, customer complaint express items and aging-promoting express items) in a secondary connection mode during freight transfer between transfer sites, in order to fully ensure the implementation efficiency of the transfer connection process, the freight resources in the transfer connection process are ensured to be maximally utilized, and the problem faced in the freight resource scheduling scene in the prior art is still not solved by an effective technical scheme, so that the prior art is required to be further improved.
Disclosure of Invention
In order to solve the problems, the invention provides a freight resource optimization method based on transfer connection, which generates freight bill information in a corresponding freight planning network, calculates weight coefficients of cargoes based on aging and transportation distance, preferentially selects a freight transportation path with a large weight coefficient as a first track, and enters a second transfer field according to the first track. The invention effectively reduces the problem of overlarge vehicle empty rate in the traditional freight dispatching and improves the turnover efficiency of freight resources in the transfer connection process. The invention also provides an optimizing system for the freight resource optimizing method for the transit connection.
The aim of the invention can be achieved by the following technical means:
a freight resource optimization method based on transfer connection comprises the following steps:
step 1: the method comprises the steps that first transfer is conducted, freight data of m batches of cargos are input, a path server is matched with a first planning network corresponding to the freight data, and m pieces of freight bill information are generated;
step 2: calculating weight coefficient alpha of goods based on waybill information x Extracting the destination of the goods with the largest weight coefficient as a second intermediate transfer field, wherein x=1, 2, … and m, and the second intermediate transfer field is taken as a first destination;
step 3: generating a first track from a first transit to a first destination, loading m batches of cargoes corresponding to m pieces of waybill information on a vehicle i, selecting the first transit as a first departure place, and driving to a second transit along the first track;
step 4: the second transfer field inputs freight data of m batches of cargoes, and the weight coefficient alpha is screened x ＜T 1 The vehicle i discharges the n batches of goods to a second intermediate transfer station, wherein T 1 Is the average value of m weight coefficients, T 1 =(α 1 +α 2 +…+α m )/m；
Step 5: extracting a second destination based on the residual waybill information and generating a second track, and selecting a second transit station as a second departure place by the vehicle i, and driving to the second destination along the second track;
step 6: the second transited vehicle j requests to load cargoes, and the path server calculates the weight coefficient beta of v+n batches of cargoes based on v+n pieces of waybill information y Y=1, 2, …, v+n, v being the original cargo quantity of vehicle j;
step 7: screening weight coefficient beta y ＞T 2 U lot of goods, u lot of goods is loaded into vehicle j, wherein T 2 Is the average value of v+n weight coefficients, T 2 =[β 1 +β 2 +…+β (v+n) ]/v+n；
Step 8: if u=n, returning to the step 1, otherwise, entering the step 9;
step 9: and (5) extracting ageing labels of n-u batches of cargoes by the path server, distributing the n-u batches of cargoes to the corresponding second planning network according to the ageing labels, generating n-u pieces of waybill information, and returning to the step (5).
In the present invention, the first planning network is a trunk transport network including at least a vehicle number, a first departure point, and a first destination.
In the invention, transportation timeliness is generated based on the timeliness label, transportation distance is generated based on the first departure place and the first destination, and the weight coefficient alpha x =(t 0 -t 1 )/d 1 ·r 1 Wherein t is 0 For the longest transportation time, t 1 The current time, d, recorded for the first in-transition 1 For the distance from the first departure point to the first destination, r 1 As a coefficient of return (f) for the benefit,
，g=1,2,…,m，f g input time for completing transportation process of m batches of goods, k 1 Weight is assigned for aging, k 1 Is constant and k 1 ≠0。
In the invention, the transportation aging is generated based on the aging label, and the transportation aging is generated based on the second departure place and the second purposeGenerating transportation distance and weight coefficient beta y =(t 0 -t 2 )/d 2 ·r 2 Wherein t is 0 For the longest transportation time, t 2 For the current time, d, recorded for the second intermediate transfer 2 For the distance from the second departure point to the second destination, r 2 As a coefficient of return (f) for the benefit,
，f y the transportation distance k for completing the transportation process of v+n batches of goods 2 Assigning weights for distances, k 2 Is constant and k 2 ≠0。
In the invention, the freight data at least comprises an aging label corresponding to the freight, an affiliated planning network and a weight of the freight.
According to the method, the time constraint condition is that the longest transportation time of the goods from the departure place to the destination is used, if the transportation time of the goods exceeds the longest transportation time, the time constraint condition is that the weight coefficient of the goods is adjusted to be 1, and if the transportation time of the goods does not exceed the longest transportation time, the time constraint condition is that the weight coefficient of the goods is unchanged.
In the invention, the freight bill information at least comprises a departure place, a destination and a freight bill number of corresponding cargos, wherein the freight bill number of the cargos is input through freight scanning equipment to extract freight data.
An optimization system for the transit connection-based freight resource optimization method, comprising: a path server, a first intermediate transfer, a second intermediate transfer, wherein,
the path server comprises a waybill generating unit, a data analysis unit and a track generating unit, wherein the waybill generating unit generates waybill information for a vehicle i and a vehicle j, the data analysis unit calculates weight coefficients of cargoes loaded in a corresponding planning network of the vehicle i and the vehicle j, and the track generating unit generates a first track and a second track;
the first transfer comprises a freight scanning device and a first database, wherein the freight scanning device identifies freight data, and the first database stores freight bill information of the first transfer;
the second intermediate transfer includes a shipping scanning device that identifies shipping data and a second database that stores shipping bill information for the second intermediate transfer.
In the invention, the freight scanning equipment is a data acquisition terminal based on a wireless radio frequency technology, and freight data acquired by the data acquisition terminal is transmitted to the first database or the second database through a serial port.
The freight resource optimization method and the freight resource optimization system based on transfer connection have the beneficial effects that: the invention sets the priority of freight dispatching among a plurality of intermediate transfer fields, dispatches freight resources under different conditions according to the weight coefficients of aging and transportation distance, and places the freight with smaller weight coefficient in a dispatching transfer field to wait for relay loading of the next freight vehicle. The invention effectively reduces the problem of overlarge empty rate of vehicles in the traditional freight dispatching, improves the turnover efficiency of freight resources in the transfer process, reduces unnecessary labor investment in the process of transferring abnormal parts, and can improve the economic benefit and freight transfer efficiency of freight enterprises.
Drawings
FIG. 1 is a diagram of cargo weight coefficient assignment based on transit docking;
FIG. 2 is a flow chart of a method of optimizing shipping resources based on transit docking according to the present invention;
FIG. 3 is a topology diagram of a method of optimizing freight resources based on transit docking according to the present invention;
FIG. 4 is a schematic diagram of a first trajectory assignment method of the present invention;
fig. 5 is a hardware block diagram of an optimization system for implementing a transit connection-based freight resource optimization method of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.
The heavy freight products are mainly composed of three types of small ticket parts, big ticket parts and whole car parts, and the transport route generally originates from a destination, reaches a transfer yard through a trunk transport network and is distributed to all levels of network points through a branch transport network. Because the single transportation cost of heavy freight is higher, the problem that abnormal express items (wrong express items, interception and return express items, customer complaint express items and aging prompt express items) in freight logistics cannot be transported secondarily by a branch transportation network in comparison with the traditional small-sized package express items is solved, the abnormal express items are required to be detained in a transfer field, and the abnormal express items are accumulated in the transfer field and then are sent to the hub transfer field in a mode of whole vehicle special line transportation.
The transfer process is carried out on the abnormal express items of the transfer field in a transfer connection mode, so that the mobility of the abnormal express items in a transportation network can be improved under the condition that the existing freight resources are unchanged, the abnormal express items are transferred in a plurality of transfer fields through the idling of transport capacity flows, and the probability that the abnormal express items are close to a destination is improved to the maximum extent. Referring to the cargo weight coefficient distribution schematic diagram based on the transfer connection in fig. 1, cargo a and cargo B are in the same transfer field or cargo a and cargo B are in the same path, the weight coefficient of the transfer connection a cargo in the transport vehicle is 0.2, the weight coefficient of the transfer connection B cargo is 0.5, the weight coefficient of the transfer connection C cargo is 0.6, the weight coefficient of the transfer connection a cargo and the weight coefficient of the transfer connection B cargo are 0.8, and the benefit of the transfer connection A, B cargo is highest from the time-lapse and transport distance consideration. Further, the cargo C stays in the transfer yard waiting for the next transport vehicle to recalculate the weight coefficient. Referring to fig. 2 and 3, the freight resource optimization method based on the transit connection in detail in this embodiment includes the following steps:
pretreatment: the freight data of cargoes in transit and in the detention transit places in the transport network are input to a path server, and the transit places set weight time-effectiveness distribution weight k according to the time-effectiveness priority or cost priority principle 1 Distance allocation weight k 2 The path server pre-stores a first planning network and a second planning network for transfer connection in the transport network. In this embodiment, the preset time-efficient allocation weight k 1 Distance allocation weight k=0.7 2 =0.3。
Step 1: and the first transit station is used for retaining a plurality of cargos, and the cargos are transmitted to a path server by recording freight data of the cargos, and the path server is matched with a first planning network corresponding to the freight data and generates m pieces of freight bill information. The freight data at least comprises freight bill information, time-effect labels, a planning network, weight and weight corresponding to the freight. The waybill information at least comprises a departure place, a destination and a waybill number of the corresponding goods, wherein the waybill number can be used for inputting the freight data of the corresponding goods through the terminal.
In this embodiment, the first planning network is a trunk transportation network at least including a vehicle i, a vehicle j, a first track, a second track, a first transit transition, and a second transit transition, and is used for transit of cargo in a cargo resource, and the first planning network is a data packet including GPRS map information, where the data packet includes at least road traffic nodes, capacity configuration, and cargo batches.
Step 2: calculating weight coefficient alpha of m batches of cargoes based on m pieces of waybill information x X=1, 2, …, m, extracting the weight coefficient α x The destination of the largest cargo is the first destination, and the first destination is sent to the trajectory generation unit.
In the present embodiment, the weight coefficient α x Related to ageing pressure and distance pressure of the first transfer input m batches of goods, wherein transportation ageing is generated based on ageing labels, transportation distance is generated based on a first departure place and a first destination, and a weight coefficient alpha x =(t 0 -t 1 )/d 1 ·r 1 Wherein t is 0 For the longest transportation time, t 1 The current time, d, recorded for the first in-transition 1 For the distance from the first departure point to the first destination, r 1 As a coefficient of return (f) for the benefit,
，g=1,2,…,m，f g input time for completing transportation process of m batches of goods, k 1 Weight is assigned for aging, k 1 Is constant and k 1 ≠0。
In the present embodiment, the weight coefficient α x The smaller the time taken for the cargo x to complete the transportation input from the first departure point to the first destination is, the larger the profit margin is, and if the vehicle is going to pass throughi going through the second intermediate transfer to the next destination, this results in an unsatisfactory ageing of the cargo x.
Step 3: the path server feeds back m pieces of waybill information to the track generation unit, the vehicle i selects the first transfer place as the first departure place, and the vehicle i loads m batches of goods contained in the m pieces of waybill information. The m pieces of waybill information correspond to m batches of cargoes, and the m batches of cargoes are cargoes retained in the transfer field.
Step 4: the second transfer field inputs freight data of m batches of cargoes, and the weight coefficient alpha is screened x ＜T 1 The vehicle i discharges the n batches of goods to a second intermediate transfer station, wherein T 1 Is the average value of m weight coefficients, T 1 =(α 1 +α 2 +…+α m ) And/m. The track generation unit is connected to a public open GPRS map interface, acquires public open GPRS map information, and guides the public open GPRS map information into an ArcGIS geographic information system to perform visualization processing, and generates a first track based on a first departure place and a first destination.
In this embodiment, the first track is stored in the track generating unit. In the first planning network, judging whether a transition field stays in the path i of the vehicle to participate in the transit connection according to the loading state of the vehicle. The loading state is divided into full load and non-full load. Referring to fig. 4, for any vehicle in the first planning network, the volume and the load capacity are constant, and if the vehicle is in a non-fully loaded state, the trajectory generation unit assigns "0" to the first trajectory of the vehicle. If the vehicle is in a full state, the track generation unit assigns a "1" to the first track of the vehicle i. Alternatively, when other criteria are applicable, this is equivalent to the solution proposed by the present embodiment.
Further, after all tracks (including the first track) of the vehicle i in the transportation network are extracted, the journey data of the vehicle i in the transportation network are constructed, wherein the journey data comprise journey paths of the vehicle i, all transition of routes and full load rates of the vehicle in each section of driving track. And the travel data is used as an evaluation basis for optimizing efficiency of the freight resources in single transit of the vehicle i in the path server.
In the present embodiment, n weight coefficients α x ＜T 1 After the goods are unloaded in the second transition, the goods enter a transit goods retention area, n batches of goods continue to be transported through the vehicle i, no significant benefit is obtained from aging and distance, so that the goods are unloaded to the second transition, and the next vehicle is waited for executing the subsequent transportation process. The m-n lots continue to be transported by vehicle i with significant benefits in terms of time and distance, and therefore continue to be transported by vehicle i.
Step 5: and extracting a second destination based on the residual waybill information and generating a second track, and selecting a second transit station as a second departure place by the vehicle i, and driving to the second destination along the second track. According to the goods weight coefficient alpha x Is used to generate a second trajectory. The second track is a set formed by multiple sections of sub-tracks, and any section of sub-track passes through at least one transit field.
In the present embodiment, the weight coefficient α of the cargo x The larger the vehicle j prefers to select the weight coefficient alpha x The destination of the large cargo is taken as the destination of the next sub-track, and the weight coefficient alpha is sequentially adopted x And carrying out cargo transportation by sequentially generating sub-tracks from large to small until reaching a first intermediate transfer.
Step 6: the second transited vehicle j requests to load cargoes, and the path server calculates the weight coefficient beta of v+n batches of cargoes based on v+n pieces of waybill information y Y=1, 2, …, v+n, v being the original cargo quantity of vehicle j. Wherein, the vehicle i and the vehicle j are freight resources of different batches under the same transportation network, and at least one different middle point exists in the driving path.
In the present embodiment, the weight coefficient β y Related to the ageing pressure and the distance pressure of the v+n batches of cargoes recorded in the second transit yard, wherein the transportation ageing is generated based on ageing labels, the transportation distance is generated based on a second departure place and a second destination, and the weight coefficient beta y =(t 0 -t 2 )/d 2 ·r 2 Wherein t is 0 For the longest transportation time, t 2 For the current time, d, recorded for the second intermediate transfer 2 For the distance from the second departure point to the second destination, r 2 As a coefficient of return (f) for the benefit,
，f y the transportation distance k for completing the transportation process of v+n batches of goods 2 Assigning weights for distances, k 2 Is constant and k 2 ≠0。
In the present embodiment, the weight coefficient β y The smaller the time taken to complete the transportation input of the cargo y from the second departure point to the second destination, the smaller the profit coefficient, and the higher the cost of transporting the cargo y will be if the cargo y is transferred from the second destination to the next destination by the vehicle j.
Step 7: screening weight coefficient beta y ＞T 2 U lot of goods, u lot of goods is loaded into vehicle j, wherein T 2 Is the average value of v+n weight coefficients, T 2 =[β 1 +β 2 +…+β (v+n) ]/v+n。
And 8, if u=n, indicating that the transportation transfer of the m batches of goods is completed, entering the transportation process of the next stage, returning to the step 1, otherwise, indicating that the transportation transfer of the m batches of goods is not completed, waiting for another vehicle to transfer the m batches of goods in the second transfer field, and entering the step 9.
Step 9: and (3) extracting ageing labels of n-u cargoes by the path server, distributing n-u batches of cargoes to a corresponding second planning network according to the ageing labels, generating n-u pieces of waybill information, and returning to the step (5), wherein the second planning network is a trunk transportation network different from the first planning network in characteristics.
In this embodiment, the aging label is generated based on a time constraint condition, wherein the time constraint condition is the longest transportation time of the goods from the departure place to the destination, if the transportation time of the goods exceeds the longest transportation time, the aging label is effective, the weight coefficient of the goods is adjusted to be 1, and if the transportation time of the goods does not exceed the longest transportation time, the aging label is invalid, and the existing weight coefficient of the goods is maintained unchanged.
The optimizing system of the freight resource optimizing method based on transfer connection of the invention, referring to fig. 5, comprises: the path server, the first transit transition and the second transit transition.
The path server comprises a waybill generating unit, a data analyzing unit and a track generating unit, wherein the waybill generating unit generates waybill information for a vehicle i and a vehicle j, the data analyzing unit calculates weight coefficients of cargoes loaded in a corresponding planning network of the vehicle i and the vehicle j, the track generating unit generates a first track and a second track,
the first intermediate transfer includes a shipping scanning device that identifies shipping data and a first database that stores shipping bill information for the first intermediate transfer. The second intermediate transfer includes a shipping scanning device that identifies shipping data and a second database that stores shipping bill information for the second intermediate transfer. The freight scanning device is a data acquisition terminal based on a wireless radio frequency technology, and the acquired freight bill information is transmitted to the first database or the second database through a serial port.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.
Claims (7)
1. The freight resource optimization method based on the transfer connection is characterized by comprising the following steps of:
step 1: the method comprises the steps that first transfer is conducted, freight data of m batches of cargos are input, a path server is matched with a first planning network corresponding to the freight data, and m pieces of freight bill information are generated;
step 2: calculating weight coefficient alpha of goods based on waybill information x Extracting the destination of the goods with the largest weight coefficient as a second intermediate transfer field, wherein x=1, 2, … and m, and the second intermediate transfer field is taken as a first destination;
step 3: generating a first track from a first transit to a first destination, loading m batches of cargoes corresponding to m pieces of waybill information on a vehicle i, selecting the first transit as a first departure place, and driving to a second transit along the first track;
step 4: the second transfer field inputs freight data of m batches of cargoes, and the weight coefficient alpha is screened x ＜T 1 N lots of goodsThe vehicle i discharges the n batches of goods to a second intermediate transfer station, wherein T 1 Is the average value of m weight coefficients, T 1 =(α 1 +α 2 +…+α m )/m；
Step 5: extracting a second destination based on the residual waybill information and generating a second track, and selecting a second transit station as a second departure place by the vehicle i, and driving to the second destination along the second track;
step 6: the second transited vehicle j requests to load cargoes, and the path server calculates the weight coefficient beta of v+n batches of cargoes based on v+n pieces of waybill information y Y=1, 2, …, v+n, v being the original cargo quantity of vehicle j;
step 7: screening weight coefficient beta y ＞T 2 U lot of goods, u lot of goods is loaded into vehicle j, wherein T 2 Is the average value of v+n weight coefficients, T 2 =[β 1 +β 2 +…+β (v+n) ]/v+n；
Step 8: if u=n, returning to the step 1, otherwise, entering the step 9;
step 9: the path server extracts the ageing labels of n-u batches of cargoes, distributes the n-u batches of cargoes to the corresponding second planning network according to the ageing labels, generates n-u pieces of waybill information, returns to the step 5,
generating transportation timeliness based on timeliness labels, generating transportation distance based on a first departure place and a first destination, and generating a weight coefficient alpha x =(t 0 -t 1 )/d 1 ·r 1 Wherein t is 0 For the longest transportation time, t 1 The current time, d, recorded for the first in-transition 1 For the distance from the first departure point to the first destination, r 1 As a coefficient of return (f) for the benefit,
，g=1,2,…,m，f g input time for completing transportation process of m batches of goods, k 1 Weight is assigned for aging, k 1 Is constant and k 1 ≠0；
Generating transportation timeliness based on timeliness labels, generating transportation distance based on a second departure place and a second destination, and generating a weight coefficient beta y =(t 0 -t 2 )/d 2 ·r 2 Wherein t is 0 For the longest transportation time, t 2 For the current time, d, recorded for the second intermediate transfer 2 For the distance from the second departure point to the second destination, r 2 As a coefficient of return (f) for the benefit,
，f y the transportation distance k for completing the transportation process of v+n batches of goods 2 Assigning weights for distances, k 2 Is constant and k 2 ≠0。
2. The transit-based shipping resource optimization method of claim 1, wherein the first planning network is a trunk transport network comprising at least a vehicle number, a first origin and a first destination.
3. The method for optimizing freight resources based on transit connection according to claim 1, wherein the freight data at least comprises an aging label corresponding to the freight, the planning network and weight of the freight.
4. The freight resource optimization method based on transfer connection according to claim 1, wherein an aging label is generated based on a time constraint condition, the time constraint condition is the longest transportation time of a freight from a departure place to a destination, the aging label is effective if the freight transportation time exceeds the longest transportation time, the weight coefficient of the freight is adjusted to be 1, and the weight coefficient of the freight is unchanged if the freight transportation does not exceed the longest transportation time, the aging label is invalid.
5. The transit connection-based freight resource optimization method according to claim 1, wherein the freight bill information at least includes a departure place, a destination, and a freight bill number of the corresponding freight, wherein the freight bill number of the freight is entered through the freight scanning device to extract freight data.
6. An optimization system of a transit connection-based freight resource optimization method according to claim 1, comprising: a path server, a first intermediate transfer, a second intermediate transfer,
the path server comprises a waybill generating unit, a data analysis unit and a track generating unit, wherein the waybill generating unit generates waybill information for a vehicle i and a vehicle j, the data analysis unit calculates weight coefficients of cargoes loaded in a corresponding planning network of the vehicle i and the vehicle j, and the track generating unit generates a first track and a second track;
the first transfer comprises a freight scanning device and a first database, wherein the freight scanning device identifies freight data, and the first database stores freight bill information of the first transfer;
the second intermediate transfer includes a shipping scanning device that identifies shipping data and a second database that stores shipping bill information for the second intermediate transfer.
7. The optimizing system of freight resource optimizing method based on transfer connection according to claim 6, wherein the freight scanning device is a data acquisition terminal based on a wireless radio frequency technology, and freight data acquired by the data acquisition terminal is transmitted to the first database or the second database through a serial port.
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| CN202310386489.XA CN116090689B (en) | 2023-04-12 | 2023-04-12 | Freight resource optimization method and system based on transfer connection |
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| CN202310386489.XA CN116090689B (en) | 2023-04-12 | 2023-04-12 | Freight resource optimization method and system based on transfer connection |
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