CN116433121A

CN116433121A - Logistics network generation method and device, electronic equipment and storage medium

Info

Publication number: CN116433121A
Application number: CN202310377042.6A
Authority: CN
Inventors: 陈琦; 杜昭伟
Original assignee: Shanghai Shen Xue Supply Chain Management Co ltd
Current assignee: Shanghai Shen Xue Supply Chain Management Co ltd
Priority date: 2023-04-10
Filing date: 2023-04-10
Publication date: 2023-07-14

Abstract

The application relates to the field of logistics planning, in particular to a logistics network generation method, a device, electronic equipment and a storage medium, wherein the method comprises the steps of obtaining a target cargo amount and determining all transport cargo amounts based on the target cargo amount; determining at least two routing schemes based on all transit centers in the departure place and the destination; acquiring service hard constraints, and determining a target route from all routing schemes based on all transport volumes, all routing schemes and the service hard constraints; and acquiring all vehicle types, determining at least two vehicle line schemes of any transportation route based on all vehicle types and the transportation amount of any transportation route in the target route, and determining the target vehicle line of any transportation route based on all vehicle line schemes and business hard constraints of any transportation route. The method improves the planning efficiency of the logistics network.

Description

Logistics network generation method and device, electronic equipment and storage medium

Technical Field

The present disclosure relates to the field of logistics planning, and in particular, to a method and apparatus for generating a logistics network, an electronic device, and a storage medium.

Background

Along with the alternation of the light and strong logistics seasons, the transported goods quantity also fluctuates up and down, and when the goods quantity to be transported is not matched with the current logistics network, the freight efficiency is reduced or freight resources are wasted, so that the logistics network needs to be adjusted according to the goods quantity to cope with the negative influence caused by the fluctuation of the goods quantity.

The method for adjusting the logistics network is to manually reprogram the logistics network, but the manual reprofiling needs to take a long time, so that the planning efficiency of the network is low. Meanwhile, because the logistics network is manually re-planned for a long time, emergency or short-term service requirements cannot be met. Therefore, how to improve the planning efficiency of the logistics network is a problem to be solved.

Disclosure of Invention

In order to improve planning efficiency of a logistics network, the application provides a logistics network generation method, a device, electronic equipment and a storage medium.

In a first aspect, the present application provides a method for generating a logistics network, which is executed by an electronic device, and adopts the following technical scheme:

a method of generating a logistics network comprising obtaining a target cargo amount, the target cargo amount being a cargo amount transported from a departure location to a destination;

Determining all transport cargo amounts based on the target cargo amounts, wherein the transport cargo amounts are cargo amounts transported from any transport center in a departure place to any transport center in a destination;

determining at least two routing schemes based on all transit centers in the departure place and the destination, wherein any one routing scheme is a collection of transportation routes between each transit center in the departure place and each transit center in the destination;

acquiring business hard constraints, wherein the business hard constraints comprise fixed routing constraints, central bayonet resource constraints and central departure and arrival capacity constraints;

determining a target route from all of the routing schemes based on all of the shipment volume, all of the routing schemes, and the traffic hard constraint;

acquiring all vehicle types, wherein the vehicle types represent the loading capacity of vehicles for carrying out cargo transportation;

determining at least two line schemes of any transportation route based on all the vehicle types and the transportation amount of the transportation route of any transportation route, wherein the line schemes comprise the vehicle types and the number of vehicles needing to travel in any transportation route and the actual departure time of each vehicle;

And determining a target route of any transportation route based on all route schemes of the any transportation route and the business hard constraint.

By adopting the technical scheme, the target cargo quantity transported from the departure place to the destination is obtained, and all the transport cargo quantities are determined based on the target cargo quantity; determining at least two routing schemes based on all transit centers in the departure place and the destination; acquiring service hard constraints, and determining a target route from all routing schemes based on all transport volumes, all routing schemes and the service hard constraints; acquiring all vehicle types, determining at least two vehicle line schemes of a transportation route based on all vehicle types and the transportation amount of any transportation route in a target route, determining the target vehicle line of any transportation route based on all vehicle line schemes of any transportation route and business hard constraint, further determining all target vehicle lines of a logistics network, and improving planning efficiency of the logistics network.

In one possible implementation, determining a target route from among all routing schemes based on all shipment volumes, all routing schemes, and traffic hard constraints, includes:

determining the path length corresponding to each transport route in each routing scheme;

Determining a path evaluation of any routing scheme based on all path lengths in the routing scheme, wherein the path evaluation is an evaluation value of all corresponding path lengths;

determining the path aging of any route scheme based on the path lengths and the transport cargo amounts of all transport routes of the any route scheme, wherein the path aging is the time efficiency achievement of transporting the cargo with the target cargo amount by adopting the any route scheme;

acquiring a first selection tendency, wherein the first selection tendency is the selection tendency of a user for path evaluation and path aging;

determining a target route from all the routing schemes based on the route evaluation and route aging of all the routing schemes, the first selection tendency and the business hard constraint.

By adopting the technical scheme, the path length corresponding to each transport route in each routing scheme is determined, and then the path evaluation of the routing scheme is determined; determining a range age for any routing scheme based on the range lengths and the shipment volumes for all of the shipment routes for any routing scheme; and acquiring a first selection tendency, and determining a target route from all the routing schemes based on the route evaluation and route aging of all the routing schemes, the first selection tendency and the business hard constraint. And determining the route evaluation and the route aging of each route scheme by evaluating the corresponding route schemes in terms of aging and cost, and determining the target route by combining the selection tendency of the user on the route aging and the route evaluation and the service hard constraint, so that the determined target route is the scheme which can best meet the user requirement, and the applicability of the target route is improved.

In one possible implementation, determining a target route for any transport route based on all route plans and business hard constraints for the any transport route includes:

determining a departure standard based on all transfer centers corresponding to any transportation route, wherein the departure standard comprises all dispatch shifts of the transfer centers of the destination corresponding to any transportation route and dispatch moments corresponding to each dispatch shift respectively;

determining the line cost and the line timeliness of all the line schemes based on the departure standard and all the line schemes;

acquiring a second selection tendency, wherein the second selection tendency is the selection tendency of a user on the cost of the vehicle wire and the aging of the vehicle wire;

and determining a target train line of the any transportation route based on the train line cost and the train line aging of all the train line schemes, the second selection tendency and the business hard constraint.

By adopting the technical scheme, the departure standard is determined based on all transit centers corresponding to any transportation route, and the line cost and the line time effect corresponding to each line scheme are determined based on the departure standard and all line schemes; and acquiring a second selection tendency, and determining a target vehicle line corresponding to the transportation route based on the vehicle line cost and the vehicle line time effect of all the vehicle line schemes, the second selection tendency and the business hard constraint. And evaluating all the wire schemes in two aspects of time effect and cost, determining the wire time effect and wire cost of each wire scheme, determining the wire scheme which can best meet the user requirement as a target wire by combining the second selection tendency and service hard constraint of the user, and determining the target wire in a targeted manner, thereby effectively solving the user requirement.

In one possible implementation manner, a method for generating a logistics network further includes:

determining and outputting route interpretation information based on the route evaluation and route aging of all the route schemes, wherein the route interpretation information comprises contents, index results and decision results of all the route schemes;

and determining and outputting train line interpretation information based on the train line cost and the train line aging of all the train line schemes, wherein the train line interpretation information comprises the content, index results and decision results of each train line scheme.

By adopting the technical scheme, route interpretation information is determined and output based on the route evaluation and route aging of all the route schemes, wherein the route interpretation information comprises the content, index results and decision results of all the route schemes; and determining and outputting train line interpretation information based on the train line cost and the train line time of all the train line schemes, wherein the train line interpretation information comprises the content, index results and decision results of each train line scheme. The decision process of the logistics network is output in a white-box mode, so that the interpretability of each decision result is improved.

Obtaining the information of the going-out vehicle, wherein the information of the going-out vehicle comprises the going-out vehicle type and the going-out route of any vehicle needing to travel in any target vehicle line;

acquiring a return logistics network, wherein the return logistics network is a logistics network from the destination to the departure place;

determining all return schemes based on the return logistics network, wherein any return scheme comprises a return route and a return vehicle type;

and determining a target return route from all the return route schemes based on the return route vehicle information and all the return route schemes.

By adopting the technical scheme, the forward travel vehicle information is acquired, and the forward travel vehicle information comprises the forward travel vehicle type and the forward travel route of any vehicle needing to travel in any target vehicle line; acquiring a return logistics network, and determining all return schemes based on the return logistics network; and determining the target return route from all the return route schemes based on the return route vehicle information and all the return route schemes. The target return route of each travel-going vehicle is determined, the utilization rate of the vehicles is improved, and the cost of the vehicles required for transportation is reduced.

In one possible implementation, determining a target return route from all return scenarios based on the return route vehicle information and all return scenarios includes:

Determining pairing results of all the return schemes based on the return vehicle types and all the return vehicle types of the return schemes, wherein the pairing results comprise a plurality of single-hook matching, start-stop matching and vehicle type matching;

determining the priority of all the return schemes based on the pairing results of all the return schemes, wherein the priority represents the priority degree of determining the return scheme as a target return route;

determining the empty driving proportion of all the return schemes based on the return route and the return route of all the return schemes;

and determining a target return route from all the return schemes based on the determined empty driving proportion and the priority of all the return schemes.

By adopting the technical scheme, the pairing result of the using return scheme is determined based on the return vehicle type and the return vehicle types of all return schemes, the priority of the using return scheme is determined based on the pairing result of all return schemes, and the matching degree of the vehicle types is judged according to the priority; a return trip line based on the trip Cheng Chexian and all return trip schemes, rated for the empty drive ratio of all return trip schemes; based on the empty driving proportion and the priority of all the return schemes, the return scheme with lower empty driving proportion and higher priority is determined as a target return route, and the utilization rate of the vehicle is improved.

In one possible implementation, obtaining the target cargo quantity includes:

acquiring fixed route constraint and cargo transportation information, wherein the cargo information comprises total cargo quantity required to be transported and transportation start and end points;

and acquiring a target cargo amount based on the fixed route constraint and the cargo transportation information.

By adopting the technical scheme, fixed route constraint and cargo transportation information are acquired, wherein the cargo information comprises the total cargo quantity required to be transported and the starting and ending points of transportation; and splitting the total cargo quantity based on the fixed route constraint and the cargo transportation information to obtain the target cargo quantity. The acquired target cargo quantity is not required to be transported at places except the departure place and the destination, and the accuracy of the acquired target cargo quantity is improved.

In a second aspect, the present application provides a device for generating a logistics network, which adopts the following technical scheme:

a logistic network generation device, comprising:

the system comprises a target cargo amount acquisition module, a target cargo amount storage module and a storage module, wherein the target cargo amount acquisition module is used for acquiring a target cargo amount, and the target cargo amount is transported from a departure place to a destination;

a transportation amount determining module for determining all transportation amounts, which are amounts of the transportation from any transportation center in the departure place to any transportation center in the destination, based on the target amounts;

The route scheme determining module is used for determining at least two route schemes based on all transit centers in the departure place and the destination, and any one of the route schemes is a set of transportation routes between each transit center in the departure place and each transit center in the destination;

the business hard constraint acquisition module is used for acquiring business hard constraints, wherein the business hard constraints comprise fixed routing constraints, central bayonet resource constraints and central departure and arrival capacity constraints;

a target route determining module, configured to determine a target route from all the routing schemes based on all the transportation volume, all the routing schemes, and the service hard constraint;

the vehicle type acquisition module is used for acquiring all vehicle types, and the vehicle types represent the loading capacity of the vehicles for carrying out cargo transportation;

a lane scheme determining module, configured to determine at least two lane schemes of any transport route based on all the vehicle types and the transport amount of the transport route in the target route, where the lane schemes include the vehicle types and the number of vehicles that need to travel in the any transport route and the actual departure time of each vehicle;

And the target route determining module is used for determining the target route of any transport route based on all route schemes of the transport route and the business hard constraint.

In one possible implementation, when the target route determining module determines the target route from all the routing schemes based on all the transportation volume, all the routing schemes, and the traffic hard constraint, the target route determining module is specifically configured to:

In one possible implementation, when the target route determining module determines the target route of any transport route based on all route schemes and business hard constraints, the target route determining module is specifically configured to:

In one possible implementation manner, a device for generating a logistics network further includes:

the route interpretation information determining module is used for determining and outputting route interpretation information based on the route evaluation and route aging of all the route schemes, wherein the route interpretation information comprises contents, index results and decision results of all the route schemes;

and the vehicle line interpretation information determining module is used for determining and outputting vehicle line interpretation information based on the vehicle line cost and the vehicle line time effect of all the vehicle line schemes, wherein the vehicle line interpretation information comprises the content, index results and decision results of each vehicle line scheme.

the system comprises a forward travel vehicle information acquisition module, a forward travel vehicle information acquisition module and a forward travel information processing module, wherein the forward travel vehicle information acquisition module is used for acquiring forward travel vehicle information, and the forward travel vehicle information comprises a forward travel vehicle type and a forward travel route of any vehicle needing to travel in any target vehicle line;

The return logistics network acquisition module is used for acquiring a return logistics network, wherein the return logistics network is a logistics network from the destination to the departure place;

the return scheme determining module is used for determining all return schemes based on the return logistics network, and any return scheme comprises a return route and a return vehicle type;

and the target return route determining module is used for determining a target return route from all the return route schemes based on the forward route vehicle information and all the return route schemes.

In one possible implementation, when the target return route determining module determines the target return route from all the return route schemes based on the outgoing vehicle information and all the return route schemes, the target return route determining module is specifically configured to:

In one possible implementation, when the target cargo amount obtaining module obtains the target cargo amount, the method specifically is used for:

In a third aspect, the present application provides an electronic device, which adopts the following technical scheme:

an electronic device, the electronic device comprising:

at least one processor;

a memory;

at least one application, wherein the at least one application is stored in memory and configured to be executed by at least one processor, the at least one application configured to: executing the logistics network generation method.

In a fourth aspect, the present application provides a computer readable storage medium, which adopts the following technical scheme:

A computer-readable storage medium, comprising: a computer program capable of being loaded by a processor and executing the above-described logistics network generation method is stored.

In summary, the present application includes at least one of the following beneficial technical effects:

1. by adopting the technical scheme, the target cargo quantity transported from the departure place to the destination is obtained, and all the transport cargo quantities are determined based on the target cargo quantity; determining at least two routing schemes based on all transit centers in the departure place and the destination; acquiring service hard constraints, and determining a target route from all routing schemes based on all transport volumes, all routing schemes and the service hard constraints; acquiring all vehicle types, determining at least two vehicle line schemes of a transportation route based on all vehicle types and the transportation amount of any transportation route in a target route, determining the target vehicle line of any transportation route based on all vehicle line schemes of any transportation route and business hard constraint, further determining all target vehicle lines of a logistics network, and improving planning efficiency of the logistics network.

2. By adopting the technical scheme, the path length corresponding to each transport route in each routing scheme is determined, and then the path evaluation of the routing scheme is determined; determining a range age for any routing scheme based on the range lengths and the shipment volumes for all of the shipment routes for any routing scheme; and acquiring a first selection tendency, and determining a target route from all the routing schemes based on the route evaluation and route aging of all the routing schemes, the first selection tendency and the business hard constraint. And determining the route evaluation and the route aging of each route scheme by evaluating the corresponding route schemes in terms of aging and cost, and determining the target route by combining the selection tendency of the user on the route aging and the route evaluation and the service hard constraint, so that the determined target route is the scheme which can best meet the user requirement, and the applicability of the target route is improved.

3. By adopting the technical scheme, route interpretation information is determined and output based on the route evaluation and route aging of all the route schemes, wherein the route interpretation information comprises the content, index results and decision results of all the route schemes; and determining and outputting train line interpretation information based on the train line cost and the train line time of all the train line schemes, wherein the train line interpretation information comprises the content, index results and decision results of each train line scheme. The decision process of the logistics network is output in a white-box mode, so that the interpretability of each decision result is improved.

Drawings

FIG. 1 is a schematic flow chart of a method for generating a logistics network in an embodiment of the present application;

FIG. 2 is a schematic structural diagram of a device for generating a logistic network according to an embodiment of the present application;

fig. 3 is a schematic structural diagram of an electronic device in an embodiment of the present application.

Detailed Description

The present application is described in further detail below in conjunction with fig. 1-3.

Modifications of the embodiments which do not creatively contribute to the invention may be made by those skilled in the art after reading the present specification, but are protected by patent laws only within the scope of claims of the present application.

For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.

In addition, the term "and/or" herein is merely an association relationship describing an association object, and means that three relationships may exist, for example, a and/or B may mean: a exists alone, A and B exist together, and B exists alone. In this context, unless otherwise specified, the term "/" generally indicates that the associated object is an "or" relationship.

The embodiment of the application provides a method for generating a logistics network, which is executed by electronic equipment, and referring to fig. 1, the method comprises steps S101-S108, wherein:

step S101, obtaining a target cargo amount, wherein the target cargo amount is transported from a departure place to a destination.

In the embodiment of the application, the goods of the target cargo quantity are directly transported from the departure place to the destination, namely, the goods of the target cargo quantity are transported from the departure place to the destination without being transported at places other than the departure place and the destination, and are only transported at the transportation centers in the departure place and the destination. For example, when the goods transported from the province X to the province Y have no direct route between the transferring center X1 of the province X and the transferring center Y1 of the province Y, the goods may be transported to the transferring center X2 of the province X first and then transported from the transferring center X2 to the transferring center Y1, where no transfer is required in other provinces. The electronic device may acquire the target cargo amount from an offline database based on the departure place and the destination, where the offline database includes information on the transport cargo amount, or may acquire the target cargo amount by acquiring information on the cargo amount input by the user. The manner in which the target cargo amount is obtained is not particularly limited in the embodiments of the present application.

Step S102, determining all transport goods based on the target goods, wherein the transport goods are transported from any transport center in the departure place to any transport center in the destination.

In the embodiment of the application, the target cargo quantity is split, all the transport cargo quantities are determined, and the transport cargo quantity is the cargo quantity transported from any transport center in the departure place to any transport center in the destination. The target cargo amount is the sum of the transport cargo amounts, and when the target cargo amount is acquired, the target cargo amount contains the corresponding transport cargo amount. For example, the province X needs to ship 12t of goods to the province Y, wherein the province X has two transfer centers of X1 and X2, and the province Y has two transfer centers of Y1 and Y2; and determining that the transportation amount of X1 to Y1 is 2t, the transportation amount of X1 to Y2 is 2t, the transportation amount of X2 to Y1 is 5t and the transportation amount of X2 to Y2 is 3t according to the transportation amount required to be transferred by each transfer center.

Step S103, determining at least two routing schemes based on all transit centers in the departure place and the destination, wherein any routing scheme is a collection of transportation routes between each transit center in the departure place and each transit center in the destination.

In the embodiment of the application, all possible wiring modes from each transfer center in the departure place to each transfer center in the destination are determined according to all transfer centers in the departure place and all transfer centers in the destination, and the wiring modes are that one or more routes are established between the departure place and the destination for transporting goods. And determining a set of transportation routes between each transit center in the departure place and each transit center in the destination as a corresponding routing scheme based on each wiring mode. All routing schemes between origin and destination can be determined in an exhaustive manner.

For example, if the X province has a transfer center X1 and the transfer center X2, and the Y province has a transfer center Y1, for a cargo to be transferred from the X province to the Y province, wiring can be performed between the transfer centers of the X province and the Y province, and three wiring modes are determined, namely, wiring mode 1: wiring is carried out between the transfer center X1 and the transfer center Y1; wiring method 2: wiring is carried out between the transfer center X2 and the transfer center Y1; wiring method 3: and wiring is conducted between the transfer center X1 and the transfer center Y1 and between the transfer center X2 and the transfer center Y1. Each routing mode corresponds to a corresponding routing scheme, namely, a routing scheme 1: transport routes X1-Y1 and transport routes X2-X1-Y1; routing scheme 2: transport routes X2-Y1 and transport routes X1-X2-Y1; routing scheme 3: transport routes X1-Y1 and transport routes X2-Y1.

Step S104, obtaining service hard constraints, wherein the service hard constraints comprise fixed routing constraints, central bayonet resource constraints and central departure capability constraints.

In the embodiment of the application, the business hard constraint is a hard constraint condition in the cargo transportation process, and comprises a fixed route constraint, a central bayonet constraint and a central departure capability constraint. The fixed route constraint is that there is a fixed route transport route, for example, cargo destined for Z province needs to be transferred in the B transfer center, there is a fixed route between the a transfer center and the B transfer center, etc. The central bayonet constraint is the limitation that a transportation center is provided with an entrance and an exit of a defending and checking facility; the central departure/arrival capacity constraint is a threshold for the transportation capacity of the transit center, e.g., a single day departure/arrival throughput of the a transit center is no more than 50 ten thousand.

Step S105, determining a target route from all routing schemes based on all the transportation amount, all the routing schemes and the business hard constraint.

In the embodiment of the application, for each routing scheme, whether the routing scheme meets the service hard constraint is judged, and further, the comprehensive evaluation value of the routing scheme can be determined by combining the traffic volume, and the target route with the highest comprehensive evaluation value is determined from all the routing schemes based on the comprehensive evaluation values of all the routing schemes. The timeliness of each routing scheme can also be determined through all the transport amount and all the transport routes in the routing scheme, and the routing scheme with the shortest timeliness is determined as the target route. The cost of each routing scheme can also be determined through all the transport volumes and the transport routes in the corresponding routing schemes, and the routing scheme with the lowest cost is determined as the target route. The target routing manner is not specifically limited in the embodiment of the application, and only needs to adapt to actual service requirements.

And S106, acquiring all vehicle types, wherein the vehicle types represent the loading capacity of the vehicles for carrying out cargo transportation.

In the embodiment of the application, the vehicle type characterizes the loading capacity of the vehicle for carrying out cargo transportation work, wherein the loading capacity is the calibrated loading capacity of the vehicle, and not the actual loading capacity. The method and the device can directly call the pre-stored vehicle information to acquire the vehicle type, can also manually input the loading capacity information of the vehicle to acquire the vehicle type, and are not particularly limited in the embodiment of the application for acquiring the vehicle type. The vehicles for carrying out the transportation work comprise a bicycle, a trailer and the like, and a plurality of different loading capacities are respectively corresponding to the vehicles, and the vehicles are characterized according to the loading capacities. For example, 150-party bicycles, 130 Fang Guache, 75-party bicycles, and the like.

Step S107, determining at least two line schemes of any transportation route based on all vehicle types and the transportation amount of any transportation route in the target route, wherein the line schemes comprise the vehicle types and the number of vehicles needing to travel in any transportation route and the actual departure time of each vehicle.

In the embodiment of the application, for the transport cargo amount of any transport route in the target route, the vehicle type and the number of vehicles that need to travel and the actual departure time of each vehicle are determined based on the transport cargo amount. The actual departure time can be comprehensively determined according to a transfer center and a vehicle type of a departure place corresponding to a transportation route, and the actual departure time of the vehicle type with large loading capacity is later than the vehicle with small loading capacity under the same initial time; according to different throughput of the transfer center, corresponding time for loading the same cargo amount is different, and the transfer center with high throughput can enable vehicles with corresponding loading capacity to complete loading tasks in a shorter time, so that corresponding actual departure time is earlier.

For example, the transportation route X of the target route is transported from the transportation center a to the transportation center B, the transportation amount is 20 tons, the existing vehicle types are 5 tons and 10 tons respectively, and the lane scheme that can be determined includes: 1. four 5-ton vehicles are sequentially sent out, and the actual departure time is 6 hours, 7 hours, 8 hours and 9 hours respectively; 2. firstly, a 10-ton vehicle is sent out at 7, and then a 5-ton vehicle is respectively sent out at 8 and 9 in sequence; 3. firstly, a 5-ton vehicle is started at 6, then a 10-ton vehicle is started at 8, and finally a 5-ton vehicle is started at 9; 4. firstly, respectively sending a 5-ton vehicle at 6 and 7 in sequence, and then sending a 10-ton vehicle at 9; 5. a 10 ton vehicle was launched at 7 and 9 in sequence. In the five train-line schemes, the actual departure time of each vehicle is according to the corresponding loading capacity of the vehicle type and the specific condition of the transfer center A.

Step S108, determining a target train line of any transport route from all train line schemes based on all train line schemes and business hard constraints of any transport route.

In the embodiment of the application, whether each vehicle line scheme of any transportation route meets the service hard constraint is judged, and further, each vehicle line scheme is evaluated, so that the cost, time efficiency and the like of the vehicle line scheme can be evaluated, the evaluation results of the cost, the time efficiency and the like are determined, and the vehicle line scheme with the highest evaluation result is determined as the target vehicle line from all the evaluation results based on the numerical value of the evaluation results. The target vehicle line can be the vehicle line scheme with the lowest cost, the vehicle line scheme with the shortest time effect, or the vehicle line scheme with the highest comprehensive evaluation of cost and time effect. The target vehicle line is determined according to the actual service requirement, and the selection mode of the target vehicle risk is not specifically limited in the embodiment of the application.

Acquiring target cargo quantity transported from a departure place to a destination, and determining all transport cargo quantities based on the target cargo quantity; determining at least two routing schemes based on all transit centers in the departure place and the destination; acquiring service hard constraints, and determining a target route from all routing schemes based on all transport volumes, all routing schemes and the service hard constraints; acquiring all vehicle types, determining at least two vehicle line schemes of a transportation route based on all vehicle types and the transportation amount of any transportation route in a target route, determining the target vehicle line of any transportation route based on all vehicle line schemes of any transportation route and business hard constraint, further determining all target vehicle lines of a logistics network, and improving planning efficiency of the logistics network.

Further, the acquisition of the target cargo amount includes a step S1011 (not shown in the figure) -a step S1012 (not shown in the figure), in which:

step S1011, obtaining fixed route constraint and cargo transportation information, wherein the cargo information comprises the total cargo quantity required to be transported and the start and end points of cargo transportation.

In particular, a fixed route constraint is that there is a fixed route transport route, e.g., goods destined for province X must be relayed in province Y. The transportation information can be obtained by monitoring the data in the offline data, or the information input by people can be obtained to obtain the cargo transportation information, and the mode of obtaining the cargo transportation information is not particularly limited in the embodiment of the application.

Step S1012, acquiring a target cargo amount based on the fixed route constraint and the cargo transportation information.

Specifically, based on fixed route constraint and cargo transportation information, the total cargo amount is split, and the target cargo amount is obtained. For example, the total amount of goods is 60 ten thousand, the information of goods transportation includes 30 ten thousand of goods from A to B, 20 ten thousand of goods from C to B, 10 ten thousand of goods from D to B, and the fixed route constraint is that the goods from D to B need to be transferred from A. The departure point is province A, the destination is province B, and the target cargo amount is 40 ten thousand.

Further, based on all the traffic volumes, all the routing schemes, and the traffic hard constraints, the target route is determined from all the routing schemes, including step S1051 (not shown in the figure) -step S1055 (not shown in the figure), wherein:

step S1051, determining the path length corresponding to each transport route in each routing scheme.

Specifically, the corresponding path length of each transport route in each routing scheme is determined, wherein the distance between any two transit centers in the departure place and the destination is known, and the corresponding path length is calculated through the transport routes. For example, the departure place A comprises a transfer center A1 and a transfer center A2, the destination B comprises a transfer center B1, the determined routing scheme X is that a route is arranged between the transfer center A1 and the transfer center B1, the corresponding transportation routes of the routing scheme X are A1-B1 and A2-A1-B1, the distance between the transfer center A1 and the transfer center A2 is 100 kilometers, the distances between the transfer center A1 and the transfer center A2 and the transfer center B1 are 300 kilometers and 350 kilometers respectively, the path length of the transportation routes A1-B1 in the routing scheme X is 300 kilometers, and the path length of the transportation routes A2-A1-B1 is 450 kilometers.

Step S1052, determining the path evaluation of any routing scheme based on all the path lengths in any routing scheme, wherein the path evaluation is the evaluation value of all the corresponding path lengths.

Specifically, the course evaluation is positively correlated with the course duration when the same vehicle is transporting the same cargo. The evaluation value of the path is the evaluation value of all the corresponding path lengths, and the larger the evaluation value of the path evaluation is, the longer the transportation path of the goods is, and the higher the corresponding transportation cost is. The average value of the path lengths of all the transportation paths in the routing scheme can be used as the path evaluation, or the sum of the path lengths of all the transportation paths in the routing scheme can be used as the path evaluation, and the equation relationship between the path evaluation and the path lengths is not particularly limited, so that the path lengths corresponding to the routing scheme can be measured. For example, the route scheme X corresponds to three routes with lengths of 350 km, 400 km and 450 km, respectively, and the corresponding route is evaluated as 400 km.

Step S1053, determining the path aging of any route scheme based on the path lengths and the transport cargo amounts of all transport routes of any route scheme, wherein the path aging is the aging achievement of the cargo transported by any route scheme.

Specifically, the route aging is the aging achievement corresponding to the goods of the target goods volume by adopting any route scheme, the aging achievement is determined based on the transportation standard aging, wherein the transportation standard aging is an aging value formulated by related business personnel or organizations, the transportation standard aging is determined based on the start and end transportation center of the transportation route, and the different start and end corresponding transportation standard aging are different. For any transport route in any routing scheme, calculating actual transport time efficiency of goods in the transport route based on the corresponding path length of the transport route, judging whether the actual transport time efficiency is smaller than or equal to transport standard time efficiency, if so, the time efficiency of the transport route reaches 100%, and the time efficiency in the corresponding routing scheme is equal to 100% of the transport quantity/target quantity; if not, the efficiency of the transport route is 0, and the efficiency of the routing scheme is 0. And adding the time efficiency achievement of each transport route in the routing scheme, and determining the route time efficiency corresponding to the routing scheme.

In step S1054, a first selection tendency is acquired, and the first selection tendency is a selection tendency of the user for the route evaluation and the route aging.

In particular, a first selection tendency is obtained, which is a selection tendency of the user for the course evaluation and the course aging, for example, in the case where the course aging is lower than a preset value, the course evaluation may be higher than 10% of the preset value. The first selection tendency may be obtained according to the pre-stored information, or may be obtained through manually input information, and the manner of obtaining the first selection tendency is not specifically limited in the embodiment of the present application.

Step S1055, determining the target route from all the routing schemes based on the route evaluation and route aging, the first selection tendency and the traffic hard constraint of all the routing schemes.

Specifically, based on the route evaluation and route aging of each route scheme, the first selection tendency and the service hard constraint, determining the route scheme with the best comprehensive evaluation of the route evaluation and route aging as the target route by combining the first selection tendency in all route schemes meeting the service hard constraint.

For example, routing schemes A, B and C both satisfy traffic hard constraints. Routing scheme a: path evaluation, namely, 900 km; and the course aging is 80%. Routing scheme B: path evaluation, 1000 km; and (5) ageing the path by 60 percent. Routing scheme a: path evaluation, 1100 km; and (5) ageing the path by 70%. The first selection trend is highest in course aging and lowest in course evaluation. The corresponding target route is a.

Further, determining a target route for any transport route based on all route plans for any transport route, and business hard constraints, includes step S1081 (not shown) -step S1084 (not shown), wherein:

step S1081, determining a departure standard based on all transfer centers corresponding to any transportation route, wherein the departure standard comprises all dispatch shifts of the transfer centers of the destination corresponding to any transportation route and departure time corresponding to each dispatch shift.

Specifically, based on all transfer centers corresponding to any transportation route, a departure standard is determined, wherein the departure standard comprises all dispatch shifts of the transfer center of a destination corresponding to the transportation route and a standard departure time of a last station transfer center corresponding to each dispatch shift. When the transport vehicle of the last station transfer center starts before the standard departure time corresponding to the dispatch shift, dispatch can be performed on the corresponding dispatch shift. The standard departure time is determined based on all transit centers and the dispatch shift is determined based on the destination transit center. For example, the transfer center a transfers the goods to the transfer center B, and the transfer center B corresponds to two dispatches, namely, one dispatch and two dispatches, wherein the dispatch time of the one dispatch is 12 points, and the dispatch time of the two dispatches is 16 points. And the transportation time of the transportation routes of the transportation center A and the transportation center B is 6 hours, the corresponding standard departure time of the first dispatch is 6 points, and the standard departure time of the second dispatch is 10 points.

Step S1082, determining the bus cost and bus aging of all bus schemes based on the bus departure standard and all bus schemes.

Specifically, all the wire schemes are evaluated based on the departure standard, and the wire cost and wire aging using the wire scheme are determined. The vehicle line cost is the cost required by vehicle transportation using the corresponding vehicle line scheme, different vehicle types correspond to different costs, and the vehicle line cost corresponding to the vehicle line scheme is determined according to the corresponding relation table of the vehicle types and the costs. For example, 150-party bicycles have a cost of 2000 yuan and 100-party bicycles have a cost of 1500 yuan. Line scheme 1:2 150 bicycles and 1 100 bicycles, and the corresponding train line cost is 5500 yuan; line scheme 2:4 100 side bicycles, the corresponding train line cost is 6000 yuan.

Further, the vehicle wire time efficiency is an efficiency achievement of a corresponding vehicle wire scheme, and the efficiency achievement of the vehicle wire scheme is determined based on the efficiency achievement of each vehicle. Based on the model of each vehicle and the actual departure time in the train route proposal, determining whether the actual departure time of any vehicle is before the preset departure time, if so, the time efficiency of the corresponding transportation quantity (model) of the vehicle is 100%. The actual dispatch conditions corresponding to different dispatch shifts are different, and based on the actual service scene, the earlier the dispatch shift is, the higher the efficiency of dispatch is, the corresponding weight can be set for the different dispatch shifts, and then the vehicle line efficiency is determined.

For example, car line scheme 1:6 point 150 party single car, 8 point 150 party single car, 9 point 100 party single car. The standard departure time of the first dispatch is 6 points, the standard departure time of the second dispatch is 10 points, the weight of the first dispatch is 1, and the weight of the second dispatch is 0.9. Wire aging= [150/400×1+ (150+100)/400×0.9] ×100% =93.75%.

Step S1083, obtaining a second selection trend, wherein the second selection trend is a selection trend of the user on the vehicle line cost and the vehicle line aging.

In particular, a second selection trend is obtained, the second selection trend being a user's selection trend of the wire cost and wire aging, for example, in case the wire cost is below a preset value, the wire aging may be below 5% of the preset value. The second selection tendency may be obtained according to pre-stored information, or may be obtained through manually input information, and the method for obtaining the second selection tendency is not specifically limited in the embodiment of the present application.

Step S1084, determining a target train line of any transportation route based on the train line cost and the train line aging of all train line schemes, the second selection tendency and the business hard constraint.

Specifically, based on the line cost and the line realization tendency of each line scheme and the service hard constraint, determining the line scheme meeting the service hard constraint, and further combining the second selection tendency to determine the line scheme with the highest comprehensive evaluation of the line cost and the line aging as the target line. For example, both the car line schemes A, B and C satisfy business hard constraints, car line scheme a: the line cost is 5000 yuan; aging of the wire by 80%. Line scheme B: line cost, 5300 yuan; aging of the wire is 85%. Line scheme C: line cost, 600 yuan; aging of the wire is 70%. The second option is that the trip evaluation can be higher than 10% of the comparison if the lane age is higher, then the corresponding target lane is B.

Further, when the route scheme and the route scheme are generated, each scheme is evaluated and selected, and the final target route and the target route are determined. If the final target route and the target route are directly output, the related business personnel do not have corresponding persuasion of the scheme. In order that the decision results (target route and target route) are better accommodated in the actual scene, each index in the decision process is output for reference by relevant staff. Step S201 (not shown in the figure) -step S202 (not shown in the figure) is further included, wherein:

step S201, determining and outputting route interpretation information based on the route evaluation and route aging of all the route schemes, wherein the route interpretation information comprises the content, index results and decision results of each route scheme.

In the embodiment of the application, based on the path evaluation and path aging of all the routing schemes, the content, index results and decision results of each routing scheme are determined, wherein the index results of the routing schemes are calculation results of the path evaluation and path aging in each routing scheme, and the decision results of the routing schemes are selected information of the target route. The route interpretation information of each route scheme is output and displayed in a white box mode on a display.

Step S202, based on the line cost and the line time of all the line schemes, determining and outputting line interpretation information, wherein the line interpretation information comprises the content, index results and decision results of all the line schemes.

In the embodiment of the application, based on the line cost and the line aging of all the line schemes, the content, the index result and the decision result of each line scheme are determined, wherein the index result of the line scheme is the calculation result of the line cost and the line aging in each line scheme, and the decision result of the line scheme is the selected information of the target line. And outputting and displaying the train line interpretation information of each train line scheme in a white box mode in a display.

Further, when the vehicle is transported in a single way, a high transportation cost is generated, and how to reduce the transportation cost of the vehicle is a problem to be solved, so a method for generating a logistics network further includes step S111 (not shown in the figure) -step S114 (not shown in the figure), wherein:

step S111, obtaining the outbound vehicle information, where the outbound vehicle information includes an outbound vehicle type and an outbound route of any vehicle that needs to travel in any target route.

In the embodiment of the application, the outbound vehicle information is obtained, and the outbound vehicle information comprises an outbound vehicle type and an outbound route of any vehicle needing to travel in any target vehicle line. The departure vehicle type is the vehicle type of the vehicle, the departure route comprises a route of the vehicle, a departure center and a destination center, the departure center is a transfer center of a departure place corresponding to the vehicle, and the destination center is a transfer center of a destination corresponding to the vehicle.

Step S112, acquiring a return logistics network, wherein the return logistics network is a logistics network from a destination to a departure place;

step S113, determining all return schemes based on the return logistics network, wherein any return scheme comprises a return route and a return vehicle type.

In the embodiment of the application, a return logistics network is acquired, wherein the return logistics network is a logistics network from a destination to a departure place. The return logistics network is determined based on the return cargo amount, which is the cargo amount that needs to be transported from the destination to the departure place. And splitting the return cargo quantity, and determining the used return transport cargo quantity, wherein the return transport activity is the cargo quantity transported from any transfer center in the destination to any transfer center in the departure place. And (3) taking all return route schemes as a collection of transportation routes between each transportation center in the destination and each transportation center in the departure place, and determining a return target route from all the return route schemes by combining the business hard constraint and the first selection tendency. All return route lines are determined based on the return target route, return Cheng Huoliang, business hard constraints, second selection tendencies, and all vehicle types. The return logistics network is determined by the return target route and all the return buses. And determining a return target route of a return logistics network, and determining all return schemes, wherein the return schemes comprise a return route and a return vehicle type, and the return route is a route from a destination to a departure place.

Step S114, determining a target return route from all the return route based on the information of the return route and all the return route.

In the embodiment of the application, all return vehicle types are verified based on the return vehicle information, and an evaluation index result of each return vehicle line is determined, wherein the evaluation index can include multiple dimensions, for example, whether the vehicle types are matched, whether the routes are matched, and the like. And determining the target return trip line based on the evaluation index results of all the return trip lines.

Further, based on the outgoing vehicle information and all the return scenarios, a target return route is determined from all the return scenarios, including step S1141 (not shown) -step S1144 (not shown), wherein:

step S1141, determining pairing results of all return schemes based on the return vehicle type and the return vehicle types of all return schemes, wherein the pairing results comprise a plurality of single-hook matching, start-end matching and vehicle type matching.

Specifically, based on the return vehicle type of each return scheme and the return vehicle type of each return scheme, a pairing result of each return scheme is determined, wherein the pairing result comprises a plurality of single-hook matching, start-end matching and vehicle type matching. The single-hanger matching is single-hanger type matching of the travel vehicle type and the return vehicle type, the vehicle type comprises a single vehicle and various loading amounts in the trailer, and when the round trip vehicle type is the trailer or the round trip vehicle type is the single vehicle, the pairing result comprises single-hanger matching. The starting and ending matching is that the starting center of the travel vehicle type is the target center of the travel vehicle type, and the target center of the travel vehicle type is the starting center of the travel vehicle type. The model matching is that the loading capacity of the travel-out model is the same as that of the return-in model.

And step S1142, determining the priority of all the return schemes based on the pairing result of all the return schemes, wherein the priority represents the priority degree of determining the return scheme as the target return car line.

Specifically, based on the pairing result of all the return schemes, the priority of all the return schemes is determined, and the higher the priority is, the more the corresponding return scheme is matched with the model of the vehicle. The corresponding priority can be determined according to the pairing number in the pairing result, the corresponding priority can be determined according to the pairing content in the pairing result, and the corresponding priority can be determined by combining the pairing number with the pairing content. The priority level can be P1, P2, P3, etc., and can be 1, 2, 3, etc., wherein the priority level is gradually decreased, i.e. the priority level of the level 1 is highest, and the return scheme corresponding to the priority level is preferentially selected. The priority classification method and the priority corresponding expression method are not specifically limited in the embodiments of the present application.

For example, the priorities are P0, P1, P2, P3, P4, and P5, where the P0 level is highest and the priorities P0 to P5 decrease in order. The pairing condition of the return scheme A is single-hook matching; the pairing condition of the return scheme B is single-hook matching, start-end matching and vehicle type matching; the pairing condition of the return scheme C is start-end matching; the pairing condition of the return scheme A is vehicle type matching. The priority of the return scheme a is P4, the priority of the return scheme B is P0, the priority of the return scheme a is P3, and the priority of the return scheme a is P1.

And step S1143, determining the empty driving proportion of all the return schemes based on the return route and the return routes of all the return schemes.

Specifically, based on the departure route of the departure scheme, a departure center and a destination center are determined, and the distance between the departure center and the destination center is further determined as a reference distance. And determining the return travel distance of each return scheme based on the return routes of all the return schemes, the departure center and the destination center, wherein the return travel route is the length of the route actually traveled by the return vehicle and comprises the distance between the initial point of the return route and the destination center, the distance between the destination point of the return route and the departure center and the distance between the destination point of the return route and the return route. Empty ratio= (return travel distance-reference distance)/reference distance. The empty driving ratio represents the driving distance duty ratio of the return scheme without transporting goods, and the closer the empty driving ratio is to 0, the more the return scheme is matched.

And step S1144, determining a target return route from all return routes based on the determined empty driving proportion and the priority of all return routes.

Specifically, based on the priority of each return scheme, determining the return scheme with the highest priority as a target return route, and when more than one return scheme with the highest priority exists, determining the return scheme with smaller empty driving proportion as the target return scheme based on the empty driving proportion of the return scheme.

Further, based on the empty driving proportion, the pairing result and the priority of all the return schemes, determining the content, the index result and the decision result of each return scheme, wherein the index result of the return scheme is the calculation result of the empty driving proportion, the pairing result and the priority of each return scheme, and the decision result of the return scheme is the selected information of the target return car line. And outputting and displaying the return interpretation information of each return scheme in a white box mode in a display.

The above embodiment describes a method for generating a physical distribution network from the aspect of a method flow, and the following embodiment describes an apparatus for generating a physical distribution network from the aspect of a virtual module or a virtual unit, specifically the following embodiment.

The embodiment of the present application provides a device for generating a logistics network, as shown in fig. 2, the device for generating a logistics network may specifically include a target cargo amount obtaining module 201, a transport cargo amount determining module 202, a routing scheme determining module 203, a service hard constraint obtaining module 204, a target routing determining module 205, a vehicle type obtaining module 206, a vehicle line scheme determining module 207, and a target vehicle line determining module 208, where:

a target cargo amount acquisition module 201 for acquiring a target cargo amount, which is a cargo amount transported from a departure place to a destination;

A transportation amount determining module 202 for determining all transportation amounts, which are amounts of transportation from any one of the transportation centers at the departure place to any one of the transportation centers at the destination, based on the target amounts;

a routing scheme determining module 203, configured to determine at least two routing schemes based on all transit centers in the departure place and the destination, where any one routing scheme is a set of transportation routes between each transit center in the departure place and each transit center in the destination;

a service hard constraint obtaining module 204, configured to obtain a service hard constraint, where the service hard constraint includes a fixed routing constraint, a central bayonet resource constraint, and a central departure capability constraint;

a target route determining module 205, configured to determine a target route from all routing schemes based on all cargo amounts, all routing schemes, and service hard constraints;

the vehicle type obtaining module 206 is used for obtaining all vehicle types, and the vehicle types represent the loading capacity of the vehicles for carrying out cargo transportation;

a lane scheme determining module 207, configured to determine at least two lane schemes of any transport route based on all vehicle types and the amount of transportation in any transport route in the target route, where the lane schemes include vehicle types and number of vehicles that need to travel in any transport route and actual departure time of each vehicle;

The target route determining module 208 is configured to determine a target route of any transport route based on all route schemes and business hard constraints of the any transport route.

In one possible implementation, when the target route determination module 205 determines a target route from all routing schemes based on all traffic volumes, all routing schemes, and traffic hard constraints, it is specifically configured to:

determining the path evaluation of any routing scheme based on all path lengths in any routing scheme, wherein the path evaluation is an evaluation value of all corresponding path lengths;

determining the path aging of any route scheme based on the path length and the transport cargo amount of all transport routes of any route scheme, wherein the path aging is the aging achievement of the cargo of the target cargo amount transported by adopting any route scheme;

the target route is determined from all routing schemes based on the path evaluation and path aging, the first selection tendency, and the traffic hard constraint of all routing schemes.

In one possible implementation, when the target route determination module 208 determines a target route for any transport route based on all route plans and business hard constraints for the transport route, it is specifically configured to:

Determining the bus cost and bus timeliness of all bus schemes based on bus departure standards and all bus schemes;

acquiring a second selection tendency, wherein the second selection tendency is the selection tendency of a user on the cost of the vehicle wire and the time effect of the vehicle wire;

and determining a target train line of any transportation route based on the train line cost and the train line aging of all train line schemes, the second selection tendency and the business hard constraint.

and the vehicle line interpretation information determining module is used for determining and outputting vehicle line interpretation information based on the vehicle line cost and the vehicle line time effect of all the vehicle line schemes, wherein the vehicle line interpretation information comprises the content, index results and decision results of all the vehicle line schemes.

the forward vehicle information acquisition module is used for acquiring forward vehicle information, wherein the forward vehicle information comprises a forward vehicle type and a forward route of any vehicle needing to travel in any target vehicle line;

The return logistics network acquisition module is used for acquiring a return logistics network which is a logistics network from a destination to a departure place;

the return scheme determining module is used for determining all return schemes based on a return logistics network, and any return scheme comprises a return route and a return vehicle type;

the target return route determining module is used for determining the target return route from all the return route schemes based on the information of the return route vehicles and all the return route schemes.

determining pairing results of all return schemes based on the return vehicle type and the return vehicle type of all return schemes, wherein the pairing results comprise a plurality of single-hook matching, start-end matching and vehicle type matching;

determining the priority of all return schemes based on the pairing result of all return schemes, wherein the priority characterization determines the return scheme as the priority degree of the target return route;

determining the empty driving proportion of all the return schemes based on the return route and the return routes of all the return schemes;

And determining the target return route from all the return schemes based on the determined empty driving proportion and the priority of all the return schemes.

In one possible implementation, when the target cargo amount obtaining module 201 obtains the target cargo amount, the method specifically is used for:

based on the fixed routing constraints and the cargo transportation information, a target cargo quantity is obtained.

In an embodiment of the present application, as shown in fig. 3, an electronic device 300 shown in fig. 3 includes: a processor 301 and a memory 303. Wherein the processor 301 is coupled to the memory 303, such as via a bus 302. Optionally, the electronic device 300 may also include a transceiver 304. It should be noted that, in practical applications, the transceiver 304 is not limited to one, and the structure of the electronic device 300 is not limited to the embodiment of the present application.

The processor 301 may be a CPU (Central Processing Unit ), general purpose processor, DSP (Digital Signal Processor, data signal processor), ASIC (Application Specific Integrated Circuit ), FPGA (Field Programmable Gate Array, field programmable gate array) or other programmable logic device, transistor logic device, hardware components, or any combination thereof. Which may implement or perform the various exemplary logic blocks, modules, and circuits described in connection with this disclosure. Processor 301 may also be a combination that implements computing functionality, e.g., comprising one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

Bus 302 may include a path to transfer information between the components. Bus 302 may be a PCI (Peripheral Component Interconnect, peripheral component interconnect Standard) bus or an EISA (Extended Industry Standard Architecture ) bus, or the like. Bus 302 may be divided into an address bus, a data bus, a control bus, and the like. For ease of illustration, only one thick line is shown in FIG. 3, but not only one bus or one type of bus.

The Memory 303 may be, but is not limited to, a ROM (Read Only Memory) or other type of static storage device that can store static information and instructions, a RAM (Random Access Memory ) or other type of dynamic storage device that can store information and instructions, an EEPROM (Electrically Erasable Programmable Read Only Memory ), a CD-ROM (Compact Disc Read Only Memory, compact disc Read Only Memory) or other optical disk storage, optical disk storage (including compact discs, laser discs, optical discs, digital versatile discs, blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer.

The memory 303 is used for storing application program codes for executing the present application and is controlled to be executed by the processor 301. The processor 301 is configured to execute the application code stored in the memory 303 to implement what is shown in the foregoing method embodiments.

Among them, electronic devices include, but are not limited to: mobile terminals such as mobile phones, notebook computers, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and the like, and stationary terminals such as digital TVs, desktop computers, and the like. But may also be a server or the like. The electronic device shown in fig. 3 is merely an example and should not be construed to limit the functionality and scope of use of the disclosed embodiments.

The present application provides a computer readable storage medium having a computer program stored thereon, which when run on a computer, causes the computer to perform the corresponding method embodiments described above.

It should be understood that, although the steps in the flowcharts of the figures are shown in order as indicated by the arrows, these steps are not necessarily performed in order as indicated by the arrows. The steps are not strictly limited in order and may be performed in other orders, unless explicitly stated herein. Moreover, at least some of the steps in the flowcharts of the figures may include a plurality of sub-steps or stages that are not necessarily performed at the same time, but may be performed at different times, the order of their execution not necessarily being sequential, but may be performed in turn or alternately with other steps or at least a portion of the other steps or stages.

The foregoing is only a partial embodiment of the present application and it should be noted that, for a person skilled in the art, several improvements and modifications can be made without departing from the principle of the present application, and these improvements and modifications should also be considered as the protection scope of the present application.

Claims

1. A method for generating a logistics network, comprising:

acquiring a target cargo amount, wherein the target cargo amount is the cargo amount transported from a departure place to a destination;

2. The method of claim 1, wherein determining the target route from all the routing schemes based on all the transportation amount, all the routing schemes, and the business hard constraint comprises:

3. The method for generating a physical distribution network according to claim 1, wherein the determining the target route of the arbitrary transportation route based on all route schemes of the arbitrary transportation route and the business hard constraint comprises:

4. A method of generating a logistics network of any one of claims 1-3, further comprising:

5. The method for generating a physical distribution network according to claim 1, further comprising:

6. The method of claim 5, wherein determining a target return route from all the return route schemes based on the forward route vehicle information and all the return route schemes comprises:

7. The method for generating a physical distribution network according to claim 1, wherein the step of acquiring the target cargo amount comprises:

8. A logistic network generation device, characterized by comprising:

9. An electronic device, comprising:

at least one processor;

a memory;

at least one application, wherein the at least one application is stored in memory and configured to be executed by at least one processor, the at least one application configured to: performing the logistics network generation method of any one of claims 1-7.

10. A computer-readable storage medium, comprising: a computer program stored which can be loaded by a processor and which performs the method according to any of claims 1-7.