CN117094629A - Dangerous goods full-load distribution path optimization and vehicle dispatching method - Google Patents

Dangerous goods full-load distribution path optimization and vehicle dispatching method Download PDF

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CN117094629A
CN117094629A CN202311199824.1A CN202311199824A CN117094629A CN 117094629 A CN117094629 A CN 117094629A CN 202311199824 A CN202311199824 A CN 202311199824A CN 117094629 A CN117094629 A CN 117094629A
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CN117094629B (en
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柴获
何瑞春
韩桢铖
熊一辉
董凯凯
张会茹
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Lanzhou Jiaotong University
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Abstract

The invention belongs to the technical field of distribution path planning, and discloses a dangerous goods full-load distribution path optimization and vehicle scheduling method, which comprises the steps of establishing a model of vehicle quantity, total vehicle running cost and total risk and distribution time, establishing a vehicle path optimization mathematical model P1, establishing a vehicle scheduling model P2, and carrying out two-stage method solution (comprising a path optimization solution method and a vehicle scheduling optimization solution method). The invention can minimize the transportation cost and transportation risk in the transportation process by optimizing the driving route and scientifically dispatching the vehicles, and simultaneously, the invention can minimize the number of the distributed vehicles and ensure the fairness of the transportation task quantity of the vehicles.

Description

Dangerous goods full-load distribution path optimization and vehicle dispatching method
Technical Field
The invention relates to the technical field of distribution path planning, in particular to a dangerous goods full-load distribution path optimization and vehicle scheduling method.
Background
The problem of full-load vehicle dispatch, also known as multiple transport dispatch, was proposed by Ball, bodin, golden et al in 1983, which requires multiple times of full-load execution of vehicles between the dispatch center and the point of demand. In the dangerous goods transportation process, if the demand of the task point is not less than the capacity of the transportation vehicle, more than one vehicle can execute each transportation task, and the vehicles need to run in full load to complete the distribution task. For example, the transportation of oil at a gas station of an automobile, the capacity of the tank at the gas station is usually 30-120m 3 The nuclear capacity of the common tank body of the tank truck is 3-30m 3 One gas station needs a plurality of tank trucks to be fully loaded and transported to meet the requirements.
The optimization of the dangerous goods transportation path of the fully loaded vehicle is a multi-objective optimization problem, a plurality of non-dominant paths possibly exist between the distribution center and the demand points, the vehicles need to be selected to be transported according to the risk preference, after the transportation path is selected, fewer vehicles participate in the distribution task by dispatching the transportation vehicles, namely, each vehicle needs to bear as many transportation tasks as possible, namely, the idle time from the beginning of the whole transportation task to the completion of all tasks is minimum. Only if the driving route is optimized and vehicles are scientifically scheduled, the driving cost and the total risk of completing all transportation tasks can be minimized, meanwhile, the number of the distributed vehicles is minimized, the fairness of the transportation tasks of the vehicles is guaranteed, and then the technical problems to be solved are how to optimize the route and how to optimize the vehicle scheduling.
Disclosure of Invention
The invention aims to solve the technical problem in the prior art of dangerous goods full-load distribution, and provides a dangerous goods full-load distribution path optimization and vehicle dispatching method.
In order to achieve the above purpose, the present invention adopts the following technical scheme:
the dangerous goods full-load distribution path optimizing and vehicle dispatching method is characterized by comprising the following steps of:
step 1), establishing a model of the number of vehicles, the total running cost and total risk of the vehicles and the distribution time;
1.1 A demand q set at the demand point d) d The nuclear capacity of each vehicle is g, and q is set d More than or equal to g, namely, one vehicle can only complete all or part of one task, and the number of vehicles required for completing the distribution task of the task point d is a d ThenThe total number of vehicles required to complete the distribution task at all the demand points is Σ d a d ；
1.2 Transportation cost of dangerous goods transported by transportation vehicles on road sections (i, j) is divided into two cases, and the full-load transportation cost isThe empty driving cost is->The transportation cost c from the distribution center o to the demand point d is completed 1 od The sum of the transportation costs of the road sections is:
variable(s)Indicating that the road segment (i, j) E is on the way from the delivery center o to the demand point d, otherwise
The route is the demand when the empty car returnsThe path of least cost from point d to distribution center o is used for runningIndicating that the delivery task at the demand point d is completed with a transport cost of +.>
1.3 A risk of dangerous goods transported by the transport vehicle on the road section (i, j) is r ij The total risk of completing the delivery mission from the delivery center o to the demand point d is:
1.4 Setting the travel time of the vehicle on the road section (i, j) asAverage loading time of vehicle is deltat 1 The unloading time is deltat 2 The vehicle travel time from the distribution center o to the demand point d is
The travel time of the vehicle from the demand point d to the distribution center o is
The total time of returning the delivery tasks from the delivery center o to the completion demand point d to the delivery center is as follows:
assume that the moment when the vehicle starts from the distribution center isThe moment of finishing the return of the demand point d to the distribution center is
1.5 Setting the earliest time window of the vehicle from the distribution center and the latest time window of the vehicle returning to the distribution center as [ b ] d ，e d ]Then
The moment when the vehicle reaches the demand point d must satisfy the following condition:
the moment when the vehicle starts from the distribution center oThe following conditions must be met:
at the same time, it is also necessary to meet the time window [ b ] of the distribution center 0 ,e 0 ]I.e.
Step 2), establishing a vehicle path optimization mathematical model P1;
the P1 model is as follows:
min f＝(f 1 ,f 2 ) (10)
s.t.
wherein:
equation (10) represents a minimized target vector composed of two target functions;
equation (11) is a transportation cost function expression;
formula (12) is a transport risk function expression;
the formula (13) ensures that a complete transportation path is formed between the distribution center o and the demand node d;
formula (14) is a decision variable;
n represents a set of N nodes, E represents a set of inter-node road segments;
step 3), building a vehicle dispatching model P2, and enabling x to be the same as ijk (x ijk ∈[0,1]) Whether or not to execute the job j after completing the job i for the vehicle k, if yes, x ijk =1, otherwise x ijk ＝0；y ik (y ik ∈[0,1]) For whether job i is performed by vehicle k, if so, y ik =1, otherwise y ik =0; for job i, if i ε J d The time window isThe service time is deltat 0d ；
The P2 model is:
s.t.
wherein: the expression (15) represents an objective function,in the function->Representing the minimum number of vehicles, M being an integer, guaranteeing the priority of the vehicle number target, ++>The standard deviation of running time of all vehicles is minimum under the condition of the same number of vehicles, so that the intensity of transportation tasks born by each vehicle is guaranteed to be fair, formulas (16) - (19) ensure that each vehicle can simultaneously carry out only one operation and sequentially execute the operation, each operation is completed by only one vehicle, formula (20) represents the moment when a vehicle k reaches a node j, and formula (21) ensures that the moment when the vehicle k reaches the node j must meet the time window constraint; equations (22) and (23) are time window requirements of earliest departure and latest return of the vehicle, and equations (24) and (25) are decision variables; k is a vehicle set, and C is a distribution node set;
step 4), carrying out two-stage solving;
4.1 P1 model, i.e. path optimization solving method: the first stage adopts a pulse algorithm to obtain Pareto solutions of all paths from a distribution center to each demand node; the second stage is to obtain a Pareto path between the distribution center and each demand node obtained in the first stage to encode, and solve by adopting NSGA-II algorithm;
4.2 P2 model, i.e. vehicle dispatch optimization solving method:
first, initializing requirement information;
secondly, adopting a pulse algorithm to calculate a Pareto path from the distribution center o to the demand node d;
thirdly, solving Pareto paths from the distribution center o to all demand nodes by adopting a multi-objective optimization method based on NSGA-II;
fourthly, decision-making staff selects one path scheme according to the risk preference;
fifthly, a VRP solving method based on UMDA is adopted to obtain a vehicle scheduling schedule, namely a vehicle scheduling scheme, under the path scheme.
Further, the paths from the first stage distribution center to each demand node in step 4.1) are respectively Representing the Pareto path set from the distribution center node o to the demand node d. 3. The method for optimizing the full-load distribution path of dangerous goods and dispatching the vehicles according to claim 1, wherein the method is characterized by comprising the following steps: in the step 4.1), the second stage NSGA-II algorithm is performed according to the coding mode, the fitness function and the population updating strategy.
Further, the coding mode is individual coding, natural number coding is adopted, the coding length is m, and the format is n 1 ，n 2 ...n m Wherein:the ith value in the code is n i Then the distribution center o is represented to the demand node d i The room adopts the->And (5) transporting along a path.
Further, the fitness function represents fitness of the individual indi by [ c_value, r_value ] =f (indi), where c_value and r_value are cost and risk of line transportation according to a path selection scheme in the individual indi, respectively.
Further, in the population updating strategy, the population obtains new individuals through crossing, and the crossing operation adopts an integer crossing method; firstly, randomly selecting two individuals from a population, randomly generating two positions pos1 and pos2 (pos 1 is less than pos 2), and exchanging the positions pos1 to pos2 of the two individuals to generate two new individuals;
mutation operation using integer mutation method to obtain new individuals, randomly selecting one individual, randomly generating two positions pos1 and pos2 (pos 1 < pos 2), and combining the positions pos1 to pos2 of the selected individuals one by oneAnd performing difference operation and taking an absolute value to generate a new individual.
Compared with the prior art, the invention has the following beneficial effects:
according to the invention, the vehicle driving route from the distribution center to each demand point and returning to the distribution center after distribution is completed can be obtained by solving the model P1, and after the vehicle driving route is selected according to the risk preference, a decision maker still has to solve the problem how to determine the vehicle dispatching plan. In the case of a limited number of dispatchable vehicles, the number of dispatches is an optimization objective that needs to be considered.
When the decision maker selects a certain path scheme according to the risk preference, in order to achieve the purpose of fewer vehicles to participate in the delivery task, each vehicle is required to bear as many transportation tasks as possible, that is, the idle time in the process of completing all tasks is minimum at the beginning of the whole transportation task. The invention can convert the vehicle dispatching problem into the VRP problem with the time window, and can obtain the vehicle dispatching optimization scheme by solving the P2 model.
According to the invention, by arranging the vehicle transportation scheme and optimizing the path and the vehicle dispatching scheme, the transportation cost and the transportation risk can be minimized in the transportation process, the number of the distributed vehicles is minimized, and the fairness of the vehicle transportation task amount is ensured.
Drawings
Fig. 1 is a vehicle departure arrival timeline.
FIG. 2 is a vehicle departure arrival time line after the adjustment of the working time according to the present invention.
Fig. 3 is a schematic diagram of a job scheduling transition to VRP problem.
FIG. 4 is a schematic diagram of total cost and total risk after the distribution center has been connected to the paths between the demand nodes.
FIG. 5 shows the individual encoding scheme in NSGA-II algorithm.
FIG. 6 is a flow chart for solving a scheduling problem for a single truck type hazardous materials transportation vehicle.
FIG. 7 is a diagram of a small-scale test network in accordance with an embodiment of the present invention.
Fig. 8 is a path selection Pareto solution of the present invention.
FIG. 9 is a graph comparing the two-stage algorithm (TSA) with the general NSGA-II algorithm (GGA).
Detailed Description
The invention is further described below with reference to the drawings and the detailed description.
In this distribution process, in order to simplify the operation flow, the following assumptions are made:
(1) When the dangerous goods transport vehicle is fully transported, the risk is only related to the risk of the driving road section, and is irrelevant to the vehicle loading capacity, the vehicle condition and the like, namely the risk calculation is calculated according to the risk measurement value of the driving road section.
(2) When the dangerous goods transport vehicle is in idle transport, the risk value is 0, namely, when the vehicle returns to the distribution center after the dangerous goods are unloaded at the demand point, the vehicle runs along a path with small cost (shortest distance or shortest time).
Step 1), establishing a model of the number of vehicles, the total running cost and total risk of the vehicles and the distribution time;
1.1 Assuming m demand points are to be completed)Dangerous goods distribution tasks of (1), the demand of each task is q 1 ,q 2 ,…,q m The delivery time window of the demand point d is [ b ] d ,e d ]A plurality of paths P exist between the distribution center o and the demand point d od Let the demand at the demand point d be q d The nuclear capacity of each vehicle is g, and q is set d More than or equal to g, namely, one vehicle can only complete all or part of one task, and the number of vehicles required for completing the distribution task of the task point d is a d Then a d ＝q d G, when q d When/g is an integer, a d ＝q d /g; when q d When/g is not an integer,/g is->The total number of vehicles required to complete the distribution tasks at all demand points is sigma d a d In the case where the demand amount of the vehicle demand number at the demand point is knownThe following is a constant. Although the total number of vehicles is constant, the same vehicle can participate in the delivery tasks at a plurality of demand points when the time window condition is satisfied, and studies are made on the total number of delivery vehicles, the arrival time of departure of the vehicles, and the like in the optimization of vehicle scheduling.
1.2 Transportation cost of dangerous goods transported by transportation vehicles on road sections (i, j) is divided into two cases, and the full-load transportation cost isThe empty driving cost is->The transportation cost c from the distribution center o to the demand point d is completed 1 od The sum of the transportation costs of the road sections is:
variable(s)Indicating that the road segment (i, j) E is on the way from the delivery center o to the demand point d, otherwise
The route is the least cost route from the demand point d to the distribution center o when the empty car returns, and is usedIndicating that the value can be obtained by adopting a shortest path solving algorithm, the distribution task of the demand point d is completed, and the transportation cost is +.>
1.3 A risk of dangerous goods transported by the transport vehicle on the road section (i, j) is r ij Completing the distribution from the distribution center o to the required point dThe total risk of transportation of the task is:
1.4 Setting the travel time of the vehicle on the road section (i, j) asAverage loading time of vehicle is deltat 1 The unloading time is deltat 2 The vehicle travel time from the distribution center o to the demand point d is
The travel time of the vehicle from the demand point d to the distribution center o is
The total time of returning the delivery tasks from the delivery center o to the completion demand point d to the delivery center is as follows:
assume that the moment when the vehicle starts from the distribution center isThe moment of finishing the return of the demand point d to the distribution center is
1.5 Setting the earliest time window of the vehicle from the distribution center and the latest time window of the vehicle returning to the distribution center as [ b ] d ，e d ]Then
The moment when the vehicle reaches the demand point d must satisfy the following condition:
the moment when the vehicle starts from the distribution center oThe following conditions must be met:
at the same time, it is also necessary to meet the time window [ b ] of the distribution center 0 ,e 0 ]I.e.
Step 2), establishing a vehicle path optimization mathematical model P1;
P1:
minf＝(f 1 ,f 2 ) (10)
s.t.
wherein:
equation (10) represents a minimized target vector composed of two target functions;
equation (11) is a transportation cost function expression;
formula (12) is a transport risk function expression;
the formula (13) ensures that a complete transportation path is formed between the distribution center o and the demand node d;
formula (14) is a decision variable;
n represents a set of N nodes and E represents a set of inter-node road segments.
The vehicle driving route from the distribution center to each demand point and back to the distribution center after the distribution is completed can be obtained by solving the model P1, and after the vehicle driving route is selected according to the risk preference, a decision maker determines how to determine the vehicle dispatching plan is still a problem to be solved. In the case of a limited number of dispatchable vehicles, the number of dispatches is an optimization objective that needs to be considered.
When the decision maker selects a certain path scheme according to the risk preference, in order to achieve the purpose of fewer vehicles to participate in the delivery task, each vehicle is required to bear as many transportation tasks as possible, that is, the idle time in the process of completing all tasks is minimum at the beginning of the whole transportation task.
For analysis, each distribution task of each demand point is decomposed into a plurality of jobs, that is, one distribution of each vehicle is divided into one job, and for any one job, the tasks need to be completed within a range from the earliest start time to the latest end time, and all the tasks of the distribution center can be represented in a time line manner as shown in fig. 1. It can be seen that to minimize the number of vehicles used throughout the distribution cycle, i.e., the jobs projected onto the overall timeline (dark bars) do not overlap as much as possible, because the dark bars overlap on the timeline, their corresponding jobs must be assigned different vehicles. Thus, the optimization objective for the minimum number of vehicles can be seen as making the jobs projected onto the overall time line as non-overlapping as possible by sliding the dark blocks on the respective task time lines, so that the minimum number of vehicles used can be achieved.
As shown in fig. 2, which is a working time line after the working start time of the part is adjusted, all the current delivery tasks only need two vehicles in view of the working overlapping condition on the total time line in the figure, so as to achieve the goal of optimizing the number of vehicles. The method provides a thought for optimizing the vehicle dispatching, namely, the number of vehicles can be optimized by adjusting the starting time of the operation on the premise that the operation process meets the time window requirement. However, the scheduling result of fig. 2 is not a best result for the balance of the tasks undertaken by the vehicles (the 1 st vehicle completes 8 jobs and the 2 nd vehicle completes only 1 job), so the vehicle job distribution balance is also considered in the job scheduling optimization process.
Through the analysis, each job can be executed by only one vehicle, the vehicle shifts to the next job after executing one job, if each job is regarded as a node of a two-dimensional plane, all the demand points are arranged according to the node numbers, and then each job in the distribution task is numbered according to the node numbers, such as to the demand point d 1 The distribution task works asd 2 The operation of (1) is->d 3 The operation of (1) is->Analogize to j=j d1 ∪J d2 ∪...∪J dm Representing all job sets. The vehicle scheduling problem may be translated into a time windowed VRP problem (fig. 3) with an objective function of minimum number of vehicles. For job i, if i ε J d The time window isThe service time is deltat 0d . Since the node represents the job information, the node does not contain the demand information, and can be regarded as 0, and the node corresponds to the transport vehicleThere is no capacity constraint.
Step 3), building a vehicle dispatching model P2, and enabling x to be the same as ijk (x ijk ∈[0,1]) Whether or not to execute the job j after completing the job i for the vehicle k, if yes, x ijk =1, otherwise x ijk ＝0；y ik (y ik ∈[0,1]) For whether job i is performed by vehicle k, if so, y ik =1, otherwise y ik =0; for job i, if i ε J d The time window isThe service time is deltat 0d ；
The P2 model is:
s.t.
wherein: the expression (15) represents an objective function,in the function->Representing the minimum number of vehicles, M being an integer, guaranteeing the priority of the vehicle number target, ++>The standard deviation of running time of all vehicles is minimum under the condition of the same number of vehicles, so that the intensity of transportation tasks born by each vehicle is guaranteed to be fair, formulas (16) - (19) ensure that each vehicle can simultaneously carry out only one operation and sequentially execute the operation, each operation is completed by only one vehicle, formula (20) represents the moment when a vehicle k reaches a node j, and formula (21) ensures that the moment when the vehicle k reaches the node j must meet the time window constraint; equations (22) and (23) are time window requirements of earliest departure and latest return of the vehicle, and equations (24) and (25) are decision variables; k is a vehicle set, and C is a distribution node set;
step 4), carrying out two-stage solving;
4.1 P1 model, i.e. path optimization solving method: the first stage adopts a pulse algorithm to obtain the distribution center to each demand nodeThe Pareto solution of all paths between the nodes is directly adopted, the paths between all nodes need to be completely incorporated into calculation, when the network scale is large, the evolution algorithm is difficult to obtain the optimal solution, and the path which is partially impossible to become the optimal solution can be considered to be eliminated. The optimization objective of model P1 is to obtain Pareto solutions of the total cost and risk between the distribution center and all the demand nodes, if this calculation process is considered as the path connection between the distribution center and the respective demand nodes, then find the cost and risk of transportation on the connected path (fig. 4). By usingRepresenting the cost and risk of the path from the distribution center to the point of demand d,/for>Representing the cost and risk, respectively, after returning from the demand node d to the distribution center. Assume thatFor one of the Pareto solutions, if (c d ,r d )＜(c′ d ,r′ d ) (< signify dominance), then->Does not appear in the Pareto solution set. This conclusion is easily demonstrated by the countercheck method if +.>Is one of the Pareto solutions, at least meeting +.>Or (b)One of two conditions, namely c' d ≤c d Or r' d ≤r d Must have one of them established, which is identical to (c) d ,r d )＜(c′ d ,r′ d ) Contradiction.
From the above analysis, to obtain the Pareto solution set of the model P1, the Pareto solution may be first found for the path from the distribution center to each demand node, and only the partial path may appear in the Pareto path set of the model. And in the second stage, a Pareto path between the distribution center obtained in the first stage and each demand node is encoded, and the NSGA-II algorithm is adopted for solving. The paths from the first-stage distribution center to each demand node are respectively Representing the Pareto path set from the distribution center node o to the demand node d. In the two-stage method, other paths except the Pareto path are not needed to be considered in the second-stage calculation, so that the calculated amount can be greatly reduced compared with the method for directly adopting NSGA-II algorithm to solve, and the opportunity for obtaining the optimal solution is obviously increased under the condition of the same population scale and iteration times.
The coding mode is individual coding, natural number coding is adopted, the coding length is m, and the format is n 1 ，n 2 ...n m ，
Wherein:the ith value in the code is n i Then the distribution center o is represented to the demand node d i The room adopts the->And (5) transporting along a path. For example, distribution center 0 to demand node d 1 -d 4 The number of the Pareto paths between the two pairs is 2,3,5 and 4 respectively, and the code [1,4,3,5 ]]Indicated in the individual, select delivery center to d 1 The 1 st path in the inter-Pareto path set is selected and the distribution center is selected to d 2 The 1 st path in the inter-Pareto path set is selected and the distribution center is selected to d 3 The 3 rd path in the inter-Pareto path set is selected from the distribution center to d 4 Inter Pareto pathAnd (5) centralizing the 1 st path for transportation.
The fitness function represents fitness of an individual indi using [ c_value, r_value ] =f (indi), where c_value and r_value are the cost and risk of row transportation according to the path selection scheme in the individual indi, respectively.
In the population updating strategy, the population acquires new individuals through crossing, and the crossing operation adopts an integer crossing method; firstly, randomly selecting two individuals from a population, randomly generating two positions pos1 and pos2 (pos 1 is less than pos 2), and exchanging the positions pos1 to pos2 of the two individuals to generate two new individuals; mutation operation using integer mutation method to obtain new individuals, randomly selecting one individual, randomly generating two positions pos1 and pos2 (pos 1 < pos 2), and combining the positions pos1 to pos2 of the selected individuals one by oneAnd performing difference operation and taking an absolute value to generate a new individual.
The model P2 can be converted into a VRP problem which aims at achieving fairness of the number of vehicles and the intensity of the transportation tasks born by each vehicle through analysis, besides the objective function is changed from the transportation distance and the number of vehicles to the number of vehicles and the fairness of the transportation tasks, other calculation steps can be completely solved by adopting a VRPHTW solving method based on a distribution estimation algorithm.
4.2 P2 model, i.e. vehicle dispatch optimization solving method:
first, initialization requirement information d=1;
secondly, adopting a pulse algorithm to calculate a Pareto path from the distribution center o to the demand node d, wherein d=d+1;
thirdly, if d is larger than m, solving a Pareto path between the distribution center o and all the demand nodes by adopting a multi-objective optimization method based on NSGA-II.
Fourth, decision-making personnel select one of the path schemes according to the risk preference.
Fifthly, a VRP solving method based on UMDA is adopted to obtain a vehicle scheduling schedule, namely a vehicle scheduling scheme, under the path scheme.
Examples:
test transportNetwork transmission, node 0 in fig. 7 is a distribution center, and node 1,2,4,7,8 is a demand point. The distance and risk of each road section in the network are shown in table 1, and the demand and time window of each demand point are shown in table 2. The core capacity of the transport vehicle is g=13.5m 3 Average loading time is Δt 1 =0.75 h, the duration of the unloading is Δt 2 The vehicle running average speed was 45km/h, the full load transportation cost was 50 yuan/km, and the empty vehicle transportation cost was 10 yuan/km. By arranging the vehicle transportation scheme, the transportation process achieves the transportation cost and the transportation risk are minimized.
Table 1 lengths of road segments and risk of transport vehicles traveling on the road segments
Table 2 is a window of demand and time to accept offloading for all demand nodes, a hard window of time, must arrive within a specified time, and wait if it arrives earlier than the earliest start time. The earliest time the vehicle starts from the delivery center and the latest time it returns to the delivery center are 08:00 and 20:00, respectively.
TABLE 2 demand Point demand and time Window
After step 4.1, pareto shortest path (departure path) and shortest distance path (return path) from the distribution center to each demand point can be obtained (see table 3).
TABLE 3 delivery center to demand Point outgoing Path return alternative Path
After obtaining the Pareto path set from the distribution center to each of the demand nodes, a Pareto solution of total transportation cost and total risk from the distribution center to all of the demand nodes is obtained by adopting an improved NSGA-II algorithm (fig. 8 is a Pareto solution distribution case, and table 4 is a path selection scheme after decoding the Pareto solution corresponding to the individual).
TABLE 4 Path selection scheme (Pareto solution, scheme 1-scheme 14)
When a certain transportation scheme is selected, the model P2 solving method is adopted for the route in the scheme, so that the vehicle scheduling schedule under the route scheme can be obtained, the vehicle scheduling scheme (table 5) in the case of the route scheme 1 in the table 4 is selected, and the total number of 17 delivery tasks is 17, and 5 vehicles are required to execute. The node array represents delivery nodes reached by the transport vehicle, loading is started in a schedule, the vehicle starts from the delivery center, unloading is started when the vehicle reaches a demand node, and the unloading is completed when the vehicle returns to the delivery center and reaches the delivery center.
TABLE 5 vehicle schedule with minimum total cost of transportation (scheme 1)
Table 6 is a vehicle scheduling scheme in the case of option 14, where the distribution tasks are still 17, but 6 vehicles are required to perform. It can be seen that the number of vehicles required when selecting different path schemes, and the number of required nodes served by each vehicle, are also different. However, it can be found through calculation that the scheduling scheme is not unique under the same path selection scheme, but the number of used vehicles and the standard deviation of the running time of each vehicle are the same. This is because when the demand time window overlap of two different demand nodes is large, the order of the transportation tasks to these nodes is not violated by the time window constraint, which also coincides with the actual situation in transportation.
TABLE 6 vehicle dispatch schedules with minimum total risk of transportation (scenario 14)
Verification example:
to verify the effectiveness of the method of the present invention, for the path planning problem, a two-stage algorithm (TSA) is proposed in addition to the two-stage algorithm (TSA), and a general NSGA-II algorithm (GGA) is designed, unlike the two-stage algorithm, in the general NSGA-II algorithm, a priority-based coding method PriorityBased Encoding is adopted, where the coding length is |n| m, and in the two-stage algorithm of the present invention, the coding length is m.
Two algorithm parameter settings are as follows: the population size is 100, and the iteration number is 50 generations. The Pareto optimal fronts obtained at iterations 5, 10, 20 and 50 in fig. 9 (a) to (d), respectively, can be found by comparison: when iterating to passage 10, the final solution can be obtained using the TSA algorithm, while when iterating to passage 50, the GGA algorithm still does not obtain the optimal solution. However, this is only for a 9-node network, and for a large-scale network, this gap will become larger. The two-stage algorithm designed for path planning has no direct relation between the coding length and the network scale, so that the algorithm is still effective for a large-scale network. In the second stage, the problem size of the VRPTW is only related to the number of the demand nodes and is not related to the size of the transportation network, so that the vehicle scheduling method has higher efficiency, and is applicable to small-scale or large-scale transportation networks.

Claims (6)

1. The dangerous goods full-load distribution path optimizing and vehicle dispatching method is characterized by comprising the following steps of:
step 1), establishing a model of the number of vehicles, the total running cost and total risk of the vehicles and the distribution time;
1.1 A demand q set at the demand point d) d The nuclear capacity of each vehicle is g, and q is set d The number of vehicles required for completing the distribution task of the task point d is equal to or greater than g and is a d ThenThe total number of vehicles required to complete the distribution task at all the demand points is Σ d a d ；
1.2 Transportation cost of dangerous goods transported by transportation vehicles on road sections (i, j) is divided into two cases, and the full-load transportation cost isThe empty driving cost is->The transportation cost c from the distribution center o to the demand point d is completed 1 od The sum of the transportation costs of the road sections is:
variable(s)Indicating that the road segment (i, j) E is on the way from the delivery center o to the demand point d, otherwise
The route is the least cost route from the demand point d to the distribution center o when the empty car returns, and is usedIndicating that the delivery task at the demand point d is completed with a transport cost of +.>
1.3 A risk of dangerous goods transported by the transport vehicle on the road section (i, j) is r ij The total risk of completing the delivery mission from the delivery center o to the demand point d is:
1.4 Setting the travel time of the vehicle on the road section (i, j) asAverage loading time of vehicle is deltat 1 The unloading time is deltat 2 The vehicle travel time from the distribution center o to the demand point d is
The travel time of the vehicle from the demand point d to the distribution center o is
The total time of returning the delivery tasks from the delivery center o to the completion demand point d to the delivery center is as follows:
assume that the moment when the vehicle starts from the distribution center isThe time of returning the completion demand point d to the distribution center is +.>
1.5 Setting the earliest time window of the vehicle from the distribution center and the latest time window of the vehicle returning to the distribution center as [ b ] d ，e d ]Then
The moment when the vehicle reaches the demand point d must satisfy the following condition:
the moment when the vehicle starts from the distribution center oThe following conditions must be met:
at the same time, it is also necessary to meet the time window [ b ] of the distribution center 0 ,e 0 ]I.e.
Step 2), establishing a vehicle path optimization mathematical model P1;
the P2 model is:
minf＝(f 1 ,f 2 ) (10)
s.t.
wherein:
equation (10) represents a minimized target vector composed of two target functions;
equation (11) is a transportation cost function expression;
formula (12) is a transport risk function expression;
the formula (13) ensures that a complete transportation path is formed between the distribution center o and the demand node d;
formula (14) is a decision variable;
n represents a set of N nodes, E represents a set of inter-node road segments;
step 3), building a vehicle dispatching model P2, and enabling x to be the same as ijk (x ijk ∈[0,1]) Whether or not to execute the job j after completing the job i for the vehicle k, if yes, x ijk =1, otherwise x ijk ＝0；y ik (y ik ∈[0,1]) For whether job i is performed by vehicle k, if so, y ik =1, otherwise y ik =0; for job i, if i ε J d The time window isThe service time is deltat 0d ；
The P2 model is:
s.t.
wherein: the expression (15) represents an objective function,in the function->Representing the minimum number of vehicles, M being an integer, guaranteeing the priority of the vehicle number target, ++>The standard deviation of running time of all vehicles is minimum under the condition of the same number of vehicles, so that the intensity of transportation tasks born by each vehicle is guaranteed to be fair, formulas (16) - (19) ensure that each vehicle can simultaneously carry out only one operation, each operation is sequentially carried out, each operation is completed by only one vehicle, and formula (20) represents the moment when a vehicle k reaches a node j; equation (21) ensures that the time of arrival at node j must meet the time window constraint; equations (22) and (23) are time window requirements of earliest departure and latest return of the vehicle, and equations (24) and (25) are decision variables; k is a vehicle set, and C is a distribution node set;
step 4), carrying out two-stage solving;
4.1 P1 model, i.e. path optimization solving method: the first stage adopts a pulse algorithm to obtain Pareto solutions of all paths from a distribution center to each demand node; the second stage is to obtain a Pareto path between the distribution center and each demand node obtained in the first stage to encode, and solve by adopting NSGA-II algorithm;
4.2 P2 model, i.e. vehicle dispatch optimization solving method:
first, initializing requirement information;
secondly, adopting a pulse algorithm to calculate a Pareto path from the distribution center o to the demand node d;
thirdly, solving Pareto paths from the distribution center o to all demand nodes by adopting a multi-objective optimization method based on NSGA-II;
fourthly, decision-making staff selects one path scheme according to the risk preference;
fifthly, a VRP solving method based on UMDA is adopted to obtain a vehicle scheduling schedule, namely a vehicle scheduling scheme, under the path scheme.
2. The method for optimizing the full-load distribution path of dangerous goods and dispatching the vehicles according to claim 1, wherein the method is characterized by comprising the following steps: the paths from the first stage distribution center to the demand nodes in the step 4.1) are respectively as follows Representing the Pareto path set from the distribution center node o to the demand node d.
3. The method for optimizing the full-load distribution path of dangerous goods and dispatching the vehicles according to claim 1, wherein the method is characterized by comprising the following steps: in the step 4.1), the second stage NSGA-II algorithm is performed according to the coding mode, the fitness function and the population updating strategy.
4. A method for optimizing a hazardous articles full load delivery path and vehicle dispatch as set forth in claim 3, wherein: the coding mode is individual coding, natural number coding is adopted, the coding length is m, and the format is n 1 ，n 2 ...n m ，
Wherein:the ith value in the code is n i Then the distribution center o is represented to the demand node d i The room adopts the->And (5) transporting along a path.
5. A method for optimizing a hazardous articles full load delivery path and vehicle dispatch as set forth in claim 3, wherein: the fitness function adopts [ c_value, r_value ] =f (indi) to represent the fitness of the individual indi, wherein c_value and r_value are the cost and risk of line transportation according to a path selection scheme in the individual indi respectively.
6. A method for optimizing a hazardous articles full load delivery path and vehicle dispatch as set forth in claim 3, wherein: the population in the population updating strategy obtains new individuals through crossing, and the crossing operation adopts an integer crossing method; firstly, randomly selecting two individuals from a population, randomly generating two positions pos1 and pos2, wherein pos1 is less than pos2, and exchanging the positions pos1 to pos2 of the two individuals to generate two new individuals;
mutation operation using integer mutation method to obtain new individuals, randomly selecting one individual, randomly generating two positions pos1 and pos2, wherein pos1 is less than pos2, and combining the positions pos1 to pos2 of selected individuals one by oneAnd performing difference operation and taking an absolute value to generate a new individual.
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