CN117557188A

CN117557188A - Multi-type intermodal one-stop logistics service platform implementation method, equipment and medium

Info

Publication number: CN117557188A
Application number: CN202410044895.2A
Authority: CN
Inventors: 甘俊奇; 翁安禄
Original assignee: Fujian Zhijian Zhiyi Information Technology Co ltd
Current assignee: Fujian Zhijian Zhiyi Information Technology Co ltd
Priority date: 2024-01-12
Filing date: 2024-01-12
Publication date: 2024-02-13

Abstract

The application relates to the technical field of intelligent logistics and provides a method, equipment and medium for realizing a multi-type intermodal one-stop logistics service platform. The method for realizing the multi-type intermodal platform comprises the following steps: acquiring cargo source information, wherein the cargo source information comprises cargo types, cargo amounts, time requirements and loading and unloading places; screening target capacity meeting requirements from capacities to be distributed in a pre-constructed capacity pool based on the types of goods and time requirements, wherein the capacity pool comprises capacities to be distributed corresponding to at least two transportation modes; constructing a candidate path based on the cargo amount, the loading and unloading places and the target capacity; determining transport cost and transport duration corresponding to each candidate path; and screening each candidate path based on the transportation cost and the transportation time length to obtain a path suggestion. In the technical scheme, the transport capacity is concentrated through the transport capacity pool, the transport capacity is matched for the goods sources from two dimensions of the transport cost and the transport time, and customized multi-type intermodal transport can be achieved, so that the transport requirements of different goods sources can be better met.

Description

Multi-type intermodal one-stop logistics service platform implementation method, equipment and medium

Technical Field

The application relates to the technical field of intelligent logistics, in particular to a method, equipment and medium for realizing a multi-type intermodal one-stop logistics service platform.

Background

In the related art, a plurality of task junction cities are matched according to the delivery demand, then the transportation task junction cities are subjected to intensive scheduling to obtain a plurality of transportation tasks among the junctions, and then a transportation mode among the junctions is planned based on the shortest path meeting the transport capacity demand to obtain a multi-type intermodal transportation scheme.

However, there may be a difference in the transportation demands of different sources, and besides the path length, factors such as the type of the goods, the transportation price, etc. may affect the distribution of the transportation capacity, so it is difficult to better satisfy the demands of different sources by adopting the planning of the shortest path.

Disclosure of Invention

In order to help better meet the requirements of different goods sources, the application provides a method, equipment and medium for realizing a multi-intermodal one-stop logistics service platform.

In a first aspect, the present application provides a method for implementing a multi-mode intermodal one-stop logistics service platform, which adopts the following technical scheme:

a method for implementing a multi-intermodal one-stop logistics service platform, which is used in a logistics service platform, the method comprising:

Acquiring cargo source information, wherein the cargo source information comprises cargo characteristic information and transportation demand information; the cargo characteristic information comprises a cargo type and a cargo amount, and the transportation demand information comprises a time demand and a loading and unloading place;

screening target capacity meeting requirements from the capacities to be distributed in a pre-constructed capacity pool based on the goods types and the time requirements, wherein the capacity pool comprises the capacities to be distributed corresponding to at least two transportation modes, and the capacities to be distributed are set based on a carrying range, the goods types, the capacities and the effective time;

constructing a candidate path based on the cargo amount, the loading and unloading places and the target capacity;

determining the transportation cost and the transportation duration corresponding to each candidate path;

and screening each candidate path based on the transportation cost and the transportation time length to obtain a path suggestion.

Through adopting above-mentioned technical scheme, can concentrate scattered fortune ability through the fortune ability pond to match the fortune ability for the goods source from transportation expense and transportation time two dimension, can accomplish customized multi-modal, realize a goods scheme, so can be better satisfy the transportation demand of different goods sources.

Optionally, the capacity pool is represented by a capacity network, the capacity network comprises at least two transportation nodes and capacity distribution among the transportation nodes, and the capacity distribution among different transportation nodes is set based on a carrier range corresponding to each capacity to be distributed in the capacity pool; the screening the to-be-allocated capacity of the pre-constructed capacity pool based on the cargo type and the time requirement includes:

and processing the unsatisfactory transport capacity in the transport capacity network based on the cargo type and the time requirement to obtain a target transport capacity network formed by the target transport capacity.

Through adopting the technical scheme, the capacity pool can be represented by the capacity table, so that the capacity to be distributed in the capacity pool can be counted according to the transportation nodes, the planning of the candidate path between the capacity to be distributed and the loading and unloading position pair can be facilitated, and the efficiency of multi-type intermodal planning can be improved.

Optionally, the loading and unloading place includes a loading position and an unloading position, and the constructing the candidate path based on the cargo amount, the loading and unloading place, and the target capacity includes:

Planning a path from the loading position to the unloading position based on the target capacity network to obtain a path planning result, wherein the path planning result comprises all planning paths between the loading position and the unloading position, the planning paths are formed by connecting at least two planning transportation nodes through capacities, and the planning transportation nodes belong to the transportation nodes;

the candidate paths are determined from each of the planned paths based on a matching relationship between the capacity distribution and the cargo volume between adjacent ones of the planned transport nodes in the planned path.

By adopting the technical scheme, the planning paths between the loading and unloading places are determined through the loading and unloading places, so that the comprehensiveness of the planning paths of the finally obtained candidate paths can be guaranteed, and the accuracy of the path suggestion determined based on the candidate paths can be improved.

determining candidate transportation nodes from all transportation nodes of the target capacity network based on the loading position and the unloading position;

Determining candidate capacity distributions between the candidate transportation nodes based on a matching relationship between capacity distributions between the candidate transportation nodes and the cargo volume in the target capacity network;

and planning a path between the loading position and the unloading position based on the candidate transport capacity distribution among the candidate transport nodes to obtain the candidate path.

By adopting the technical scheme, the transportation nodes and the transportation capacity distribution among the transportation nodes can be screened before path planning, so that the calculation amount in the path planning process can be reduced, and the generation efficiency of the path suggestion can be improved.

Optionally, the candidate paths include at least one transportation road segment, the transportation road segment matches with the target capacity, and the determining the transportation cost and the transportation duration corresponding to each candidate path includes:

for each transportation road section, determining the road section cost and the road section duration corresponding to the transportation road section based on the cost calculation mode and the duration calculation mode of the transportation mode corresponding to the transportation road section, wherein the cost calculation mode is preset;

determining the transportation cost based on the road cost corresponding to each transportation road;

And determining the transportation time length based on the road section time length corresponding to each transportation road section.

By adopting the technical scheme, the cost and the length of the road section can be calculated by the branch section, so that the method can adapt to the difference of the cost and the length calculation corresponding to different transportation modes in the multi-mode intermodal transportation process, and further can be beneficial to improving the accuracy of the transportation cost and the transportation length which are finally calculated.

Optionally, the determining the transportation duration based on the road segment duration corresponding to each transportation road segment includes:

determining a transit node between each of the transportation segments;

for each transit node, determining the expected transit time corresponding to the transit node by combining the cargo type, the cargo amount and a transit model corresponding to the transit node, wherein the transit model is constructed based on historical transit data corresponding to the transit node;

and determining the transportation duration based on the road segment duration corresponding to each transportation road segment and the estimated transit time corresponding to each transit node.

Through adopting above-mentioned technical scheme, can use transfer model and goods type and the goods volume that transfer node corresponds to confirm the expected transfer time that transfer node corresponds, so can fully consider the required time of goods transportation in the in-process that transportation duration calculated, and then can help improving the accuracy of transportation duration calculation.

Optionally, the screening the candidate paths based on the transportation cost and the transportation duration to obtain a path suggestion includes:

determining a target evaluation model used at this time from at least two preset evaluation models;

inputting the transportation cost and the transportation duration corresponding to each candidate path into the target evaluation model to obtain the comprehensive score corresponding to the candidate path;

and generating the path suggestion based on the comprehensive scores corresponding to the candidate paths.

By adopting the technical scheme, the target evaluation model used at this time can be determined from at least two preset evaluation models, and then the comprehensive scores corresponding to each candidate road bureau are calculated based on the target evaluation models, so that the calculation mode of the comprehensive scores can be adjusted according to actual needs, and further the accuracy of the calculated comprehensive scores can be improved.

Optionally, the route suggestion includes a recommended route determined from the candidate routes, and after each candidate route is screened based on the transportation cost and the transportation duration, the route suggestion further includes:

outputting path recommendation information corresponding to the recommended path, wherein the path recommendation information comprises the transportation cost and the transportation duration corresponding to the recommended path;

Responding to the route confirmation information, determining a recommended capacity corresponding to the transportation route indicated by the route confirmation information from the target capacity of the capacity pool, and sealing the recommended capacity in the capacity pool;

sending verification information to verification parties corresponding to the recommended capacity;

and responding to the verification passing information returned by each verification party of the recommended capacity, binding the transportation path and the recommended capacity with the goods source information, and adjusting the capacity to be distributed in the capacity pool.

By adopting the technical scheme, the method and the device can output the path recommendation information based on the recommended path and match the recommended capacity from the target capacity based on the transportation path indicated by the path confirmation information, so that the multi-mode intermodal can be automatically realized.

In a second 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 program, wherein the at least one application program is stored in the memory and configured to be executed by the at least one processor, the at least one application program configured to: executing any one of the multi-mode intermodal one-stop logistics service platform implementation methods provided in the first aspect.

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

a computer readable storage medium having stored thereon a computer program which, when executed in a computer, causes the computer to perform any of the multi-modal one-stop logistics service platform implementation methods provided in the first aspect.

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

1. the scattered transport capacity is concentrated through the transport capacity pool, the transport capacity is matched with the transport capacity for the goods sources from two dimensions of transport cost and transport time, customized multi-mode intermodal transport can be achieved, a cargo scheme is achieved, and therefore the transport requirements of different goods sources can be better met.

2. Since the satisfactory target capacity can be selected from the capacity pool by the cargo type and the time requirement, the construction of the candidate path can be facilitated accurately, and the calculation amount in the generation process of the path proposal can be reduced.

Drawings

Fig. 1 is a schematic flow chart of a method for implementing a multi-intermodal one-stop logistics service platform according to an embodiment of the present application;

FIG. 2 is an exemplary diagram of an exemplary capacity network provided by embodiments of the present application;

Fig. 3 is a schematic flow chart of a candidate path construction method according to an embodiment of the present application;

FIG. 4 is a schematic flow chart of another alternative path candidate construction method according to an embodiment of the present application;

FIG. 5 is a schematic flow chart of a method for calculating the transportation cost and the transportation time length according to the embodiment of the present application;

FIG. 6 is a schematic flow chart of another implementation method of a multi-intermodal one-stop logistics service platform according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail with reference to fig. 1 to 7 and the embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the present application.

The embodiment of the application discloses a method for realizing a multi-mode intermodal one-stop logistics service platform, which is used in the logistics service platform. Referring to fig. 1, the method for implementing the multi-mode intermodal one-stop logistics service platform comprises the following steps:

step 101, acquiring cargo source information, wherein the cargo source information comprises cargo characteristic information and transportation demand information; the cargo characteristic information includes cargo type and cargo amount, and the transportation demand information includes time demand and loading and unloading places.

Wherein the cargo characteristic information is related to the cargo itself. Specifically, the types of goods may be classified according to the types of goods, or may be classified according to the packing manner of goods, such as: dividing cargo types into bulk and packaged; the amount of cargo may be identified by the weight and/or volume of the cargo. In actual implementation, the cargo characteristic information may also include other characteristics, such as: friable, inflammable, explosive, etc., the embodiment does not limit the content of the characteristic information of the goods.

The shipping requirement information is related to the cargo owner requirements. In particular, the time requirement is used to indicate a time duration requirement for the shipment of the good, which may be represented using a desired shipping time and/or a desired arrival time; the load location information may be represented by coordinates and/or names of load locations and load locations of the cargo. In actual implementation, the transportation demand information may also include other information, such as: leng Yun, etc., the present embodiment does not limit the content of the transportation demand information.

In one example, the source information is uploaded by the shipper. Such as: the logistics service platform provides a goods source release page, and a goods owner can input goods source information through the goods source release page.

In another example, the source information is obtained from a third party platform. Such as: and acquiring the cargo source information through a data interface provided by the third cargo source sharing platform. In actual implementation, the data format of the information provided by the third-party platform may be different from the data format of the goods source information required by the logistics service platform, so that the information acquired from the third-party platform needs to be subjected to format conversion through a preset protocol conversion plug-in (such as a protocol conversion middleware), and the processing of the goods source information can be facilitated.

When the system is actually realized, the logistics service platform can be in data communication with the order management platform, at the moment, the goods source information can be automatically generated based on the order information when the logistics service platform monitors that a new order is generated by the order management system, so that the automatic release of the goods source can be realized, the goods source does not need to be manually released, and further the intelligent degree of the logistics service platform can be improved, and the user experience is improved.

And step 102, screening the to-be-allocated capacity of the pre-constructed capacity pool based on the cargo type and the time requirement to obtain the target capacity meeting the requirements.

The capacity pool comprises capacities corresponding to at least two transportation modes, and the capacity to be allocated is set based on a carrying range, a carrying cargo type, carrying capacity and effective time. Specifically, the carrier range is used to indicate a transportation range of the capacity, such as: the carrying range includes inter-city, inter-province and unlimited; the carrier type may be identified by a commodity type, such as: the type of the carried goods is a specific transported goods set, or a specific forbidden goods type, or can be unlimited; the carrier capability is used to indicate the maximum amount of cargo that can be carried, such as: maximum cargo weight, maximum cargo volume, etc.; the effective time is used to indicate a time range for providing the capacity, such as: 8 points on a day to 18 points on the next day. In actual implementation, other information may also be provided in the capacity setting process to be allocated, such as: freight calculation formulas, etc., the present embodiment does not limit the information of the to-be-allocated freight.

Optionally, the transportation mode comprises road transportation, railway transportation and water transportation.

In one example, the capacity to be allocated is uploaded by the carrier. Specifically, the logistics service platform provides a capacity release interface, and in this case, for road transportation, the transportation means are trucks of various types, and a truck driver or a truck team can register the capacity through the capacity release interface.

In another example, the capacity to be allocated is obtained from a third party platform. Such as: the logistics service platform is communicated with a railway transportation and waterway transportation related system to acquire the related information of railway transportation and waterway transportation, so that the registration of railway transportation capacity and waterway transportation capacity is realized.

In actual implementation, the logistics management platform can be communicated with the third party capacity sharing platform, and capacity data in the third party capacity sharing platform can be directly acquired at the moment, so that the capacity of the logistics management platform can be enriched.

Since different capacities to be distributed may have differences in the type of the goods and the effective time, and the type of the goods and the time information required by the different sources may also have differences, the capacities to be distributed need to be screened based on the type of the goods and the time requirement, which can help to remove the capacities to be distributed which do not meet the requirement.

In one example, screening for satisfactory target capacity from pre-constructed capacity pools to be allocated based on cargo type and time requirements includes: the to-be-allocated capacity of which the carrier cargo type contains the cargo type and the valid time matches the time demand is determined as the target capacity. In one example, a valid time is determined to match the time demand that coincides with the time period indicated by the time demand.

Step 103, constructing a candidate path based on the cargo amount, the loading and unloading place and the target capacity.

Wherein the loading and unloading place comprises a loading position and an unloading position, and the candidate path refers to a path from the loading position to the unloading position. The candidate path is made up of at least one target capacity.

In particular, the candidate route may include at least two transportation segments, each of which is carried by at least one target capacity, and the sum of the carrying capacities of the corresponding target capacities of each of the transportation segments is greater than the cargo amount, so that the effectiveness of the candidate route may be ensured. Further, under the condition that more than two target transportation capacities are configured for the same transportation road section, transportation modes corresponding to the target transportation capacities configured for the same transportation road section are the same, so that cargoes can be tracked conveniently.

And 104, determining the transportation cost and the transportation duration corresponding to each candidate path.

Optionally, the transportation cost is calculated based on the target capacity corresponding to the candidate route. Specifically, the sum of the capacity fees corresponding to the respective target capacities corresponding to the candidate paths is determined as the transportation fee.

The charging mode corresponding to the target capacity may be set uniformly according to the transportation mode corresponding to the target capacity, or may be set independently in the capacity registration process, which is not limited by the calculation mode corresponding to the capacity in this embodiment.

In actual implementation, the transportation cost may also include a premium, a management fee, and the like, and the present embodiment does not limit the calculation manner of the transportation cost.

Optionally, the transportation time length is calculated based on the road section time length of each transportation road section corresponding to the candidate route. Specifically, the sum of the link durations of the respective transport links corresponding to the candidate paths is used to determine the transport duration.

The road section duration can be calculated based on the length of the transportation road section and the duration calculation rule of the transportation mode corresponding to the transportation road section, and can also be determined based on the historical road section duration corresponding to the transportation road section.

In actual implementation, the transport duration may also include time required for transferring between different transport sections, and the embodiment does not limit the calculation manner of the transport duration.

And 105, screening each candidate path based on the transportation cost and the transportation time length to obtain a path suggestion.

The path proposal comprises a recommended path. The recommended routes are screened from the candidate routes based on the shipping cost and shipping duration. Generally, the recommended path is one, and in actual implementation, the recommended path may be multiple, for example: the recommended route includes a candidate route with the minimum transportation cost on the premise that the transportation time length meets the time length requirement (for example, less than the maximum time length indicated in the transportation requirement information) and a candidate route with the minimum transportation time length on the premise that the transportation cost meets the cost requirement (for example, less than the maximum transportation cost value indicated in the transportation requirement information), and the candidate route is as follows: the recommended paths include three candidate paths with top ranking of the comprehensive scores of the transportation duration and the transportation cost, and the number of candidate paths is not limited in this embodiment.

Optionally, screening each candidate path based on the transportation cost and the transportation duration to obtain a path suggestion, including: inputting the transportation cost and the transportation time length into an evaluation model for each candidate path to obtain a comprehensive score corresponding to the candidate path; and generating a path suggestion based on the comprehensive scores corresponding to the candidate paths.

After the transportation cost and the transportation time length are input into the evaluation model, the evaluation model firstly determines cost evaluation parameters based on the transportation cost and the cost evaluation factors, determines time length evaluation parameters based on the transportation time length and the time length evaluation factors, and then comprehensively processes the cost evaluation parameters and the time length evaluation parameters to obtain comprehensive scores.

In one example, the assessment model determines a ratio of the cost assessment factor to the transportation cost as a cost assessment parameter, a ratio of the length assessment factor to the transportation length as a length assessment parameter, and a sum of the cost assessment parameter and the length assessment parameter as a composite score. In one example, the cost evaluation factor is an average value of transportation costs corresponding to each candidate route, and the duration evaluation factor is an average value of transportation durations corresponding to each candidate route. In actual implementation, the cost evaluation factor and the duration evaluation factor may also be preset according to actual needs, and the setting mode of the path evaluation factor and the duration evaluation factor is not limited in this embodiment.

In the above embodiment, since the transportation cost and the transportation duration corresponding to the candidate paths can be comprehensively analyzed based on the evaluation model, the comprehensive evaluation factors corresponding to the candidate paths are obtained, and the candidate data are screened based on the comprehensive evaluation factors, the candidate paths can be screened by combining the transportation cost dimension and the duration dimension, and further the accuracy of the determined path suggestions can be improved.

Further, for each candidate path, inputting the transportation cost and the transportation duration into an evaluation model to obtain a comprehensive score corresponding to the candidate path, including: determining a target evaluation model used at this time from at least two preset evaluation models; and inputting the transportation cost and the transportation time length into an evaluation model for each candidate path to obtain the comprehensive score corresponding to the candidate path.

After the transportation cost and the transportation time length are input into the evaluation model, the evaluation model firstly determines cost evaluation parameters based on the transportation cost and the cost evaluation factors, determines time length evaluation parameters based on the transportation time length and the time length evaluation factors, and then comprehensively processes the cost evaluation parameters and the time length evaluation parameters based on the weight distribution to obtain comprehensive scores.

The weight distribution is used for recording the weight of the cost evaluation parameter and the weight of the duration evaluation parameter. The weight distribution corresponding to different evaluation models is different. Specifically, for the cost-preferred evaluation model, the weight of the cost evaluation parameter in the weight distribution is greater than the weight of the duration evaluation parameter, and for the duration-preferred evaluation model, the weight of the duration evaluation parameter in the weight distribution is greater than the weight of the cost evaluation parameter. In one example, the preset evaluation model includes a first evaluation model and a second evaluation model, wherein in the first evaluation model, the weight of the cost evaluation parameter is 3, and the weight of the duration evaluation parameter is 2; in the second evaluation model, the weight of the cost evaluation parameter is 2, and the weight of the duration evaluation parameter is 3.

In one example, the target assessment model determines a ratio of the cost assessment factor to the transportation cost as a cost assessment parameter, a ratio between the length assessment factor and the transportation length as a length assessment parameter, and a weighted sum of the cost assessment parameter length assessment parameters as a composite score based on a weight distribution. The determination manners of the cost evaluation factor and the duration evaluation factor refer to the foregoing embodiments, and this embodiment is not described herein again.

Optionally, the mode of determining the target evaluation model used this time from at least two preset evaluation models may be selected according to the transportation requirement, for example: the transport requirements are provided with time preference or cost preference, and the corresponding target evaluation model can be determined according to the settings in the transport requirements. In actual implementation, the target evaluation model may also be determined based on the nature of the cargo type, such as: for some perishable substances, a time-duration-priority evaluation model is selected as the target evaluation model, and the determination mode of the target evaluation model is not limited in this embodiment.

In the technical scheme, in the process of determining the comprehensive score, the target evaluation model used at this time can be determined from at least two preset evaluation models, and then the comprehensive score corresponding to each candidate road bureau is calculated based on the target evaluation model, so that the calculation mode of the comprehensive score can be adjusted according to actual needs, and further the accuracy of the calculated comprehensive score can be improved.

In some embodiments, the transportation requirement information includes a maximum in-transit time and a maximum freight rate value, and at this time, inputting the transportation expense and the transportation time into the evaluation model to obtain a comprehensive score corresponding to the candidate path, including: determining whether the transportation cost is less than a maximum transportation cost value and whether the transportation duration is less than a maximum in-transit duration; if not, determining that the comprehensive score corresponding to the candidate path is 0; if yes, the step of calculating the comprehensive score by using the cost evaluation factor and the duration evaluation factor is executed, or the step of calculating the comprehensive score by using the cost evaluation factor, the duration evaluation factor and the weight distribution is executed. This can help to exclude the influence of the unsatisfied candidate paths on the path suggestion, and can help to improve the accuracy of the path suggestion.

The implementation principle of the implementation method of the multi-mode intermodal one-stop logistics service platform is as follows: acquiring cargo source information, wherein the cargo source information comprises cargo characteristic information and transportation demand information; the cargo characteristic information comprises cargo types and cargo amounts, and the transportation demand information comprises time demands and loading and unloading places; screening target capacity meeting requirements from pre-constructed capacity pools to be distributed based on the types of cargos and time requirements, wherein the capacity pools comprise capacities corresponding to at least two transportation modes, and the capacity to be distributed is set based on a carrying range, the types of cargos, the carrying capacity and effective time; constructing a candidate path based on the cargo amount, the loading and unloading places and the target capacity; determining transport cost and transport duration corresponding to each candidate path; and screening each candidate path based on the transportation cost and the transportation time length to obtain a path suggestion. Among the above-mentioned technical scheme, concentrate scattered fortune through the fortune ability pond to match the fortune ability for the goods source from two dimensions of transportation expense and transit time, can accomplish customized multi-mode intermodal, realize a goods scheme, so can be better satisfy the transportation demand of different goods sources.

In addition, the method can be used for screening the satisfactory target capacity from the capacity pool according to the cargo type and the time requirement, so that the method can be used for accurately constructing the candidate paths, and further the calculation amount in the path suggestion generation process can be reduced.

In addition, the candidate paths can be screened by combining the transportation cost and the transportation time, so that the obtained path suggestion can fully exert the advantages of multi-mode intermodal transportation, the transportation cost is saved, and the transportation efficiency is improved.

In some embodiments, the capacity pool is represented by a capacity grid comprising at least two transport nodes and a capacity distribution between the respective transport nodes, the capacity distribution between the different transport nodes being set based on a carrier range corresponding to each capacity to be allocated in the capacity pool.

In one example, the capacity network is shown in fig. 2, where A, B, C, D, E are transport nodes, respectively, and the wiring between A, B, C, D, E is set based on the capacity to be allocated.

In one example, the capacity network is constructed using gallery neo4 j. In actual implementation, the capacity network may be constructed in other manners, and the construction manner of the capacity network is not limited in this embodiment.

Accordingly, the step 102 of screening the target capacity meeting the requirement from the capacities to be allocated in the pre-constructed capacity pool based on the cargo type and the time requirement includes: and processing the unsatisfactory transport capacity in the transport capacity network based on the cargo type and the time requirement to obtain a target transport capacity network composed of target transport capacities.

The determining manner of the capacity that does not meet the requirement refers to the embodiment corresponding to the step 102, and this embodiment is not described herein.

In one example, the manner in which unsatisfactory capacity in a capacity network is handled includes: hiding or deleting the capacity which does not meet the requirements in the capacity network to obtain the target capacity network.

It should be noted that the above processing on the capacity network is merely an introduction to the process of generating the target capacity network, and the target capacity network cannot change the capacity network stored in the logistics service platform in the process of generating the target capacity network.

In the above embodiment, the capacity pool may be represented by the capacity table, so that the capacity to be allocated in the capacity pool may be counted according to the transportation node, so that planning may be performed on the basis of the candidate path between the capacity to be allocated and the loading and unloading position pair, and further, the efficiency of multiple intermodal planning may be improved.

Based on the above embodiment, further, step 103, the manner of constructing the candidate path based on the cargo amount, the loading and unloading location, and the target capacity includes the following:

first, referring to fig. 3, the loading and unloading place includes a loading position and an unloading position, and accordingly, a candidate path is constructed based on the amount of the load, the loading and unloading place, and a target capacity, comprising the steps of:

step 201, planning a path between a loading position and a unloading position based on a target capacity network, and obtaining a path planning result.

The path planning result comprises all planning paths between the loading position and the unloading position, the planning paths are formed by connecting at least two planning transportation nodes through transport capacity, and the planning transportation nodes belong to the transportation nodes. Optionally, searching a path between the loading position and the unloading position in the capacity network by a path searching algorithm to obtain a path planning result.

In one example, the capacity network is built using gallery neo4j, where path planning is performed by MATCH functions, such as: referring to fig. 2, assuming that the loading position is a and the unloading position is F, the corresponding route planning method is that MATCH (start: loc { name: "a" }), and (end: loc { name: "F" }, the obtained route planning result is four planned routes of a (highway) B (railway) F, A (railway) C (highway) D (highway) F, A (railway) C (highway) E (highway) F and a (railway) C (waterway) E (highway).

Step 202, determining candidate paths from each planned path based on a matching relationship between capacity distribution and cargo volume between adjacent planned transport nodes in the planned path.

The capacity distribution between the planning transportation nodes is formed by combining all to-be-allocated capacities with the same transportation type between adjacent planning transportation nodes, for example: in the planned path, the transportation mode between adjacent planned transportation nodes is road transportation, and the sum of the carrying capacities of all road transportation types between the planned transportation nodes to be distributed is determined as the transportation capacity distribution between the planned transportation nodes.

Specifically, for one planned path, if the capacity distribution between each adjacent planned transport node on the planned path is matched with the cargo amount, determining the planned path as a candidate path; otherwise, the planned path is not determined as a candidate path.

In this embodiment, in the case where the capacity of the capacity distribution indication between the planned transportation nodes is greater than the cargo amount, it is determined that the capacity between the nodes matches the cargo amount.

Because the planned paths are formed by connecting different planned transportation nodes through the transportation capacity, and the transportation capacity between the different planned transportation nodes may be different, each adjacent planned transportation node in the planned paths needs to be matched with the cargo amount, so that candidate paths of transportation demands can be screened out from the planned paths.

According to the technical scheme, the planned paths between the loading and unloading places can be determined through the loading and unloading places, and the candidate paths are obtained by screening from the planned paths based on the matching relation between the transport capacity between the planned transport nodes in the planned paths and the goods waiting information, so that the comprehensiveness of the planned paths of the finally obtained candidate paths can be guaranteed, and the accuracy of the path suggestion determined based on the candidate paths can be improved.

Second, referring to fig. 4, the loading and unloading place includes a loading position and an unloading position, and accordingly, a candidate path is constructed based on the amount of the load, the loading and unloading place, and a target capacity, comprising the steps of:

step 301, determining candidate transportation nodes from all transportation nodes of the target capacity network based on the loading position and the unloading position.

In one example, determining a first candidate node from all transport nodes of the target capacity network based on the loading location and the unloading location includes: determining a linear distance between loading and unloading positions as an expected distance; for each transport node, determining the sum of the linear distances from the transport node to the loading and unloading positions as a node distance; a determination is made as to whether the transportation node is a first candidate node based on a ratio of the node distance to the expected distance. In one example, the transportation node is determined to be a first candidate node if the ratio of the node distance to the expected distance is less than or equal to a preset ratio threshold. In one example, the preset ratio threshold is 2.

In another example, determining a first candidate node from all transport nodes of the target capacity network based on the loading location and the unloading location includes: and determining the transportation node with the distance between the connection line of the loading position and the unloading position among all the transportation nodes smaller than a preset distance threshold as a first candidate node. In one example, the preset distance threshold is 30KM.

In actual implementation, the first candidate node may be determined based on other manners, and the determining manner of the first candidate node is not limited in this embodiment.

Step 302, determining candidate capacity distribution between candidate transportation nodes based on a matching relationship between capacity distribution and cargo volume between candidate transportation nodes in the target capacity network.

The capacity distribution among the candidate transportation nodes is formed by combining all to-be-distributed capacities with the same transportation type among the candidate transportation nodes. Referring specifically to the description of the capacity distribution between the planned transportation nodes in step 202, the description of this embodiment is omitted here.

Optionally, determining the candidate capacity distribution between the candidate transportation nodes based on a matching relationship between the capacity distribution and the cargo volume between the candidate transportation nodes in the target capacity network includes: the capacity distribution between the candidate transportation nodes that matches the cargo volume is determined as a candidate capacity distribution.

In one example, for one capacity distribution, where the capacity indicated by the capacity distribution is greater than the cargo volume, the capacity distribution is determined to be a candidate capacity distribution.

Step 303, planning a path between the loading position and the unloading position based on the candidate capacity distribution among the candidate transportation nodes, so as to obtain a candidate path.

The candidate path is formed by connecting at least two candidate transportation nodes through candidate transportation capacity distribution.

Optionally, searching a path from the loading position to the unloading position under the candidate capacity distribution by a path searching algorithm to obtain a path planning result. Referring to step 201, the detailed path planning method is not described herein.

According to the technical scheme, the candidate transportation nodes can be determined from all transportation nodes of the target transportation capacity network based on the loading position and the unloading position, the candidate transportation capacity distribution is determined based on the matching relation between the transportation capacity distribution among the candidate transportation nodes and the cargo capacity, and finally the path between the loading position and the unloading position is planned based on the candidate transportation capacity distribution, so that the candidate path is obtained. Therefore, the transport node and the transport node capacity distribution can be screened before the path planning, so that the calculation amount in the path planning process can be reduced, and the generation efficiency of the path suggestion can be improved.

In some embodiments, the candidate route includes at least one transportation road segment, the transportation road segment matches with the target transportation capacity, and when actually implemented, the road segment may be divided according to transportation nodes, the transportation modes corresponding to the transportation road segments are set in the candidate route, and the transportation modes corresponding to different transportation road segments are the same or different.

Accordingly, referring to fig. 5, step 104, determining the transportation cost and the transportation duration corresponding to each candidate path includes:

step 401, for each transportation road segment, determining a road segment cost and a road segment duration corresponding to the transportation road segment based on a cost calculation mode and a duration calculation mode of a transportation mode corresponding to the transportation road segment.

Wherein, the cost calculation mode is preset. Specifically, the fee calculation mode is set based on elements such as the cargo amount, the transportation distance and the like, wherein the cargo amount can be represented by the weight, the volume and/or the occupied number of vehicles of the cargo. In actual implementation, the cost calculation mode may also be set in combination with other factors, such as: in connection with the cargo feature setting, the present embodiment does not limit the way in which the fee is calculated.

In this embodiment, the fee calculation mode corresponds to the transportation mode, that is, there may be a difference between fee calculation modes corresponding to different transportation modes, for example: for road transport, the cargo quantity is typically expressed in tons, vehicle numbers, and for railway transport, the cargo quantity is typically expressed in containers or columns.

In one example, the fee calculation corresponds to capacity, such as: the fee calculation mode is set by the capacity provider in the capacity registration process, so that the fee calculation modes of the capacities of the same transportation mode may be different. In this case, the road section cost needs to be determined by comprehensively considering the calculation mode of the capacity cost of the target capacity corresponding to the transportation road section.

In this embodiment, the duration calculation mode corresponds to the transportation mode, that is, there may be a difference in duration calculation modes corresponding to different transportation modes, for example: the transportation speeds corresponding to different transportation modes are different.

In one example, the time duration calculation is based on an element setting of transport speed, transport distance, etc. In actual implementation, the duration calculation mode may be set in combination with other factors, such as: in combination with the cargo feature information and the transportation demand information, the embodiment does not limit the time length calculation mode.

Step 402, determining the transportation cost based on the road section cost corresponding to each transportation road section.

Optionally, determining the transportation cost based on the road section cost corresponding to each transportation road section includes: and determining the sum of the road section fees corresponding to the transportation road sections as the transportation fee.

Step 403, determining the transportation time length based on the road section time length corresponding to each transportation road section.

In one example, determining the transportation time based on the road segment time corresponding to each road segment includes: and determining the sum of the road section durations corresponding to the road sections as the transportation duration.

Further, different road segments may correspond to different transportation modes, and a transition between the different transportation modes requires time, so determining the transportation duration based on the road segment duration corresponding to each road segment includes: determining the sum of the road section durations corresponding to each road section as the on-road duration; determining the product of the number of transfer nodes among all road sections and the preset single transfer duration as the accumulated transfer duration; the sum of the in-transit time length and the accumulated transit time length is determined as the transit time length. This can help to increase the accuracy of the final determined length of transportation.

In another example, determining the transport duration based on the segment duration corresponding to each transport segment includes: determining transit nodes between the transport segments; for each transit node, determining the expected transit time corresponding to the transit node by combining the cargo type and the cargo quantity with a transit model corresponding to the transit node; and determining the transportation time length based on the road section time length corresponding to each transportation road section and the estimated transportation time corresponding to each transportation node.

Wherein the transit node is a connection point between the transportation road segments, such as: referring to fig. 2, B is a transit node in the path a (highway) B (railway) F.

The transfer model is constructed based on historical transfer data corresponding to the transfer nodes, and the historical transfer book comprises a cargo type, a cargo amount and an actual transfer time. The transportation models corresponding to different transportation nodes are the same or different.

In one example, the transfer model includes a transfer efficiency table that includes two dimensions, one dimension (e.g., row) for representing the type of cargo and the other dimension (e.g., column) for representing the volume interval of cargo, the contents of the transfer efficiency table being the projected efficiency.

Optionally, determining the estimated transit time corresponding to the transit node by combining the cargo type and the cargo amount with the transit model corresponding to the transit node includes: inquiring the estimated transfer efficiency in a transfer efficiency table based on the cargo type and the cargo quantity; the estimated transit time is determined based on the ratio of the amount of cargo to the estimated transit efficiency. Such as: the transfer efficiency is expected to be 50 tons per hour and the cargo amount 25 tons, the transfer time is half an hour.

In actual implementation, the transport model may also be implemented in other ways, such as: the transport model is a neural network model pre-trained using historical transport data, and the implementation of the transport model is not limited in this embodiment.

According to the technical scheme, the estimated transfer time corresponding to the transfer node can be determined by using the transfer model corresponding to the transfer node, the type of the goods and the quantity of the goods, and then the transport duration is determined by combining the estimated transfer time corresponding to each transfer node, so that the time required by the goods transfer can be fully considered in the process of calculating the transport duration, and further the accuracy of calculating the transport duration can be improved.

In actual implementation, other factors may be combined to determine the time of transportation, such as: the transportation time is determined in conjunction with weather, and the present embodiment does not limit the manner in which the transportation time is determined.

In the above embodiment, the cost and the length of the road section can be calculated by the branch section, and then the cost of the road section corresponding to each road section is synthesized to determine the transportation cost, and the length of the transportation is synthesized to determine the length of the transportation by the length of the road section corresponding to each road section, so that the method can adapt to the difference of the cost and the length calculation corresponding to different transportation modes in the multi-mode intermodal transportation process, and further can be beneficial to improving the accuracy of the transportation cost and the transportation length which are finally calculated.

In some embodiments, the route suggestion includes a recommended route determined from the candidate routes, and referring to fig. 6, step 105, after screening each candidate route based on the transportation cost and the transportation duration, the method further includes the following steps:

Step 501, outputting path recommendation information corresponding to the recommended path.

The route recommendation information comprises transport fees and transport time lengths corresponding to the recommended routes. In actual implementation, the path recommendation information may further include source information, so that the owner of the goods can confirm the path recommendation information.

Alternatively, the number of recommended paths may be one or two or more, and the number of recommended paths is not limited in this embodiment.

In one example, outputting path recommendation information corresponding to a recommended path includes: transmitting path recommendation information to a cargo owner corresponding to cargo source information, for example: and sending a confirmation link to the goods owner terminal so as to confirm the recommended path by the goods owner.

Step 502, in response to the route confirmation information, determining a recommended capacity corresponding to the transportation route indicated by the route confirmation information from the target capacities of the capacity pool, and sealing the recommended capacity in the capacity pool.

Optionally, the route confirmation information is returned to the logistics service platform through the goods owner section after the goods owner receives the route recommendation information.

In one example, the system does not allow the owner to change the recommended route, and in this case, if the recommended route is one, the transportation route is the recommended route; when the recommended route is two or more, the transportation route is one of the recommended routes. This facilitates the distribution of the capacity.

In actual implementation, the system allows the goods to change the recommended route, and in this case, the transportation route may be the recommended route or a route obtained by changing the recommended route by the owner of the goods. This may help to enhance the user experience.

Optionally, the transportation path includes at least one transportation road section, the transportation road section matches with the target transportation capacity, the transportation mode corresponding to the transportation road section is set in the transportation path, and the transportation modes corresponding to different transportation road sections are the same or different.

Correspondingly, determining the recommended capacity corresponding to the recommended route from the target capacities of the capacity pools comprises: and for each transport section in the recommended route, selecting the target transport capacity with the same transport mode as the transport mode corresponding to the transport section from the target transport capacities corresponding to the transport sections as the recommended transport capacity corresponding to the transport section.

Since the carrying capacity of one destination capacity may be smaller than the cargo volume, one destination road segment may pick up a plurality of destination capacities to carry cargo at the same time.

Further, under the condition that the target capacity of the target road section in the transportation mode is sufficient, the recommended capacity corresponding to the road section can be comprehensively determined by combining factors such as the relation between the carrying capacity and the cargo amount of each target capacity and/or the effective time of the target capacity, and therefore reasonable distribution of the capacities can be facilitated.

In this embodiment, after the recommended capacity is sealed in the capacity pool, the recommended capacity is no longer involved in the multi-modal intermodal planning process, so that repeated calculation of the capacity can be avoided.

Optionally, after responding to the path confirmation information, the method further comprises: a multiple intermodal order is generated based on the transportation path indicated by the path validation information.

And step 503, sending verification information to the verification party corresponding to each recommended capacity.

Wherein the verification information includes a transportation path. In actual implementation, the verification information also comprises cargo source information, so that verification can be facilitated for a verification party.

The verification party corresponds to the recommended capacity. Specifically, the verification party corresponding to the recommended capacity may be a provider of the recommended capacity, such as: drivers, fleet authorities, or other checking parties that may be designated for the logistics management platform, such as: during actual implementation, auditors of the logistics management platform, staff of the third party platform and the like can set corresponding verification modes according to actual implementation, and the embodiment does not limit verification.

And step 504, responding to the verification passing information returned by each verification party recommending the capacity, binding the recommended path and the recommended capacity with the information of the goods sources, and adjusting the capacity to be distributed in the capacity pool.

Optionally, if the verification party responding to the recommended capacity returns the verification failure information or the verification party recommending the capacity does not feed back the information within a preset verification duration, the recommended path is confirmed as an unconfirmed path; and re-determining a recommended route of the transport road section corresponding to the unacknowledged route in the transport route, storing the re-determined recommended transport capacity in the transport capacity pool, and releasing the unacknowledged storage. In one example, the preset verification period is 30 minutes.

Optionally, the adjusting the capacity to be allocated in the capacity pool includes: the recommended capacity that passes the verification is marked as allocated in the capacity pool, and the marked as allocated capacity no longer participates in the multi-modal intermodal planning after. In actual implementation, the recommended capacity passing the verification may be deleted directly from the capacity pool, as long as repeated allocation of capacities can be avoided.

Optionally, after the verification passing information is returned by each verification party responding to the recommended capacity, the method further comprises: and taking effect of the multi-test intermodal order, and constructing a multi-test intermodal order two-dimensional code. Further, the execution of the multiple intermodal orders is only dynamically tracked during the execution of the multiple intermodal orders. Further, in the case that the progress of the multi-modal intermodal order is abnormal or the expected timeout is detected, corresponding emergency treatment is performed, for example: the driver of the vehicle prompts and adjusts the transportation mode of the next stage so as to ensure that the goods can be transported on time.

In the above embodiment, since the path recommendation information may be output based on the recommended path, and the recommended capacity may be automatically matched from the target capacity based on the transportation path indicated by the path confirmation information in case of receiving the path confirmation information, and the transportation path and the recommended capacity may be bound with the source information in case that both the verification parties of the recommended capacity verify to pass, so that the multi-type intermodal may be automatically implemented.

The embodiment of the application further provides an electronic device, as shown in fig. 7, an electronic device 600 shown in fig. 7 includes: a processor 601 and a memory 603. The processor 601 is coupled to a memory 603, such as via a bus 602. Optionally, the electronic device 600 may also include a transceiver 604. It should be noted that, in practical applications, the transceiver 604 is not limited to one, and the structure of the electronic device 600 is not limited to the embodiment of the present application.

The processor 601 may be a CPU (Central Processing Unit ), general purpose processor, DSP (Digital Signal Processor, data signal processor), ASIC (Application Specific Integrated Circuit ) or other programmable logic device, transistor logic device, hardware component, or any combination thereof. Which may implement or perform the various exemplary logic blocks, modules, and circuits described in connection with this disclosure. The processor 601 may also be a combination that performs computing functions, such as including one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

Bus 602 may include a path to transfer information between the components. Bus 602 may be a PCI (Peripheral Component Interconnect, peripheral component interconnect Standard) bus or an EISA (Extended Industry Standard Architecture ) bus, or the like. The bus 602 may be classified as an address bus, a data bus, or the like. For ease of illustration, only one thick line is shown in fig. 7, but not only one bus or one type of bus.

The Memory 603 may be, but is not limited to, ROM (Read Only Memory) or other type of static storage device that can store static information and instructions, RAM (Random Access Memory ) or other type of dynamic storage device that can store information and instructions, EEPROM (Electrically Erasable Programmable Read Only Memory ), magnetic disk storage or other magnetic storage device, 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 603 is used for storing application program codes for executing the present application and is controlled to be executed by the processor 601. The processor 601 is arranged to execute application code stored in the memory 603 for implementing 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, PDAs (personal digital assistants), PADs (tablet computers), and the like, and fixed terminals such as digital TVs, desktop computers, and the like. And may also be a server, etc. The electronic device shown in fig. 7 is only an example and should not impose any limitation on the functionality and scope of use of the embodiments of the present application.

The embodiment of the application also provides a computer readable storage medium, on which a computer program is stored, which when executed in a computer, causes the computer to execute the multi-type intermodal one-stop logistics service platform implementation method provided by the embodiment.

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.

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 implementing a multi-mode intermodal one-stop logistics service platform, which is characterized by being used in the logistics service platform, the method comprising:

2. The method according to claim 1, wherein the capacity pool is represented by a capacity grid comprising at least two transport nodes and a capacity distribution between each of the transport nodes, the capacity distribution between different transport nodes being set based on a carrier range corresponding to each of the capacities to be allocated in the capacity pool; the screening the to-be-allocated capacity of the pre-constructed capacity pool based on the cargo type and the time requirement includes:

3. The method of claim 2, wherein the loading location comprises a loading location and a unloading location, the constructing a candidate path based on the amount of cargo, the loading location, and the target capacity comprising:

4. The method of claim 2, wherein the loading location comprises a loading location and a unloading location, the constructing a candidate path based on the amount of cargo, the loading location, and the target capacity comprising:

5. The method of claim 1, wherein the candidate paths include at least one transportation segment that matches the target capacity, and wherein the determining transportation costs and transportation durations for each of the candidate paths comprises:

6. The method of claim 5, wherein the determining the transportation time period based on the segment time period corresponding to each of the transportation segments comprises:

determining a transit node between each of the transportation segments;

7. The method of claim 1, wherein the screening each of the candidate routes based on the shipping cost and the shipping duration to obtain route suggestions comprises:

8. The method of claim 1, wherein the route suggestion includes a recommended route determined from the candidate routes, wherein the screening each of the candidate routes based on the transportation cost and the transportation time length, after obtaining the route suggestion, further includes:

9. An electronic device, the electronic device comprising:

At least one processor;

a memory;

at least one application program, wherein the at least one application program is stored in the memory and configured to be executed by the at least one processor, the at least one application program configured to: a method of implementing the multi-modal one-stop logistics service platform of any one of claims 1 to 8.

10. A computer readable storage medium having stored thereon a computer program, which when executed in a computer causes the computer to perform the multi-intermodal one-stop logistics service platform implementation method of any one of claims 1 to 8.