WO2021137045A1 - Method for planning the handling path of an object in an urban area and computer program suited to implement said method - Google Patents

Abstract

The invention is a method for planning a transport route for an object (O),comprising a step a) of determination of the layout of all the routes, a step b) of partitioning of the urban area into sub areas (1, …, 5) with boundaries defined by route sections, a step c) of preparation of vehicles (V1, …, V10) associated with the sub areas (1, …, 5) to transport the object (O) exclusively along the routes of the layout, a step d) of determination of a maximum loading capacity (Cmax) associated with the vehicles (V1, …, V10), a step e) of receipt of a request for collection/delivery of an object (O) to promote its transportation from a point of origin (Po) to a point of destination (Pd) respectively belonging to different sub areas (1, …, 5), a step f) of calculation of the capacity associated with the object (O) and a step g) of calculation of the residual loading capacity (Cr) associated with each vehicle (V1, …, V10), a step h) of identification of the vehicles (V1, …, V10) whose residual loading capacity (Cr) is higher than or equal to the capacity required by the object (O), a step i) of identification of the instant position of the vehicles (V1, …, V10), a step j) of determination of the optimal route that minimizes the distance (d) between points (Po) e (Pd), a step k) of selection of the vehicles (V1,…, V10) that will transport the object (O) along the optimal route, a step l) of receipt of evidence that the object (O) has been delivered at point (Pd), a step m) of cancellation of the request. The optimal route is variable as a function of the sub areas (1, …, 5) associated with said point of origin (Po) and with said point of destination (Pd), and of the vehicles (V1, …, V10) selected during said identification step i); the steps from f) to k) are carried out every time a new request is received during said step e).

Description

TRANSLATION (RULE 12.3) 24 January 2021

METHOD FOR PLANNING THE HANDLING PATH OF AN OBJECT IN AN URBAN AREA AND COMPUTER PROGRAM SUITED TO IMPLEMENT SAID METHOD

DESCRIPTION

Field of application of the invention

[001] The present invention can be applied in the technical sector of the optimization of road routes, and more specifically it concerns a method for planning a transport route/movement path of an object between a point of collection and a point of delivery positioned within an urban area. The invention also concerns a computer program suited to implement said method.

State of the art

[002] As is known, in the industrial and commercial field the transport of objects or goods is often carried out through specialist delivery services capable of ensuring the transport of said objects or goods between a point of collection and a point of delivery.

[003] More specifically, the widespread use of online purchase services has considerably increased the demand for rapid and effective transport services.

[004] In this case the point of collection is often represented by a warehouse or shop while the point of delivery often coincides with the address of the user who purchased the object.

[005] In this type of service, the point of collection is generally very far from the point of delivery; in fact, these are often separated by a few hundred kilometres or are even in different countries.

[006] The logistics at the base of these transport services is thus optimized in order to cover long distances, for example through the maximized use of vehicles with high capacity, such as large lorries or trucks, ships, airplanes etc.

[007] However, this kind of optimization is not conceived to adapt to urban and city contexts where the population density is high and there is a network of road connections which are very heterogeneous, with roads that often cannot be travelled with high capacity vehicles.

[008] Furthermore, independently of the type of means used for the delivery, the method adopted to optimize the transport routes of goods and objects over long distances is based on environmental and road-related parameters that cannot be used in urban contexts.

[009] The latter present particular characteristics (traffic, accessibility of places, road topography etc.) that can vary, even considerably, over time and hinder the optimization of deliveries.

[0010] However, it can be easily observed that the demand for the transport of objects or goods in urban contexts is progressively increasing and represents an important market for the businesses operating in the transport sector.

[0011] In this case the expression “urban context” has an extended meaning, since it refers not only to densely populated geographical places (like cities or provinces) but also to relatively short delivery routes in a geographical context comprising a dense road layout.

[0012] The requests for collection in urban contexts are thus characterized by the fact that they indicate a point of origin (or collection) and a point of destination (or delivery) which are relatively near each other and physically connected through a plurality of road routes.

[0013] The most used criterion for the optimization of a route in an urban context is based on the calculation of the shortest route; the use of said method is suggested by the currently widespread possibility to precisely geolocalize the positions of the point of origin and of the point of destination, as well as the real time position of the means used to transport the object between these two points.

[0014] The use of algorithms suited to identify the best route in terms of time and distance is quite common, and in this regard the Google Maps application perhaps represents the most famous and widespread example of this type of software.

[0015] As mentioned above, these algorithms are mainly based on the minimization of times and distances but do not take in consideration the characteristics of the vehicles and the transport costs associated with them.

[0016] In particular, in a complicated context in which the service provider uses a plurality of different means located in different places within an urban area, the optimal route for connecting a point of origin and a point of destination may not be represented exclusively by the route that minimizes the travel distance or time but, on the contrary, be represented by the route that optimizes the use and the workload of the vehicles in such a way as to minimize transport costs.

[0017] It is thus easy to observe that the methods currently used to optmize the routes that are included in an urban context do not allow transport costs to be significantly reduced. Furthermore, when this goal is partially achieved, however, important parameters associated with the delivery (for example, the collection time and the delivery time) are ignored.

[0018] A further drawback of these optimization methods lies in that they do not make it possible to fully exploit the capacity of the fleet of vehicles dedicated to the delivery activities, since the main criterion adopted for the choice of the optimal route is exclusively based on the reduction of the transport time and/or the route length.

[0019] Furthermore, these optimization methods treat the individual vehicles of the fleet as independent and not correlated units, and therefore the routes associated with them are not calculated considering the possibility to share and mutually exchange goods.

[0020] Again, another but not less important drawback of these optimization methods concerns the excessive purchase and maintenance costs and the limited flexibility of the algorithms when it is necessary to adapt to specific and very different cases, which, on the contrary, often occurs in urban contexts.

Presentation of the invention

[0021] The present invention intends to overcome the drawbacks mentioned above by providing a method for planning a transport route of at least one object within an urban area which makes it possible to collect an object from a point of origin and to deliver it at a point of destination minimizing the overall transport costs.

[0022] It is another object of the present invention to provide a method for planning a transport route of at least one object within an urban area which makes it possible to optimize the instant loading capacity of the vehicles used for the delivery.

[0023] It is another object of the present invention to provide a method for planning a transport route of at least one object within an urban area which is capable of reconfiguring in real time all the routes associated with the previously received requests for collection/delivery.

[0024] It is a further object of the present invention to provide a method for planning a transport route of at least one object within an urban area which is particularly flexible and thus makes it possible to quickly and effectively manage all the collection/delivery requests entered by the users.

[0025] Again, it is another object of the present invention to provide a method for planning a transport route of at least one object within an urban area which makes it possible to manage the collection/delivery routes associated with each vehicle in a shared and not independent manner, in such a way as to allow interaction between them, if necessary.

[0026] It is another, yet not the least object of the present invention to provide a method for planning a transport route of at least one object within an urban area which includes the possibility to use relays of vehicles for the execution of a delivery following a collection/delivery request if this relay-based solution allows the overall transport costs to be minimized.

[0027] These and other objects that are clarified in greater detail below are achieved by a method for planning the movement path of at least one object according to claim 1.

[0028] Further objects that are better described below are achieved by a method for planning the movement path of at least one object according to the dependent claims.

[0029] The subject of the invention also includes a computer program according to claim 14.

Brief description of the drawings

[0030] The advantages and characteristics of the present invention clearly emerge from the following detailed description of some preferred but non-limiting configurations of a method for planning a transport route of an object, with particular reference to the following drawings:

- Figure 1 shows a block diagram of the method according to the invention;

- Figures from 2 to 10 show simplified examples of the various described steps of the method illustrated in Figure 1.

Detailed description of the invention

[0031] The invention concerns a method for planning a transport route of an object, the block diagram of which is shown in Figure 1, where it is indicated by the reference number 1.

[0032] More specifically, as clarified in the continuation of the present description, the method that is the subject of the present invention makes it possible to optimize the route travelled by a vehicle to fulfil a request for collection/delivery of an object within an urban area. [0033] The expression “urban area” used in the present description refers to a geographical area which has relatively limited extension (for example, a city or province) and is provided with a wide network of connections.

[0034] These connections can be of the same type (for example, a group of roads within a city centre, the inner suburbs, bypasses etc.) or can be constituted by different types of routes of communication which, however, make it possible to connect two places (for example, a lagoon comprising roads and channels, a river network etc.)

[0035] The subject of the present invention is thus a method for planning a transport route of at least one object within an urban area, wherein the expression “urban area” has the meaning described above.

[0036] This method includes a step a) of definition of the layout of the routes associated with the urban area A.

[0037] For example, Figure 2 shows an urban area A in which it is possible to observe the road layout defined in step a) of the method.

[0038] Conveniently, the road layout can be defined through mathematical approximation suited to reproduce each road route by joining a plurality of rectilinear sections.

[0039] In alternative embodiments of the method, not illustrated in the figures, the layout may be constituted by a network of heterogeneous connections (as, for example, in the case of a lagoon with alternating roads and channels).

[0040] The method also includes a step b) of partitioning of the urban area into a plurality of sub areas.

[0041] In particular, as better visible in Figure 3, each sub area has boundaries defined by one or more roads belonging to the layout defined during the execution of step a).

[0042] During the execution of step b) the entire urban area A can be partitioned into sub areas, as illustrated in Figure 3.

[0043] However, in an alternative configuration of the method, not illustrated in the figures, the number and size of the sub areas defined during step b) can be such as to partition only one portion of the urban area A.

[0044] Furthermore, the size and number of the sub areas can be fixed and constant over time (so as to define a substantially unvarying partition of the urban area A) or, on the contrary, the extension and/or number of said sub areas can vary over time.

[0045] Furthermore, the boundary between two adjacent sub areas is represented by one or more road sections shared by both sub areas.

[0046] In the example shown in Figure 3, the urban area has been partitioned into five sub areas, respectively indicated by the reference numbers 1, 2, 3, 4 and 5, whose boundaries are defined by respective common road sections (highlighted through thicker lines in the figures).

[0047] During step c) of the method at least one vehicle V suited to transport the object is arranged in each sub area 1, 2, 3, 4, 5 defined during step b).

[0048] Conveniently, each vehicle V is configured to travel exclusively within the road layout contained in the respective sub area 1, 2, 3, 4, 5 and cannot move out of the latter.

[0049] In other words, the vehicles V cannot occupy any sub area different from the one where they are originally placed.

[0050] In the example illustrated in Figure 4, in each sub area there are two vehicles: VI and V2 associated with sub area 1; V3 and V4 associated with sub area 2; V5 and V6 associated with sub area 3; V7 and V8 associated with sub area 4; V9 and V10 associated with sub area 5.

[0051] Each vehicle VI, V10 can thus move exclusively within its own sub area 1, 2, 3, 4, 5; for example, vehicle V2 can move exclusively within sub area 1 while vehicle V8 can move exclusively within sub area 4.

[0052] The method also includes a step d) of determination of the maximum capacity Cmax of each vehicle VI, ..., V10.

[0053] The maximum capacity Cmax is substantially a parameter associated with each vehicle VI, ..., V10 and varies according to the intrinsic characteristics of the same such as, for example, the maximum loading volume and the maximum allowed weight.

[0054] A vehicle VI, ..., V10 suitable for high loading volumes and weights (for example, a van or a small truck) has a maximum capacity Cmax substantially different from that associated with a vehicle suitable for reduced volumes and weights (for example, a pedal-powered vehicle).

[0055] Furthermore, if necessary, the method may comprise a step of definition of the average speed Vm associated with each vehicle VI, ..., V10; this step is not visible in the block diagram shown in Figure 1. [0056] Conveniently, the method may comprise a further step, not illustrated in the block diagram of Figure 1, during which each vehicle VI, V10 is associated with a transport cost E (for example, a cost per kilometre).

[0057] The method includes a step e) of receipt of a request for collection/delivery of an object O.

[0058] This request is made by a user who intends to request a service for the transportation of the object 0 in order to have the latter transported from a point of origin Po to a point of destination Pd.

[0059] It is important to underline that the point of origin Po and the point of destination Pd are both within the urban area A but belong to different sub areas. [0060] The example illustrated in Figure 5 refers to the receipt of a collection/delivery request (step e) of the method). In this case, the point of origin Po is located within the sub area 1 while the point of destination Pd is located within the sub area 5.

[0061] After step e) there is a step f) of calculation of the capacity Co associated with the object O, said capacity Co being variable respectively according to the volume (or size) and weight of the object O.

[0062] Following step f) there is a step g) of calculation of the residual loading capacity Cr associated with each vehicle VI, ..., V10.

[0063] The residual loading capacity Cr of a determined vehicle VI, ..., V10 is not constant over time, since it varies as a function of the collection/delivery requests already associated with that specific vehicle VI, ..., V10.

[0064] For example, if a vehicle VI, ..., V10 needs to fulfil one or more requests for collection and/or delivery of objects O with predetermined volume and weight, its instant residual capacity Cr will be lower than the maximum capacity Cmax as the space occupied by said objects O and their weight must be taken in consideration. [0065] In other words, the residual loading capacity Cr of a vehicle VI, ..., V10 is a parameter that varies according to the volume and weight that can still be loaded on that specific vehicle VI, ..., V10 and said availability of volume and weight can thus be considered in case of a new collection/delivery request received during the execution of step e) of the method.

[0066] Starting from the maximum capacity Cmax and the residual capacity Cr of each vehicle VI, ..., V10 (obtained after the execution of steps d) and g) of the method), it is possible to identify the vehicles VI, ..., V10 having a residual capacity Cr equal to or higher than that associated with the object O (and determined after step f) of the method).

[0067] Step h) of the method serves precisely to identify the vehicles VI, V10 having a residual loading capacity Cr that is such as to allow the transportation of the object O, if required.

[0068] During the execution of step h) it is thus possible to identify the vehicles VI, ..., V10 associated with each sub area 1, ..., 5 and having such a residual capacity Cr as to allow the object O to be transported within the same sub area 1, ..., 5, if required.

[0069] The method also includes a step i) of identification of the instant position of each vehicle selected during the preceding step h).

[0070] At the end of the execution of step i) it is thus possible to geolocalize, within the respective sub areas 1, ..., 5, all the vehicles VI, ..., V10 which could be used to fulfil the request for collection/delivery of the object sent by the user during step e).

[0071] Advantageously, the method comprises a step j) of determination of the optimal road route suited to connect the point of origin Po with the point of destination Pd.

[0072] The optimal route through which it will be possible to transport the object O from the point of origin to the point of destination is substantially that formed by a plurality of road route sections TR1, TR2, TR3 which lie within the layout defined during step a) of the method and make it possible to minimize the distance d (for example, the road distance) separating the point of origin Po from the point of destination Pd.

[0073] The optimal route calculated during step j) is defined according to the respective sub areas 1, ..., 5 associated with the point of origin Po and with the point of destination Pd and according to the vehicles VI, ..., V10 selected during step i) of the method.

[0074] The identification of the instant position of the vehicles (step i) of the method) makes it possible to determine, during the execution of step j), the relative distance d between the same vehicles and some main points located along the optimal route (for example, the point of origin Po and the point of destination Pd). [0075] In particular, the calculation of the optimal route takes in consideration the partition of the urban area A (step a) of the method) into sub areas, the maximum capacity Cmax and the residual capacity Cr of vehicles VI, V10 (steps d) and g) of the method), and the instant position of the vehicles VI, ..., V10 which can potentially be used to complete the transport of the object O and fulfil the specific collection/delivery request sent by the user (step e) of the method).

[0076] From the operational point of view, therefore, during the execution of step j) first of all it is possible to determine all the possible routes connecting the point of origin Po to the point of destination Pd and suited to be travelled exclusively by the vehicles whose residual capacity Cr allows the user’s request to be fulfilled; secondly, the route that minimizes the distance d (or the space) to be covered along the overall road route is then selected among those routes.

[0077] Following step j), the method includes a step k) during the execution of which the vehicles VI, ..., V10 involved in the transportation of the object O along the optimal route are selected.

[0078] Obviously, the vehicles VI, ..., V10 selected during step k) are selected from the group of vehicles VI, ..., V10 previously identified during the execution of step

0.

[0079] As already explained with reference to step c) of the method, each vehicle VI, ..., V10 previously identified during step i) and successively selected during step k) can move exclusively within the sub area 1, ..., 5 with which it is associated and cannot trespass into an adjacent sub area.

[0080] The collection/delivery request received during step e) requires that the object O be transported between two points Po, Pd belonging to different sub areas, therefore in this case a peculiar characteristic of this method lies in that relays of vehicles VI, ..., V10 can be used in such a way as to cover the entire optimal route separating the point of origin Po from the point of destination Pd. [0081] For this reason, the optimal route determined during step j) is obtained from the sequential union of two or more road route sections TR1, TR2, TR3, each one of which develops within a corresponding sub area 1, ..., 5.

[0082] In particular, the first section TR1 of the optimal route lies within the sub area associated with the point of origin Po while the last section TR3 of the optimal route lies within the sub area associated with the point of destination Pd.

[0083] To connect road sections lying within different sub areas 1, ..., 5, the step j) of determination of the optimal route comprises a step n) of determination of at least one point of interchange II, 12 positioned along the optimal route at the boundary between two adjacent sub areas 1, 5.

[0084] This situation is represented by way of example in Figures from 6 to 10. [0085] Figure 6 shows the instant position of the vehicles VI, V10 identified after step i). In this figure, therefore, it is possible to see only the vehicles VI, ..., V10 (associated with the respective sub areas 1, ..., 5) whose residual loading capacity Cr is such as to allow the transportation of the object O associated with the specific collection/delivery request received during step e).

[0086] The example of Figure 7 shows the optimal route calculated at the end of step j), wherein said route runs through the sub areas 1, 4 and 5.

[0087] The vehicles V2, V7 and V10 visible in this figure represent the result of the selection carried out during step k) of the method, that is, the vehicles belonging to the relay that will make it possible to transport the object O along the route between the point of origin Po and the point of destination Pd.

[0088] The optimal route is made up of three sections TR1, TR2, TR3 which respectively extend within sub area 1, sub area 4 and sub area 5.

[0089] Furthermore, the vehicle V2 must travel an approach section (indicated by code TA1 in Figure 7) to cover the distance d between the instant position of the same and the point of origin Po.

[0090] As already described above, the optimal route develops through different sub areas 1, 4, 5 and therefore it is possible to determine at least one point of interchange II, 12 located along said route at the boundary between two adjacent sub areas 1, 4, 5.

[0091] For this purpose, step j) of the method comprises a step n) suited to identify said points of interchange II, 12.

[0092] Furthermore, the points of interchange identified during step n) are suited to define at least one end point for each section TR1, TR2, TR3 of the optimal route. [0093] The example shown in Figure 8 indicates two points of interchange identified after the execution of step n) and respectively indicated with the reference codes II, 12.

[0094] In particular, the first point of interchange II defines both the lower end of the first route section TR1 and the upper end of section TR2. The second point of interchange 12, instead, defines both the lower end of section TR2 and the upper end of section TR3.

[0095] The above mentioned step j) also comprises a step o) of positioning of two vehicles V 2, V7; V7, V10 involved in the transportation of the object O at the points of interchange II, 12 identified during the execution of step n).

[0096] In particular, step o) promotes the movement of pairs of vehicles V2, V7; V7, V10 selected during step k) and belonging to sub areas 1, 4; 4, 5 adjacent to each other.

[0097] Conveniently, step o) promotes the positioning of the vehicles V2, V7; V7, V10 at the points of interchange II, 12 in a synchronized manner, that is, the vehicles V2, V7; V7, V10 affected by this positioning operation meet at the point of interchange II, 12 at a precise time (or within a predetermined time interval).

[0098] In the example shown in Figure 9, vehicle V2 reaches the first point of interchange II after travelling the first section TR1 of the optimal route, while vehicle V7 reaches the same point travelling a corresponding approach section indicated by code TA2.

[0099] In a similar manner, Figure 10 shows the second point of interchange being reached by vehicles V7 and V10. To reach said point, vehicle V7 must travel the second section TR2 of the optimal route while vehicle V10 must travel a corresponding approach section indicated by code TA3.

[00100] The step j) of determination of the optimal road route comprises, after the step o) of positioning of vehicles V2, V7, V10 at the points of interchange II, 12, a step p) of physical transfer of the object O from vehicle V2, V7, which has already covered a section TR1, TR2 of the optimal route within the respective sub area 1, 4, to vehicle V7, V10, which must cover another section TR2, TR3 of the optimal route lying in an adjacent sub area 4, 5.

[00101] Going back to the example of Figure 10, at the first point of interchange II the execution of step p) promotes the exchange of the object O between vehicle V2 (which has covered section TR1) and vehicle V7 (which must cover section TR2). [00102] The term “exchange” indicates the operation that allows the object O to be transferred from the load floor or compartment of vehicle V2 to the load floor or compartment of vehicle V7.

[00103] At the second point of interchange 12, the execution of step p) promotes the exchange of the object between vehicle V7 (which has covered section TR2) and vehicle V10 (which will cover section TR3).

[00104] In an alternative embodiment of the method, the step j) of determination of the optimal route will be configured in such a way as to minimize also the distance d of the approach routes TA1, TA2, TA3 (in addition to determining the optimal route).

[00105] In other words, step j) can minimize the overall route travelled by the means involved in the transfer of the object O, and in this case the expression " overall route" means the sum of the distance d covered by the optimal route connecting the point of origin Po and the point of destination Pd and the entire plurality of approach sections TA1, ···, TA3 covered by the various vehicles V2, V7, V10 to reach the points of interchange II, 12 (TR1+TR2+TR3+TA1+TA2+TA3). [00106] Conveniently, the step e) of receipt of a request can include a step q) of determination of a time of collection of the object at the point of origin Po and possibly a step r) of determination of a time of delivery of the object at the point of destination Pd.

[00107] Step q) and step r) of determination of the collection and delivery time are set by the user when sending a request for collection/delivery of an object (step e) of the method).

[00108] The collection time and the delivery time can be set at a precise time (for example, 12:15) or can be included within a predetermined time interval (for example, from 12:10 to 12:35).

[00109] Without prejudice to the description details provided above, in a further variant of the method the step j) suited to define the optimal route can also vary according to the collection and delivery times defined during steps q) and r).

[00110] In addition to the above, also step k) of selection of the vehicles V2, V7, V10 suited to transport the object O between the point of origin Po and the point of delivery Pd can vary according to the collection and delivery times defined during steps q) and r).

[00111] In other words, the optimal route determined by the method and the vehicles actually involved in the transportation of the object can be selected in such a way as to precisely respect the collection time and the delivery time set by the user during steps q) and r).

[00112] For example, to respect the collection and delivery times it is possible to use vehicles VI, ···, V10 with a higher average speed Vm than those which would be used if there were no time limitations.

[00113] Following the delivery of the object at the point of destination Pd, the method comprises a step I) of receipt of evidence that the object has been delivered and a successive step m) of cancellation of the request previously received during step e) and now duly fulfilled.

[00114] Conveniently, steps from f) to k) of the method can be repeated at each new collection/delivery request received during step e).

[00115] In particular, as described above, steps from f) to k) of the method make it possible to identify the route that minimizes the distance separating the point of origin Po from the point of destination Pd, as well as to select the means VI, ···, V10 which are most suited to transport the object O along said route.

[00116] The method described above is configured in such a way that when a new collection/delivery request is received at a given moment, it can make a calculation from scratch of all the collection/delivery requests already received at previous moments.

[00117] By way of example, it is possible to consider a situation in which by the time instant T1 two collection/delivery requests have been sent. At the time instant T2, therefore, the method described above has already determined the optimal route and selected the vehicles that will be used to transport the object O.

[00118] If at the time instant T2 > T1 a new collection/delivery request is received, the method carries out all the steps from f) to k) again, for this new request and also for the two previous requests already received before the time instant Tl. [00119] In this way, at the end of the last iteration of the method three optimal routes are obtained, all determined at the time instant T2.

[00120] In particular, the optimal routes previously determined at the time instant Tl are not considered valid any longer, since at the end of the last iteration of steps f) - k) only the optimal routes determined at the time instant T2 are taken in consideration.

[00121] It is possible that the same vehicle selected during step k) carried out at the time instant T2 needs to cover a route section associated with more than one collection/delivery request (for example, two requests out of three or all of the three requests).

[00122] In this case, therefore, the optimal routes determined at the time instant T2 take in consideration the “multiple” involvement of vehicles VI, ..., V10; in other words, the composition of the optimal route varies according to how busy the same vehicle is transporting several objects O associated with distinct requests already received at a predetermined time instant T2. [00123] In this way, all the routes are optimized also according to the overall use of the vehicles, which is intended to vary, as is known, also according to the last request for collection/delivery of an object O received during step e) of the method. [00124] In an alternative configuration of the method, it is possible to receive a collection/delivery request with a point of origin Po and a point of destination Pd located within the same sub area 1, ···, 5.

[00125] In this case, the selection step k) can include the use of a single vehicle VI, ···, V10 suited to travel the entire optimal route separating the point of origin Po from the point of destination Pd.

[00126] However, as previously described, step k) of selection of the vehicle may vary as a function of step j) of determination of the optimal route and therefore it is possible to include the use of two or more vehicles VI, ···, V10 suited to transport the object along sections of the optimal route with limited length, according to the principle of the “relay of vehicles” already described above (in this case, the transfer of the object between two vehicles VI, ···, V10 is not carried out at a point of interchange between two different sub areas but within the same sub area). [00127] The determination of the optimal route (obtained after the execution of step j)) makes it possible to optimize the overall costs associated with the fulfilment of each collection/delivery request received during step e).

[00128] In particular, thanks to the partition of the urban area A into a plurality of sub areas 1, ..., 5, to the use of vehicles VI, ···, V10 configured to run exclusively within the corresponding sub area 1, ..., 5 and to the optimized selection of the same carried out during step k) of the method, it is possible to minimize in real time the overall costs associated with all the vehicles VI, ..., V10, at the same time respecting any limitation set by the user when sending the collection/delivery request (for example, the collection time and the delivery time).

[00129] According to a further aspect of the invention, the same includes a computer program comprising a plurality of instructions suited to be installed on a microprocessor unit. The execution of said instructions by the microprocessor makes it possible to implement a method for planning a transport route of an object within an urban area according to the description provided in the preceding paragraphs.

[00130] This optimization, in fact, makes it possible to determine the optimal transport route of the object O in a dynamic manner and in real time with respect to the workload associated with each vehicle VI, ···, V10.

[00131] The present invention can be carried out in other variants, all of which fall within the scope of the inventive characteristics claimed and described herein; said technical characteristics can be replaced by different technically equivalent elements and any materials, shapes and sizes can be used for the invention, provided that they are compatible with its intended use.

[00132] The reference numbers and signs included in the claims and in the description have the only purpose of making the text clearer and must not be considered as elements limiting the technical interpretation of the objects or processes they identify.

Claims

1. A method for planning a transport route for at least one object (0), wherein said route lies within an urban area (A), said method comprising the following steps: a) definition of the layout of all the routes associated with the urban area (A), b) partitioning of the urban area into a plurality of sub areas (1, ···, 5), the boundaries of each sub area being defined by one or more route sections contained in said layout; c) preparation of at least one vehicle (VI, ···, V10) associated with a respective sub area (1, ···, 5) of the urban area, said vehicle (VI, ···, V10) being designed to promote the transport of the object (O) only along the routes associated with the layout of the respective sub area (1, ···, 5); d) determination of a maximum loading capacity (Cmax) associated with each vehicle (VI, ···, V10), said maximum capacity (Cmax) being variable as a function of the maximum loading volume and of the maximum loading weight associated with each vehicle (VI, ···, V10); e) receipt of a request for collection/delivery of an object (0) generated by a user, said request being aimed to promote the transport of the object (0) between a point of origin (Po) and a point of destination (Pd) respectively belonging to different sub areas (1, ···, 5) of the urban area (A); f) calculation of the capacity associated with the object (0), said capacity being variable as a function of the weight and of the volume of the object (0); g) calculation of the residual loading capacity (Cr) associated with each vehicle (VI, ···, V10), said residual capacity (Cr) being calculated at the instant when the collection/delivery request is received; h) identification of the vehicles (VI, ···, V10) associated with each sub area (1,···, 5) having a residual loading capacity (Cr) that is higher than or equal to the capacity required by the object (0) and calculated during said step f); i) identification of the instant position of each vehicle (VI, ···, V10) previously identified during said step h) within the respective sub area (1, ···, 5); j) determination of the optimal route connecting said point of origin (Po) with said point of destination (Pd), said optimal route being determined in such a way as to minimize the distance (d) separating said point of origin (Po) and said point of delivery (Pd); k) selection of the vehicles (VI, ···, V10) suited to promote the transport of the object (O) along the optimal route determined during said step j), this selection step k) being carried out on the vehicles (VI, ···, V10) identified during said step i);

L) receipt of evidence that the object (0) has been delivered at the point of destination (Pd); m) cancellation of the request received during said step e); wherein said optimal route determined during said step j) is variable as a function, respectively, of the sub areas (1, ···, 5) associated with said point of origin (Po) and with said point of destination (Pd), and of the vehicles (VI, ···, V10) selected during said identification step i); wherein the steps from f) to k) are carried out every time a new collection/delivery request is received during said step e).

2. Method as claimed in claim 1, characterized in that said steps from f) to k) are repeated for each request for collection/delivery of at least one object (0) received during step e) at a predetermined instant (T2), said steps from f) to k) being furthermore repeated at said predetermined instant (T2) for all the possible requests for collection/delivery of at least one object (0) received during said step e) at instants (Tl) preceding said predetermined instant T2 (T1<T2).

3. Method as claimed in claim 1 o 2, characterized in that the optimal route selected during said step j) is constituted by the sequential union of road route sections (TR1, TR2, TR3), each of which extends within a corresponding sub area (1) defined during said partitioning step b), the first section (TR1) of said optimal route lying within the sub area (1, ···, 5) associated with the point of origin (Po) and the last section (TR3) of said optimal route lying within the sub area (5) associated with the point of destination (Pd).

4. Method as claimed in one or more of the preceding claims, characterized in that said step j) of determination of the optimal route comprises a step n) of determination of one or more points of interchange (II, 12) located along said optimal route at the common boundary between two adjacent sub areas (1, ···, 5), said points of interchange (II, 12) defining at least one end point for each route section (TR1, TR2, TR3) extending within a respective sub area (1, ···, 5).

5. Method as claimed in claim 4, characterized in that said step j) of determination of the route comprises a step o) of positioning of a pair of vehicles (V 2, V7; V7, V10) at said at least one point of interchange (II, 12), each of said vehicles (V 2, V 7; V7, V10) being configured to move within the respective adjacent sub areas (1, 4, 5).

6. Method as claimed in claim 5, characterized in that the positioning of the vehicles (V 2, V 7; V7, V10) obtained during the execution of said step o) takes place in a synchronized manner.

7. Method as claimed in claim 1, characterized in that said step j) of determination of the optimal route comprises, after said step o) of positioning of the vehicles (M2, V7; Ml, V10) at the points of interchange (II, 12), a step p) of transfer of the object (O) from the vehicle (M2, Ml) that has travelled a section (TR1, TR2) of said optimal route within a specific sub area (1, 4) to another vehicle (Ml, V10) that will travel the next section (TR2, TR3) of said optimized route located within a sub area (4, 5) adjacent to the previous one.

8. Method as claimed in one or more of the preceding claims, characterized in that said step e) of receipt of a collection/delivery request comprises a step q) of determination of a time of collection of the object at the point of origin (Po).

9. Method as claimed in claim 8, characterized in that said step e) of receipt of a collection/delivery request comprises a step r) of determination of a time of delivery of the object at the point of destination (Pd).

10. Method as claimed in claim 8 or 9, characterized in that said collection time and said delivery time are included within a time interval having a predetermined duration.

11. Method as claimed in claim 8 or 9, characterized in that said collection time and said delivery time are fixed at a predetermined moment (time and minutes).

12. Method as claimed in claim 8 or 9, characterized in that the optimal route determined during said step j) is variable as a function, respectively, of the sub areas (1, ···, 5) associated with said point of origin (Po) and said point of destination (Pd), of the vehicles (VI, ···, V10) selected during said identification step i), of the collection time set during said step q) and/or of the delivery time set during said step r).

13. Method as claimed in claim 12, characterized in that said step k) of selection of the vehicles (VI, ···, V10) is variable as a function of the collection time defined during said step q) and/or of the delivery time defined during said step r).

14. A computer program suited to be executed in the processing unit of a computer, said program comprising a plurality of instructions suited to reproduce the method for planning a transport route of an object according to one or more of the preceding claims.