Cold chain transportation temperature monitoring method and device, electronic device and storage medium

Abstract

The present invention relates to a method and device for monitoring the temperature of cold chain transport, an electronic device, and a storage medium. The method comprises: determining, based on historical data of a current transport vehicle, a cabin door opening time influence coefficient at each loading and unloading point on the current route, wherein the cabin door opening time influence coefficient refers to the coefficient of the influence of the door opening time at a certain loading and unloading point on the temperature of the cold chain transported goods in the cabin when arriving at a subsequent loading and unloading point; determining the current temperature of the goods, and estimating the temperature of each of the goods carried by the current transport vehicle when arriving at each subsequent loading and unloading point based on the cabin door opening time influence coefficient; and issuing an alarm based on the estimated temperature of each of the goods carried when arriving at each loading and unloading point.

Description

Technical Field

[0001] The present invention relates to cold chain transportation, and in particular to temperature monitoring and early warning during cold chain transportation. Background Art

[0002] Cold chain transportation is essential for the catering industry. During transportation, if the temperature of the transported goods rises and exceeds the predetermined standard, it will affect the taste of the food. Therefore, companies with high food requirements will monitor the temperature of goods during cold chain transportation.

[0003] At present, the basic method of monitoring temperature is to set temperature sensors between the outer packaging of the transported goods. The measured temperature is transmitted to the control center through wired or wireless communication, and compared with the set temperature (fresh-keeping temperature or slightly lower temperature) in the control center. If the set temperature is exceeded, an alarm is issued. Such a technical solution is simple, but usually when it is found that the temperature exceeds the set temperature, there is no way to avoid losses. If the set temperature is set too low below the fresh-keeping temperature (or standard temperature), the refrigeration or freezing temperature of the cold chain will be unnecessarily increased, which will increase costs or generate unnecessary false alarms. Therefore, how to provide a good early warning is still an important research direction in this field. Summary of the Invention

[0004] The present invention is made in view of the above shortcomings of the prior art, and is used to solve or alleviate one or more shortcomings of the prior art, and at least provide a beneficial choice.

[0005] According to one aspect of the present invention, a cold chain transport temperature monitoring method is provided, which includes: determining an influence coefficient of cabin door opening time at each loading and unloading point on the current route based on historical data of the current transport vehicle, wherein the cabin door opening time influence coefficient refers to the coefficient of the influence of the door opening time at a certain loading and unloading point on the temperature of the cold chain transported goods in the cabin when arriving at a subsequent loading and unloading point; estimating the temperature of each cold chain transported goods carried by the current transport vehicle when arriving at each subsequent loading and unloading point based on the cabin door opening time influence coefficient, the current temperature of the cold chain transported goods and the cabin door opening time at each loading and unloading point on the current route; and determining whether to make a correction or an alarm based on the estimated temperature of each cold chain transported goods carried when arriving at each subsequent loading and unloading point.

[0006] According to one embodiment, the cold chain transportation temperature monitoring method further includes determining corrective measures and providing prompts based on the estimated temperature of each cargo when it arrives at each loading and unloading point.

[0007] Furthermore, the method determines a new door opening time according to the urgency coefficient of the loading and unloading point X and the estimated temperature, and prompts the new door opening time, the urgency coefficient F of the loading and unloading point X, and the estimated temperature. XYThe urgency of loading / unloading point X with respect to the first loading / unloading point Y where the cargo temperature exceeds the predetermined threshold is expressed as follows:

[0008] F XY = Door opening time at loading and unloading point X / Sum of all door opening times between loading and unloading point X and loading and unloading point Y.

[0009] According to one embodiment, the method also includes determining a change value of the influence coefficient of the cabin door opening time, wherein the change value is a change value of the influence coefficient of the door opening time of the current loading and unloading point that has completed loading and unloading in this transportation relative to the influence coefficient of the door opening time previously calculated based on historical data. When the change value exceeds a predetermined value, an alarm is issued.

[0010] According to one embodiment, the method further includes determining a difference in a change value of a cabin door opening time influence coefficient at each loading and unloading point along the transport route relative to a current loading and unloading point, and issuing an alarm when the difference exceeds a preset value. Furthermore, when the difference does not exceed the preset value, the method further includes:

[0011] Calculate the average rate of change of the coefficient of influence of the door opening time of each loading and unloading point before the current loading and unloading point, and use the average rate of change to estimate the temperature of each cargo when arriving at each loading and unloading point after the current loading and unloading point.

[0012] According to another aspect of the present invention, a cold chain transport temperature monitoring device is provided, comprising: a door opening time influence coefficient determination unit, which determines the cabin door opening time influence coefficient of each loading and unloading point on the current route based on historical data of the current transport vehicle; a temperature estimation unit, which determines the current cargo temperature, and estimates the temperature of each cargo carried by the current transport vehicle when it arrives at each subsequent loading and unloading point based on the cabin door opening time influence coefficient, the current temperature of the cold chain transport cargo, and the cabin door opening time at each loading and unloading point on the current route; and an early warning unit, which issues an alarm based on the estimated temperature of each cargo carried when arriving at each subsequent loading and unloading point.

[0013] According to one embodiment, the cold chain transport temperature monitoring device further includes: a prompting unit, which determines whether to make corrections or issue an alarm based on the estimated temperature of each cargo when it arrives at each loading and unloading point.

[0014] According to one embodiment, the prompt unit determines a new door opening time according to the urgency coefficient and the predicted temperature, wherein the urgency coefficient F of the loading and unloading point X is XY The urgency of loading / unloading point X with respect to the first loading / unloading point Y where the cargo temperature exceeds the predetermined threshold is expressed as follows:

[0015] F XY=door opening time at loading and unloading point X / sum of all door opening times between loading and unloading point X and loading and unloading point Y; wherein, the cold chain transport temperature monitoring device further includes an influence coefficient change determination unit, which determines the change value, change difference or change rate of the influence coefficient of the cabin door opening time, the early warning unit issues an early warning based on the change value and change difference, and the temperature estimation unit estimates the temperature of each cargo carried by the current transport vehicle when it arrives at each subsequent loading and unloading point based on the change rate.

[0016] According to yet another aspect of the present invention, an electronic device is provided, comprising: a processor; and a memory for storing instructions executable by the processor; wherein the processor is configured to execute the instructions to implement the method described in the present invention.

[0017] According to another aspect of the present invention, a computer-readable storage medium is provided, on which a device control program is stored. When the device control program is executed by a processor, the method disclosed in the present invention can be implemented.

[0018] According to another aspect of the present invention, a computer program product (eg, comprising a computer program) is provided. When the computer program is executed by a processor, the method disclosed in the present invention can be implemented.

[0019] According to the embodiments of the present invention, the temperature at each loading and unloading point can be relatively accurately predicted without having to consider the complex conversion of ambient temperature, cabin temperature, and cargo temperature, providing a basis for decision-making. This is particularly effective when the temperature measurement device for cold chain transport goods is placed between inner and outer packaging. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The present invention can be better understood with reference to the accompanying drawings, which are schematic and do not limit the scope of protection of the present invention, nor are they drawn to scale.

[0021] Figure 1 FIG. 1 is a schematic diagram illustrating a method for measuring the temperature inside a transport vehicle according to an embodiment of the present invention.

[0022] Figure 2 A schematic diagram of a transport route is shown for illustrating a method for calculating a door opening time influence coefficient according to an embodiment of the present invention.

[0023] Figure 3 FIG2 is a schematic diagram showing a method for measuring the temperature inside a transport vehicle according to another embodiment of the present invention.

[0024] Figure 4 2 is a schematic diagram showing a cold chain transportation temperature monitoring device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] The following describes the specific embodiments of the present invention in detail with reference to the accompanying drawings. These embodiments are exemplary and are not intended to limit the scope of protection of the present invention.

[0026] Figure 1 FIG is a schematic diagram showing a method for monitoring the temperature of cold chain transportation according to an embodiment of the present invention. Figure 1 As shown, the cold chain transportation temperature monitoring method according to one embodiment of the present invention first determines, in step S10, the influence coefficient of the cabin door opening time at each loading and unloading point on the current route based on the historical data of the current transport vehicle. The cabin door opening time influence coefficient refers to the coefficient of the influence of the door opening time at a certain loading and unloading point on the temperature of the cold chain transported goods in the cabin when arriving at the subsequent loading and unloading point. Historical data includes data collected during the actual transportation of the current transport vehicle, and also includes data obtained by experiments, simulations or emulations of the transportation of the current transport vehicle. To illustrate the calculation method of the door opening time influence coefficient according to one embodiment of the present invention, Figure 2 A schematic diagram of a hypothetical transport route is shown in Figure 2. Figure 2 The transport route shown has five loading and unloading points: A, B, C, D, and E. The opening time of loading and unloading point A affects the temperature of the cargo when it arrives at the subsequent loading and unloading points B, C, D, and E. The opening time of loading and unloading point B affects the temperature of the cargo when it arrives at the subsequent loading and unloading points C, D, and E. The opening time of loading and unloading point C affects the temperature of the cargo when it arrives at the subsequent loading and unloading points D and E, and so on.

[0027] Table 1 is used to illustrate the calculation of the door opening time influence coefficient.

[0028] Table 1

[0029]

[0030]

[0031] The influence coefficient of the door opening time at a certain loading and unloading point is P XY =|D X -D Y | / T X

[0032] P XY The coefficient of influence of the door opening time at loading and unloading point X on the temperature of the cargo arriving at the subsequent loading and unloading point Y, D X Indicates the temperature of the cargo at the loading and unloading point X, D y Indicates the temperature of the cargo at the loading and unloading point X, T X Indicates the door opening time at loading and unloading point X.

[0033] For example, the influence coefficient P of the door opening time of loading and unloading point A on loading and unloading point B AB = |-10-(-8)| / 10 = 0.2. Other values ​​can be calculated similarly.

[0034] According to one embodiment, the temperature of the cargo at each loading and unloading point may be the average temperature of the cargo when the cargo is transported to the loading and unloading point multiple times.

[0035] According to one embodiment, for each temperature, the influence coefficient of a certain loading and unloading point on the door opening time of each subsequent loading and unloading point can be calculated.

[0036] According to one embodiment, the cargo temperature at each loading and unloading point can be the average temperature of the cargo during multiple deliveries to that loading and unloading point. A temperature difference correction coefficient can be calculated using methods such as clustering. The temperature difference correction coefficient refers to the impact of the difference between a certain temperature at a loading and unloading point and the average temperature (the first temperature difference) on the difference between the average temperature at subsequent loading and unloading points and the average temperature at that loading and unloading point (the second temperature difference). According to one embodiment, it can be the ratio of the difference between the second temperature difference and the first temperature difference to the door opening time of that loading and unloading point. For example, in the example above, the average temperature at point A is -10 degrees Celsius, and the average temperature at point E is 0 degrees Celsius. If the temperature at point A is -13 degrees Celsius several times and the average temperature at point E is -2.4 degrees Celsius, then, given a cargo temperature of -13 degrees Celsius, the temperature difference correction coefficient between loading and unloading points A and E is ((-2.4 - 0) - (-13 - (-10)) / 10 = 0.06.

[0037] Back to Figure 1 Subsequently, in step S20, the current cargo temperature is determined, and based on the hatch door opening duration influence coefficient, the temperature of each cargo carried by the current transport vehicle when it arrives at each loading and unloading point is estimated. According to one embodiment, this step can be performed before the hatch door is opened at a particular loading and unloading point. For example, in the example in the table above, if the current cargo temperature at point A is -8 degrees Celsius and the hatch opening duration is 10 minutes, the temperature at loading and unloading point B can be predicted to be -8 + 0.2 * 10 = -6 degrees Celsius. This method can be used to predict the temperature at other subsequent loading and unloading points. If a temperature difference correction coefficient is determined, the temperature correction coefficient is multiplied by the hatch opening duration to make a corresponding correction. For example, in the example in the table above, if the current cargo temperature at point A is -13 degrees Celsius and the hatch opening duration is 10 minutes, the temperature at loading and unloading point B can be predicted to be -13 + 1 * 10 + 0.06 * 10 = -2.4 degrees Celsius.

[0038] Furthermore, in step S30, an alarm is issued based on the estimated temperature of each cargo upon arrival at each loading and unloading point. According to one embodiment, the temperature is compared with the warning temperature at each loading and unloading point. For example, if the warning temperature at loading and unloading point B is -9 degrees Celsius, the highest temperature of the cargo, and the predicted temperature is -8 degrees Celsius, an alarm is issued.

[0039] In step S40, based on the estimated temperature of each cargo when arriving at each loading and unloading point, corrective measures are determined and prompts are given. Prompts can be given in various ways, such as through screen display, voice notification, text message sending, etc. After loading and unloading the cargo, temperature control devices can be added to the cargo hold, such as adding insulation or refrigeration dry ice to extend the insulation time. According to one embodiment, the new door opening time is determined by changing the influence coefficient of the cabin door opening time involved in the current route. For example, the urgency coefficient of the current loading and unloading point X can be calculated, and the urgency coefficient F of the current loading and unloading point X can be calculated. XY Indicates the urgency of loading and unloading point X for the first loading and unloading point Y where the cargo temperature exceeds the predetermined threshold, and determines the shortened door opening time of each loading and unloading point based on the urgency coefficient and the predicted temperature. XY It can be calculated using the following formula:

[0040] F XY = Door opening time at loading and unloading point X / Sum of all door opening times between loading and unloading point X and loading and unloading point Y.

[0041] For example, in the case of Table 1, the urgency coefficient of loading and unloading point A to loading and unloading point B is 10 / (10+10)=0.5. The rest can be deduced in the same way.

[0042] When the temperature at point B exceeds a predetermined temperature by M degrees (e.g., 2 degrees), the door opening time should be shortened by: M * urgency factor / A's influence on B's cabin door opening time = 2 * 0.5 / 0.2 = 5. In other words, the door opening time reduction for each loading and unloading point can be indicated. Those skilled in the art will appreciate that the shortening of the door opening time can be adaptively adjusted based on the various coefficients described herein (e.g., the average rate of change described later).

[0043] Figure 3 FIG. 1 is a schematic diagram showing a method for measuring the temperature inside a transport vehicle according to another embodiment of the present invention. Figure 3As shown, a method for measuring the temperature inside a transport vehicle according to another embodiment of the present invention further includes a step S500 of determining a change in an influence coefficient, determining the change in the influence coefficient of the vehicle door opening duration. Specifically, the change in the influence coefficient of the door opening duration of the loading and unloading points that have completed loading and unloading during the current transport on the current loading and unloading point is determined relative to the previously calculated door opening duration influence coefficient. For example, at loading and unloading point A, based on historical data, the door opening duration influence coefficients for loading and unloading points B and C are 0.2 and 0.5, respectively. During the current transport, the actual door opening duration influence coefficient of point A is calculated at point C. If the actual temperatures at points B and C are -6 degrees Celsius and 0 degrees Celsius, respectively, the actual door opening duration influence coefficients of loading and unloading point A on loading and unloading points B and C are 0.4 and 1, respectively. When the change value exceeds a first predetermined value, the early warning step generates an alarm. According to another embodiment, in step S50, if the change value is not greater than the first predetermined value but greater than a second predetermined value, the difference in the change value along the transport route (the change difference) is calculated. When the change difference exceeds a predetermined value, an alarm is generated. A change greater than the first predetermined value indicates an excessive temperature change. This may indicate a vehicle door not fully closed or engine heat entering the cabin, necessitating prompt inspection. A second value may indicate a previously minor problem is becoming more serious. This could be due to increased damage to the outer packaging or enlarged holes in the cabin, necessitating prompt inspection. The first and second values ​​can be experimentally derived or empirically derived. For example, in the example above, the change values ​​are 0.2 and 0.5, with a positive difference of 0.3. This approach allows for rapid identification of situations requiring urgent attention. According to one embodiment, in step S50, the average rate of change of the door opening duration influence coefficients of each loading and unloading point prior to the current loading and unloading point is calculated. In step S20, this average rate of change is also used to estimate the temperature of each cargo upon arrival at each subsequent loading and unloading point. For example, in the above embodiment, the rates of change of the door opening duration influence coefficients of loading and unloading points A and B on the current loading and unloading point C are 0.4 / 0.2 and 1 / 0.5, respectively, for an average rate of change of 2. If the temperature at loading / unloading point C is 0°C, the estimated temperature upon arrival at loading / unloading point D is 0 + 2 * 0.3 * 10 = 6°C. Here, 0.3 is the coefficient of influence of loading / unloading point C on the door opening time at loading / unloading point D. This solution allows for more accurate prediction of cargo temperatures at subsequent loading / unloading points, based on the actual conditions of the transport.

[0044] Figure 4 FIG is a schematic diagram showing a cold chain transport temperature monitoring device according to an embodiment of the present invention. Figure 4 As shown, a cold chain transportation temperature monitoring device according to an embodiment of the present invention includes a door opening time influence coefficient determination unit 100, a temperature estimation unit 200, an early warning unit 300 and a prompt unit 400.

[0045] The door opening duration impact coefficient determination unit 100 determines the cabin door opening duration impact coefficient for each loading and unloading point on the current route based on the current transport vehicle's historical data. As described above, the cabin door opening duration impact coefficient refers to the coefficient of influence of the door opening time at a particular loading and unloading point on the temperature of cold chain cargo within the cabin upon arrival at a subsequent loading and unloading point. The cabin door opening duration impact coefficient for each loading and unloading point can be calculated using the method described above.

[0046] The temperature estimation unit 200 determines the current temperature of the cargo and estimates the temperature of each cargo carried by the current transport vehicle when it arrives at each subsequent loading and unloading point based on the cabin door opening time influence coefficient.

[0047] The early warning unit 30 issues an alarm based on the estimated temperature of each cargo when it arrives at each loading and unloading point.

[0048] The prompting unit 40 determines the corrective measures and issues prompts based on the estimated temperature of each cargo upon arrival at each loading and unloading point. According to one embodiment, a new door opening time can be determined based on the urgency coefficient and the predicted temperature.

[0049] According to one embodiment, an influence coefficient change determination unit 500 is also included to determine the change value, change difference or change rate of the influence coefficient of the cabin door opening time. Referring to the above description of step S500, it can be used for the early warning unit to issue an early warning or for the temperature estimation unit 200 to estimate the temperature of each cargo carried by the current transport vehicle when it arrives at each subsequent loading and unloading point.

[0050] The present invention is particularly applicable to cold chain transport goods with outer packaging and inner packaging. A measuring device for measuring the temperature of the cold chain transport goods is arranged between the inner packaging.

[0051] Those skilled in the art will readily appreciate that the method of the present invention may further include other steps corresponding to the functions performed by the device of the present invention. The above steps may also be simplified.

[0052] The numbers of units and steps in the present invention are only for convenience of description and do not represent the order of execution unless otherwise specified in the context.

[0053] Those skilled in the art should understand that the above-mentioned units can be implemented by dedicated hardware, such as a field programmable gate array, a single-chip microcomputer, or a microchip, or can be implemented by combining software with hardware.

[0054] The present invention also provides an electronic device, comprising: a processor; and a memory for storing instructions executable by the processor; wherein the processor is configured to execute the instructions to implement the method of the present invention.

[0055] The present invention also relates to computer software, which can implement the method of the present invention when executed by a computing device (such as a single chip microcomputer, a computer, a CPU, etc.).

[0056] The present invention also relates to a computer software storage device, such as a hard disk, a floppy disk, a flash memory, etc., which stores the above-mentioned computer software.

[0057] The description of the method or step of the present invention can be used to understand the description of the unit or device, and the description of the unit or device can also be used to understand the method or step of the present invention.

[0058] The numerical values ​​and the like in the present invention are used for understanding the present invention and do not represent actual measurement results.

[0059] The above description is merely illustrative and does not limit the scope of protection of the present invention. Any changes and substitutions within the scope of the claims of the present invention are within the scope of protection of the present invention.

Claims

1. A method for monitoring the temperature of cold chain transportation, characterized in that: include: Based on the historical data of the current transport vehicle, determine the impact coefficient of the cabin door opening time at each loading and unloading point on the current route. The cabin door opening time impact coefficient refers to the coefficient of the impact of the door opening time at a certain loading and unloading point on the temperature of the cold chain transported goods in the cabin when arriving at the subsequent loading and unloading point; Estimate the temperature of each cold chain transport cargo carried by the current transport vehicle when it arrives at each subsequent loading and unloading point based on the cabin door opening time influence coefficient, the current temperature of the cold chain transport cargo, and the cabin door opening time at each loading and unloading point on the current route; Determine whether to make corrections or issue an alarm based on the estimated temperature of each cold chain transported cargo when it arrives at each subsequent loading and unloading point.

2. The cold chain transportation temperature monitoring method according to claim 1, characterized in that: The method further comprises: Based on the estimated temperature of each cold chain transported cargo upon arrival at each loading and unloading point, corrective measures are determined and the determined corrective measures are prompted.

3. The cold chain transportation temperature monitoring method according to claim 2, characterized in that: The method further comprises: Determine the new door opening time based on the urgency coefficient of the loading and unloading point X and the estimated temperature, and prompt the new door opening time. The urgency factor F of loading and unloading point X XY The urgency of loading / unloading point X with respect to the first loading / unloading point Y where the cargo temperature exceeds the predetermined threshold is expressed as follows: F XY = Door opening time at loading and unloading point X / Sum of all door opening times between loading and unloading point X and loading and unloading point Y.

4. The cold chain transportation temperature monitoring method according to claim 1, characterized in that: The method further comprises: Determine a change in the door opening duration influence coefficient, where the change is the change in the door opening duration influence coefficient of the loading and unloading points that have completed loading and unloading in the current transport relative to the door opening duration influence coefficient previously calculated based on historical data; When the change value exceeds a predetermined value, an alarm is issued.

5. The cold chain transportation temperature monitoring method according to claim 1, characterized in that: The method further comprises: Determine the difference in the change in the cabin door opening time influence coefficient of each loading and unloading point along the transport route relative to the current loading and unloading point; When the difference exceeds a preset value, an alarm is issued; When the difference does not exceed the preset value, the method further includes: Calculate the average rate of change of the impact coefficient of each loading and unloading point before the current loading and unloading point on the door opening time of the current loading and unloading point, and The average rate of change is used to estimate the temperature of each cold chain transported cargo when it arrives at each loading and unloading point after the current loading and unloading point.

6. A cold chain transport temperature monitoring device, characterized in that: include: A door opening time influence coefficient determination unit, which determines the cabin door opening time influence coefficients at each loading and unloading point on the current route based on the historical data of the current transport vehicle, wherein the cabin door opening time influence coefficients refer to the coefficients of the influence of the door opening time at a certain loading and unloading point on the temperature of the cold chain transported goods in the cabin when they arrive at the subsequent loading and unloading point; a temperature estimation unit, which estimates the temperature of each cold chain transport cargo carried by the current transport vehicle when it arrives at each subsequent loading and unloading point based on the cabin door opening time influence coefficient, the current temperature of the cold chain transport cargo, and the cabin door opening time at each loading and unloading point on the current route; as well as The early warning unit determines whether to make corrections or issue an alarm based on the estimated temperature of each cold chain transported cargo when it arrives at each subsequent loading and unloading point.

7. The cold chain transportation temperature monitoring device according to claim 6, characterized in that: The cold chain transport temperature monitoring device further includes: A prompting unit determines corrective measures and prompts the corrective measures according to the estimated temperature of each cargo when the cargo arrives at each loading and unloading point.

8. The cold chain transportation temperature monitoring device according to claim 7, characterized in that: The prompt unit determines the new door opening time according to the urgency coefficient of loading and unloading point X to the subsequent loading and unloading point Y and the predicted temperature, wherein the urgency coefficient F of loading and unloading point X is XY The urgency of loading / unloading point X with respect to the first loading / unloading point Y where the cargo temperature exceeds the predetermined threshold is expressed as follows: F XY = Door opening time at loading and unloading point X / Sum of all door opening times between loading and unloading point X and loading and unloading point Y; The cold chain transport temperature monitoring device also includes an influence coefficient change determination unit, which determines the change value, change difference or change rate of the influence coefficient of the cabin door opening time, wherein the early warning unit issues an early warning based on the change value and change difference, and the temperature estimation unit estimates the temperature of each cargo carried by the current transport vehicle when it arrives at each subsequent loading and unloading point based on the change rate.

9. An electronic device, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the method according to any one of claims 1 to 5.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a device control program, and when the device control program is executed by a processor, the method according to any one of claims 1 to 5 is implemented.

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