Method for evaluating vehicle utilization efficiency, evaluation system, and electronic device

Abstract

The application provides a vehicle utilization efficiency evaluation method, an evaluation system and an electronic device. The evaluation method comprises: obtaining initial data of vehicle queue data; obtaining shipping order data of N historical shipping orders in a preset historical time period; and performing simulation according to the initial data of the vehicle queue data, the shipping order data of the N historical shipping orders and a preset vehicle scheduling parameter, assigning a vehicle to each of the N historical shipping orders, and outputting simulation result data; wherein the simulation result data is used to evaluate vehicle utilization efficiency in the preset historical time period, so as to facilitate a vehicle manager to evaluate whether an existing vehicle scheduling mode is reasonable and effective, thereby reducing vehicle purchase and maintenance costs and improving operation management level.

Description

Technical Field

[0001] This application relates to the field of vehicle dispatching, specifically to a method, system, and electronic device for evaluating vehicle utilization efficiency. Background Technology

[0002] Currently, the number of vehicles at a station is usually limited due to factors such as vehicle prices and the volume of business at passenger or freight stations. Therefore, reasonable and effective vehicle scheduling is crucial for the daily operation of a station.

[0003] Therefore, there is an urgent need for a method to evaluate vehicle utilization efficiency, so that station vehicle managers can evaluate whether the existing vehicle dispatching mode is reasonable and effective, thereby reducing vehicle purchase and maintenance costs and improving operation and management level. Summary of the Invention

[0004] In view of this, this application provides a method, system and electronic device for evaluating vehicle utilization efficiency, which facilitates vehicle managers in evaluating whether the existing vehicle dispatching mode is reasonable and effective, thereby reducing vehicle purchase and maintenance costs and improving operation and management level.

[0005] According to a first aspect of this application, this application provides a method for evaluating vehicle utilization efficiency, characterized by comprising: acquiring initial data of vehicle queue data; wherein the vehicle queue data includes vehicle data for each vehicle in the vehicle queue, the vehicle data including vehicle identity information, status information, and transport information, the status information including whether the vehicle belongs to a dispatched vehicle queue or a non-dispatched vehicle queue, and the transport information including the number of trips, working hours, and vehicle end time; acquiring waybill data for N historical waybills within a preset historical time period; wherein the waybill data for each historical waybill includes the waybill creation time and the waybill creation time. The waybill end time is defined as follows: the waybill creation time is the start time when the carrier vehicle of the historical waybill is occupied, and the waybill end time is the start time when the carrier vehicle returns to the preset station to wait for work after completing the historical waybill; and simulation is performed based on the initial data of the vehicle queue data, the waybill data of the N historical waybills, and preset vehicle scheduling parameters to select carrier vehicles for the N historical waybills respectively, and output simulation result data; wherein, the simulation result data is used to evaluate the vehicle utilization efficiency within the preset historical time period; the preset vehicle scheduling parameters include the shortest station dwell time, the maximum number of trips, and the maximum working hours.

[0006] In one possible implementation, the N historical waybills are N historical waybills arranged in chronological order according to their creation time; wherein, the step of simulating based on the initial data of the vehicle queue data, the waybill data of the N historical waybills, and preset vehicle scheduling parameters, selecting carrier vehicles for each of the N historical waybills, and outputting simulation result data includes: selecting the i-th historical waybill from the N historical waybills according to the chronological order of their creation time, and obtaining the waybill data of the i-th historical waybill; obtaining the current data of the vehicle queue data; and obtaining the carrier vehicle for the i-th historical waybill based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters.

[0007] In one possible implementation, obtaining the carrier vehicle for the i-th historical waybill based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters includes: when i is not equal to 1, obtaining the vehicle data of each vehicle in the currently dispatched vehicle queue based on the current data of the vehicle queue data; obtaining a first candidate vehicle set for the i-th historical waybill based on the vehicle data of each vehicle in the currently dispatched vehicle queue; wherein the first candidate vehicle set is a set of first candidate vehicles; and when the number of first candidate vehicles in the first candidate vehicle set is greater than zero, selecting one first candidate vehicle from the first candidate vehicle set as the carrier vehicle for the i-th historical waybill.

[0008] In one possible implementation, obtaining the first candidate vehicle set for the i-th historical waybill based on the vehicle data of each vehicle in the currently dispatched vehicle queue includes: obtaining the current cumulative number of trips, current cumulative working hours, and current vehicle end time for each vehicle based on the vehicle data of each vehicle in the currently dispatched vehicle queue; wherein the current cumulative number of trips is the cumulative number of trips undertaken by the vehicle up to the most recent trip; the current cumulative working hours is the time interval between the creation time of the waybill for the first trip undertaken by the vehicle and the end time of the most recent trip undertaken by the vehicle; the current vehicle end time is taken from the end time of the most recent trip undertaken by the vehicle; and determining the first candidate vehicle set based on the current cumulative number of trips, the current cumulative working hours, and the current vehicle end time for each vehicle, the waybill creation time and waybill end time of the i-th historical waybill, and the minimum in-station dwell time, the maximum number of trips, and the maximum working hours in the preset vehicle scheduling parameters.

[0009] In one possible implementation, when the number of first candidate vehicles in the first candidate vehicle set is greater than zero, selecting a first candidate vehicle from the first candidate vehicle set as the carrier vehicle for the i-th historical waybill includes: calculating the priority score of each first candidate vehicle based on the current cumulative working hours, current cumulative number of trips, and current remaining number of trips of each first candidate vehicle in the first candidate vehicle set; wherein the current remaining number of trips is equal to the difference between the upper limit of the number of trips and the current cumulative number of trips; and determining the first candidate vehicle with the highest priority score in the first candidate vehicle set as the carrier vehicle for the i-th historical waybill.

[0010] In one possible implementation, the preset vehicle scheduling parameters include an upper limit on the number of vehicles; the step of obtaining the carrier vehicle for the i-th historical waybill based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters further includes: when the number of the first candidate vehicles in the first candidate vehicle set is less than or equal to zero, obtaining the number of currently dispatched vehicles based on the current data of the vehicle queue data, and determining whether the number of currently dispatched vehicles is less than the upper limit on the number of vehicles; when the number of currently dispatched vehicles is greater than or equal to the upper limit on the number of vehicles, obtaining a second candidate vehicle set for the i-th historical waybill based on the vehicle data of each vehicle in the currently dispatched vehicle queue; wherein, the second candidate vehicle set is a set of second candidate vehicles; and when the number of the second candidate vehicles in the second candidate vehicle set is greater than zero, selecting one of the second candidate vehicles in the second candidate vehicle set as the carrier vehicle for the i-th historical waybill.

[0011] In one possible implementation, when the number of currently dispatched vehicles is greater than or equal to the upper limit of the number of vehicles, obtaining the second candidate vehicle set for the i-th historical waybill based on the vehicle data of each vehicle in the currently dispatched vehicle queue includes: obtaining the current vehicle end time, current cumulative number of trips, and current cumulative working hours of each vehicle based on the vehicle data of each vehicle in the currently dispatched vehicle queue; and determining the second candidate vehicle set based on the current cumulative number of trips, current cumulative working hours, and current vehicle end time of each vehicle, the waybill creation time and waybill end time of the i-th historical waybill, and the preset vehicle scheduling parameters.

[0012] In one possible implementation, the step of selecting a second candidate vehicle as the carrier vehicle for the i-th historical waybill when the number of second candidate vehicles in the second candidate vehicle set is greater than zero includes: when the number of second candidate vehicles in the second candidate vehicle set is greater than zero, determining the second candidate vehicle with the earliest current vehicle end time as the carrier vehicle for the i-th historical waybill based on the current vehicle end time of each second candidate vehicle in the second candidate vehicle set.

[0013] According to a second aspect of this application, this application provides a vehicle utilization efficiency evaluation system, comprising: a first acquisition module, configured to acquire initial data of vehicle queue data; wherein the vehicle queue data includes vehicle data for each vehicle in the vehicle queue, the vehicle data including vehicle identity information, status information, and transport information, the status information including whether the vehicle belongs to the dispatched vehicle queue or the vehicle belongs to the undispatched vehicle queue, and the transport information including the number of trips, working hours, and vehicle end time; and a second acquisition module, configured to acquire waybill data for N historical waybills within a preset historical time period; wherein the waybill data for each historical waybill includes the waybill creation time and the time of the trip. The system includes a single end time, where the waybill creation time is the start time when the carrier vehicle of the historical waybill is occupied, and the waybill end time is the start time when the carrier vehicle returns to the preset station to wait for work after completing the historical waybill; and a simulation and result output module, used to perform simulation based on the initial data of the vehicle queue data, the waybill data of the N historical waybills, and preset vehicle scheduling parameters, to select carrier vehicles for the N historical waybills respectively; and output simulation result data; wherein, the simulation result data is used to evaluate the vehicle utilization efficiency within the preset historical time period; the preset vehicle scheduling parameters include the shortest station dwell time, the maximum number of trips, and the maximum working hours.

[0014] According to a third aspect of this application, this application provides an electronic device that includes a vehicle utilization efficiency evaluation system.

[0015] The vehicle utilization efficiency evaluation method, system, and electronic device provided in this application simulate and deduce vehicle scheduling scenarios based on initial vehicle queue data, N historical waybill data, and preset vehicle scheduling parameters to select carrier vehicles for each of the N historical waybills, thereby obtaining simulation result data. This simulation result data is used to evaluate vehicle utilization efficiency within a preset historical time period, which facilitates vehicle management personnel in evaluating whether the existing vehicle scheduling mode is reasonable and effective, thereby reducing vehicle purchase and maintenance costs and improving operational management level. Attached Figure Description

[0016] Figure 1The diagram shown is a flowchart of the evaluation method provided in this application;

[0017] Figure 2 for Figure 1 A flowchart illustrating step S3 in the process;

[0018] Figure 3 for Figure 2 A flowchart illustrating step S33 in the process;

[0019] Figure 4 for Figure 3 A flowchart illustrating step S332;

[0020] Figure 5 for Figure 3 A flowchart illustrating step S333 in the middle section;

[0021] Figure 6 for Figure 5 A flowchart illustrating step S3331;

[0022] Figure 7 for Figure 6 A flowchart illustrating step S33312;

[0023] Figure 8 for Figure 2 A flowchart illustrating step S33;

[0024] Figure 9 for Figure 8 A flowchart illustrating steps S336 and S337.

[0025] Figure 10 A flowchart illustrating the evaluation method provided for this application;

[0026] Figure 11 A flowchart illustrating the evaluation method provided for this application;

[0027] Figure 12 A flowchart illustrating the evaluation method provided for this application;

[0028] Figure 13 for Figure 1 A flowchart illustrating step S3 in the process;

[0029] Figure 14 for Figure 1 A flowchart illustrating step S1 in the process;

[0030] Figure 15 for Figure 1 A flowchart illustrating step S1 in the process;

[0031] Figure 16 for Figure 1 A flowchart illustrating step S1 in the process;

[0032] Figure 17 The diagram shown is a structural block diagram of the evaluation system provided in this application; Detailed Implementation

[0033] In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. All directional indications (such as up, down, left, right, front, back, top, bottom, etc.) in the embodiments of this application are only used to explain the relative positional relationships and movement of the components in a specific posture (as shown in the figures). If the specific posture changes, the directional indication will also change accordingly. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0034] Furthermore, the reference to "embodiment" herein means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0035] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0036] Concrete mixer trucks are a vital production resource for concrete batching plants. From concrete production to the trucks returning to the plant, the entire process of commercial concrete production and transportation requires the participation of concrete mixer trucks. Due to factors such as price and the production capacity of the batching plant, the number of concrete mixer trucks at a plant is usually limited. Therefore, the rational and effective scheduling of vehicles is crucial for the daily production and operation of the batching plant.

[0037] Currently, concrete mixing plants mainly rely on dispatchers to manually schedule vehicles, and the quality of dispatching is highly dependent on the dispatcher's experience. Due to the varying skill levels of dispatchers, some vehicles may stay at the mixing plant for too long, resulting in only 1-3 trips per day and a relatively low overall vehicle utilization rate.

[0038] To address the aforementioned problems, according to the first aspect of this application, this application provides a method for evaluating vehicle utilization efficiency, allowing site managers (including but not limited to concrete mixing plant managers) to assess whether there is room for optimization in the current vehicle utilization efficiency. The vehicles involved in this application include, but are not limited to, concrete mixer trucks.

[0039] In practice, the evaluation method provided in this application is based on historical shipping information (N historical waybills within a preset historical time period) and preset vehicle scheduling parameters. It simulates and extrapolates vehicle scheduling scenarios to rearrange the carrier vehicles of the N historical waybills and outputs simulation result data.

[0040] Site administrators can use the simulation results to evaluate vehicle utilization efficiency within a preset historical time period.

[0041] Figure 1 The diagram shown is a flowchart of an evaluation method provided in one possible implementation of this application. The evaluation method includes the following steps:

[0042] Step S1: Obtain the initial data for the vehicle queue.

[0043] Specifically, the vehicle queue data includes vehicle data for each vehicle in the queue. This vehicle data includes the vehicle's identity information, status information, and transport information. The status information indicates whether the vehicle belongs to the dispatched vehicle queue or the undispatched vehicle queue. It's easy to understand that the number of vehicles in the queue equals the sum of the number of vehicles in the dispatched vehicle queue and the number of vehicles in the undispatched vehicle queue; initially, the number of vehicles in the dispatched vehicle queue is zero, and the number of vehicles in the undispatched vehicle queue is equal to the number of vehicles in the queue.

[0044] Step S2: Obtain the waybill data of N historical waybills within a preset historical time period.

[0045] Specifically, the data for each historical waybill includes the waybill creation time and the waybill end time. The waybill creation time is the start time when the carrier vehicle of the historical waybill is occupied, and the waybill end time is the start time when the carrier vehicle completes the historical waybill and returns to the preset station to wait for work.

[0046] Optionally, historical waybills are also known as shipping orders, and the waybill data of historical waybills may also include information such as shipment volume and transportation distance.

[0047] Optionally, the preset historical time period can be one day; the preset site can be a mixing plant.

[0048] In practice, once a historical waybill is created, the vehicle associated with that waybill is used, and the vehicle immediately enters the workflow. During the concrete production process, the vehicle sequentially picks up materials, departs from the pre-set station, goes to the construction site, unloads, and returns to the pre-set station.

[0049] Step S3 (Simulation and Result Output Step): Based on the initial data of the vehicle queue, the waybill data of N historical waybills, and the preset vehicle scheduling parameters, simulate and deduce the vehicle scheduling scenario to select carrier vehicles for each of the N historical waybills; and output the simulation result data.

[0050] Specifically, the simulation results are used to evaluate vehicle utilization efficiency within a preset historical time period.

[0051] In practice, the simulation results data may include: the simulated rearrangement results of the carriers for each historical waybill, whether the simulated rearrangement of the carriers for each historical waybill has been completed, the total number H of simulated carriers after simulating the rearrangement of all carriers for N historical waybills, and simulated shipping information such as working hours, station dwell time, number of trips, shipment volume, and transportation distance for each vehicle. The output format of the simulation results data can be either listing any one of the above simulated shipping information or comparing any one of the above simulated shipping information with the corresponding historical shipping information.

[0052] In the evaluation method of this application, based on historical shipping information (N historical waybills within a preset historical time period) and preset vehicle scheduling parameters, the vehicle scheduling scenario is simulated and deduced, thereby rearranging the carrier vehicles of the N historical waybills respectively. The simulation result data is used to evaluate the vehicle utilization efficiency within the preset historical time period.

[0053] In one possible implementation, the N historical waybills in step S3 above are N historical waybills arranged in chronological order according to their creation time. Following the time trajectory of the N historical waybills, the carrier vehicles are simulated and rearranged for each historical waybill in turn.

[0054] Specifically, please refer to Figure 2 As shown, step S3 (based on the initial data of the vehicle queue, the waybill data of N historical waybills, and the preset vehicle scheduling parameters, simulates and deduces the vehicle scheduling scenario to select carrier vehicles for each of the N historical waybills; and outputs the simulation result data) includes the following steps:

[0055] Step S31: Select the i-th historical waybill from the N historical waybills according to the order of waybill creation time, and obtain the waybill data of the i-th historical waybill.

[0056] Step S32: Obtain the current data of the vehicle queue.

[0057] Specifically, when i=1, the current data of the vehicle queue is also the initial data mentioned above.

[0058] Step S33: Based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters, obtain the carrier vehicle of the i-th historical waybill.

[0059] In one possible implementation, please refer to Figure 3 As shown, step S33 (obtaining the carrier vehicle for the i-th historical waybill based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters) includes the following steps:

[0060] Step S331: When i is not equal to 1, obtain the vehicle data of each vehicle in the currently dispatched vehicle queue based on the current data of the vehicle queue data.

[0061] Step S332: Based on the vehicle data of each vehicle in the current dispatched vehicle queue, obtain the first candidate vehicle set for the i-th historical waybill.

[0062] The first candidate vehicle set is the collection of first candidate vehicles.

[0063] Step S333: When the number of first candidate vehicles in the first candidate vehicle set is greater than zero, select one first candidate vehicle in the first candidate vehicle set as the carrier vehicle for the i-th historical waybill.

[0064] In the simulation and result output steps of this implementation, the carrier vehicle of the i-th historical waybill is selected first from the dispatched vehicle queue. This helps to reduce the station dwell time of dispatched vehicles, reduce the number of vehicles in the vehicle queue, and improve vehicle utilization efficiency. In turn, it helps to improve the reference value of simulation result data for station management personnel.

[0065] In one possible implementation, the preset vehicle scheduling parameters include the minimum dwell time within the station, the maximum number of trips, and the maximum working hours; the transport information includes the number of trips, working hours, and vehicle end time.

[0066] Specifically, please refer to Figure 4 As shown, step S332 (obtaining the first candidate vehicle set for the i-th historical waybill based on the vehicle data of each vehicle in the current dispatched vehicle queue) includes the following steps:

[0067] Step S3321: Based on the vehicle data of each vehicle in the current dispatched vehicle queue, obtain the current cumulative number of trips, current cumulative working hours and current vehicle end time for each vehicle.

[0068] Among them, the current cumulative number of trips is the cumulative number of trips undertaken by the vehicle up to the most recent trip; the current cumulative working hours is the time interval between the creation time of the waybill for the first trip undertaken by the vehicle and the end time of the waybill for the most recent trip; the current vehicle end time is taken from the end time of the waybill for the most recent trip undertaken by the vehicle.

[0069] Step S3322: Determine the first candidate vehicle set based on the current cumulative number of trips, current cumulative working hours, and current vehicle end time for each vehicle, the waybill creation time and waybill end time of the i-th historical waybill, and the minimum station dwell time, maximum number of trips, and maximum working hours in the preset vehicle scheduling parameters.

[0070] Specifically, in step S3322, the current cumulative number of trips, current cumulative working hours and current vehicle end time of each vehicle in the current dispatched vehicle queue are traversed. When a vehicle in the current dispatched vehicle queue meets conditions 1, 2 and 3 at the same time, the vehicle is determined as the first candidate vehicle, that is, the vehicle is added to the first candidate vehicle set.

[0071] Specifically, Condition 1: (Waybill creation time of the i-th historical waybill - current vehicle end time) ≥ shortest station dwell time; Condition 2: current cumulative number of trips < maximum number of trips; Condition 3: (current cumulative working hours + waybill consumption time of the i-th historical waybill) < maximum working hours.

[0072] The time taken for the i-th historical waybill is equal to the difference between the end time and the creation time of the i-th historical waybill.

[0073] In the simulation and result output steps of this implementation method, the working hours, number of trips, and dwell time in the station of each vehicle are comprehensively considered to achieve humanized management of vehicle drivers, which is conducive to improving the utilization efficiency of vehicles.

[0074] In this implementation, the threshold for condition 1 is the shortest dwell time within the station, the threshold for condition 2 is the maximum number of trips, and the threshold for condition 3 is the maximum working hours. Of course, in other possible implementations, the threshold for condition 1 can be a value that has a specific relationship with the shortest dwell time within the station, such as being calculated by adding or subtracting a specific value of 1 from the shortest dwell time within the station; the threshold for condition 2 can be a value that has a specific relationship with the maximum number of trips, such as being calculated by adding or subtracting a specific value of 1 from the maximum number of trips; and the threshold for condition 3 can be a value that has a specific relationship with the maximum working hours, such as being calculated by adding or subtracting a specific value of 1 from the maximum working hours.

[0075] In one possible implementation, the priority score of each first candidate vehicle in the first candidate vehicle set is calculated based on three dimensions: waybill time, working hours, and number of trips. The vehicle with the highest score is selected as the carrier vehicle for the i-th historical waybill.

[0076] Specifically, please refer to Figure 5As shown, step S333 (when the number of first candidate vehicles in the first candidate vehicle set is greater than zero, select one first candidate vehicle in the first candidate vehicle set as the carrier vehicle for the i-th historical waybill) includes the following steps:

[0077] Step S3331: Calculate the priority score for each first candidate vehicle based on its current cumulative working hours, current cumulative number of trips, and current remaining number of trips.

[0078] The current remaining number of trips is equal to the difference between the maximum number of trips and the current cumulative number of trips.

[0079] Step S3332: The first candidate vehicle with the highest priority score is determined as the carrier vehicle for the i-th historical waybill.

[0080] Specifically, please refer to Figure 6 As shown, step S3331 (calculating the priority score of each first candidate vehicle based on its current cumulative working hours, current cumulative number of trips, and current remaining number of trips) includes the following steps:

[0081] Step S33311: Calculate the current cumulative working hours score, current cumulative trip score, and current remaining trip score for each first candidate vehicle according to Formula 1, and generate the priority score for each first candidate vehicle;

[0082] Wherein, G = A*0.4 + B*0.3 + C*0.3 (Formula 1);

[0083] Where G is the priority score, A is the current cumulative working hours score, B is the current cumulative number of trips score, and C is the current remaining number of trips score.

[0084] In the simulation and result output steps of this implementation method, the first candidate vehicle with the highest current cumulative working hours score is selected first.

[0085] Specifically, before step S33311, step S3331 (calculating the priority score of each first candidate vehicle based on the current cumulative working hours, current cumulative number of trips, and current remaining number of trips of each first candidate vehicle in the first candidate vehicle set) also includes the following steps:

[0086] Step S33312: Based on the delivery time of the i-th historical waybill, calculate the current cumulative working hours score, current cumulative trip score, and current remaining trip score for each first candidate vehicle in the first candidate vehicle set.

[0087] Optionally, please refer to Figure 7As shown, step S33312 (calculating the current cumulative working hours score, current cumulative trip count score, and current remaining trip count score for each first candidate vehicle in the first candidate vehicle set based on the trip time of the i-th historical waybill) includes the following steps:

[0088] Step S333121: When the delivery time of the i-th historical waybill is less than or equal to 70 minutes (the waybill is defined as a short-distance waybill):

[0089] The current cumulative working hours score is equal to the ratio of the current cumulative working hours to the maximum working hours limit;

[0090] The current cumulative score is equal to 1 minus the ratio of the current cumulative score to the maximum number of trips.

[0091] The score for the current remaining number of trips is equal to 1 minus the ratio of the current remaining number of trips to the maximum number of trips.

[0092] That is, when the i-th historical waybill is a short-distance waybill, the first candidate vehicle with the longest current cumulative working hours, the fewest current cumulative trips, and the fewest current remaining trips is selected first.

[0093] Step S333122: When the delivery time of the i-th historical waybill is greater than 70 minutes and less than 140 minutes (define this waybill as a normal waybill):

[0094] The current cumulative working hours score is equal to the ratio of the current cumulative working hours to the maximum working hours limit;

[0095] The current cumulative score is equal to the ratio of the current cumulative score to the maximum number of trips.

[0096] The score for the current remaining number of trips is equal to 1 minus the ratio of the current remaining number of trips to the maximum number of trips.

[0097] That is, when the i-th historical waybill is a regular waybill, the first candidate vehicle with the longest current cumulative working hours, the most current cumulative trips, and the fewest remaining trips is selected first.

[0098] Step S333123: When the delivery time of the i-th historical waybill is greater than or equal to 140 minutes (the waybill is defined as a long-distance waybill):

[0099] The current cumulative working hours score is equal to 1 minus the ratio of the current cumulative working hours to the maximum working hours.

[0100] The current cumulative score is equal to the ratio of the current cumulative score to the maximum number of trips.

[0101] The score for the current remaining number of trips is equal to the ratio of the current remaining number of trips to the maximum number of trips.

[0102] That is, when the i-th historical waybill is a long-distance waybill, the first candidate vehicle with the shortest current cumulative working hours, the most current cumulative trips, and the most remaining trips is selected first.

[0103] As can be seen from steps S3331 and S3332, the simulation and result output steps of this implementation method adopt a scoring mechanism. The first candidate vehicle is scored according to the current cumulative working hours, current cumulative number of trips, current remaining number of trips, and the delivery time of the i-th historical waybill. The first candidate vehicle with the highest score is selected as the carrier vehicle for the i-th historical waybill. This setting is conducive to further improving the utilization efficiency of vehicles.

[0104] In one possible implementation, the preset vehicle scheduling parameters include a maximum vehicle number E. For details, please refer to... Figure 8 As shown, step S33 (obtaining the carrier vehicle for the i-th historical waybill based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters) also includes the following steps:

[0105] Step S334: When the number of first candidate vehicles in the first candidate vehicle set is less than or equal to zero, obtain the number of currently dispatched vehicles based on the current data of the vehicle queue data, and determine whether the number of currently dispatched vehicles is less than the upper limit of the number of vehicles E.

[0106] Step S335: When the number of currently dispatched vehicles is less than the upper limit E of the number of vehicles, select one vehicle from the current undispatched vehicle queue as the carrier vehicle for the i-th historical waybill based on the current data of the vehicle queue.

[0107] That is, step S335 means that when a first candidate vehicle that meets all three conditions (condition 1, condition 2, and condition 3) cannot be selected from the current dispatched vehicle queue, if the mixing plant still has undispatched vehicles at this time, a vehicle is directly selected from the undispatched vehicle queue as the carrier vehicle for the i-th historical waybill.

[0108] Specifically, please refer to Figure 8 As shown, when a first candidate vehicle that meets conditions 1, 2, and 3 simultaneously cannot be selected from the current dispatched vehicle queue, and there are no undispatched vehicles in the mixing plant, it is considered that the current period is a peak time for vehicle dispatching, and the delivery strategy needs to be changed. The new delivery strategy includes: reselecting a second candidate vehicle set from the current dispatched vehicle queue, and selecting the carrier vehicle of the i-th historical waybill from the second candidate vehicle set; that is, executing the following steps S336 to S337.

[0109] Step S336: When the number of currently dispatched vehicles is greater than or equal to the upper limit of the number of vehicles E, obtain the second candidate vehicle set for the i-th historical waybill based on the vehicle data of each vehicle in the current dispatched vehicle queue; wherein, the second candidate vehicle set is a set of second candidate vehicles.

[0110] Step S337: When the number of second candidate vehicles in the second candidate vehicle set is greater than zero, select one second candidate vehicle in the second candidate vehicle set as the carrier vehicle for the i-th historical waybill.

[0111] In one possible implementation, the preset vehicle scheduling parameters include a first preset duration △T1 and a second preset duration △T2.

[0112] Specifically, please refer to Figure 9 As shown, step S336 (when the number of currently dispatched vehicles is greater than or equal to the upper limit E of the number of vehicles, obtain the second candidate vehicle set for the i-th historical waybill based on the vehicle data of each vehicle in the currently dispatched vehicle queue) includes the following steps:

[0113] Step S3361: Based on the vehicle data of each vehicle in the current dispatched vehicle queue, obtain the current vehicle end time, current cumulative number of trips, and current cumulative working hours for each vehicle.

[0114] Step S3362: Determine the second candidate vehicle set based on the current cumulative number of trips, current cumulative working hours, and current vehicle end time for each vehicle, the waybill creation time and waybill end time of the i-th historical waybill, and the preset vehicle scheduling parameters.

[0115] Specifically, in step S3362, the current vehicle end time, current cumulative number of trips and current cumulative working hours of each vehicle in the current dispatched vehicle queue are traversed. When a vehicle in the current dispatched vehicle queue simultaneously meets condition 4, condition 2 and condition 3 above, the vehicle is determined as the second candidate vehicle, that is, the vehicle is added to the second candidate vehicle set.

[0116] Specifically, Condition 4: -△T1 < current vehicle end time - i-th historical waybill creation time < △T2; Condition 1: and current cumulative number of trips < trip limit; Condition 2: (current cumulative working hours + i-th historical waybill's waybill consumption time) < working hour limit.

[0117] Specifically, the first preset duration △T1 is not greater than the shortest stay time within the station.

[0118] Optionally, the first preset duration △T1 is 15 minutes, the second preset duration △T2 is 30 minutes, and the shortest stay time in the station is 20 minutes.

[0119] Condition 4 above is a relaxed version of condition 1, allowing vehicles that cannot be included in the first candidate vehicle set to be included in the second candidate vehicle set. In practical applications, this means that dispatched vehicles that are currently at the station and whose station dwell time is less than the minimum station dwell time are selected into the second candidate vehicle set, as are dispatched vehicles that are currently en route and about to return to the station.

[0120] Specifically, please refer to Figure 9 As shown, step S337 (when the number of second candidate vehicles in the second candidate vehicle set is greater than zero, select a second candidate vehicle in the second candidate vehicle set as the carrier vehicle of the i-th historical waybill) includes step S3371: when the number of second candidate vehicles in the second candidate vehicle set is greater than zero, based on the current vehicle end time of each second candidate vehicle in the second candidate vehicle set, determine the second candidate vehicle with the earliest current vehicle end time as the carrier vehicle of the i-th historical waybill.

[0121] After step S337, the new shipping strategy also includes advancing or postponing the i-th historical shipment; that is, executing step S338.

[0122] Specifically, please refer to Figure 8 As shown, after step S337, step S33 (obtain the carrier vehicle of the i-th historical waybill based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters) also includes step S338: reset the waybill creation time and waybill end time of the i-th historical waybill based on the current vehicle end time of the carrier vehicle, so that the i-th historical waybill can be shipped earlier or later.

[0123] Specifically, the reset waybill creation time is equal to the sum of the current vehicle end time of the carrier and the third preset duration, and the reset waybill end time is equal to the sum of the reset waybill creation time and the waybill consumption time of the i-th historical waybill.

[0124] Among them, the preset vehicle dispatching parameters include a third preset duration.

[0125] The new shipping strategy for dealing with peak periods, consisting of steps S336, S337, and S338, enables the early or delayed delivery of historical waybills, which helps reduce the actual number of vehicles required and improve vehicle utilization efficiency.

[0126] In practice, there may be more than one historical waybill during peak hours. Some of these historical waybills will be shipped in advance, while others will be shipped later. This will help to disperse the multiple historical waybills that are concentrated during peak hours and thus smooth out the peak period.

[0127] Optionally, the third preset duration is two minutes.

[0128] This application optimizes vehicle utilization by using simulations to reduce vehicle dwell time at stations and modify delivery strategies for some historical waybills during peak hours, based on historical shipping data such as shipment volume, transportation distance, and vehicle delivery records (carrier information). Station managers can assess vehicle demand gaps based on simulation results, thereby reducing vehicle purchase and maintenance costs and improving operational management.

[0129] In one possible implementation, please refer to Figure 10 As shown, after step S336 (when the number of currently dispatched vehicles is greater than or equal to the upper limit of the number of vehicles E, obtain the second candidate vehicle set of the i-th historical waybill based on the vehicle data of each vehicle in the currently dispatched vehicle queue), step S3 (based on the initial data of the vehicle queue data, the waybill data of N historical waybills, and the preset vehicle scheduling parameters, simulate and deduce the vehicle scheduling scenario to select carrier vehicles for N historical waybills respectively; and output the simulation result data) also includes step S36: when the number of second candidate vehicles in the second candidate vehicle set is less than or equal to zero, generate simulation result data based on the current data of the vehicle queue data.

[0130] In step 36, if no vehicle that simultaneously meets conditions 4, 2, and 3 can be selected from the current dispatched vehicle queue, the simulation reordering of the i-th historical waybill is considered to have failed, and the simulation deduction of the N historical waybills in the above preset time period ends. Based on the current data of the vehicle queue data, the simulation result data of the N historical waybills in the preset time period is generated.

[0131] In one possible implementation, please refer to Figure 11 It can be seen that step S33 (obtain the carrier vehicle of the i-th historical waybill based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters) includes step S339: when i equals 1, select one vehicle from the vehicle queue as the carrier vehicle of the i-th historical waybill based on the initial data of the vehicle queue data.

[0132] In one possible implementation, please refer to Figure 12 As shown, step S3 (based on the initial data of the vehicle queue, the waybill data of N historical waybills, and the preset vehicle scheduling parameters, simulates and deduces the vehicle scheduling scenario to select carrier vehicles for each of the N historical waybills; and outputs the simulation result data) also includes the following steps:

[0133] Step S34: Based on the vehicle data of the carrier vehicle carrying the i-th historical waybill, update the current data of the vehicle queue data and generate the i-th updated vehicle queue data.

[0134] Specifically, updating the current data in the vehicle queue can be updating the vehicle's status information or updating the vehicle's transport information. The transport information includes the waybill creation time and waybill end time for each trip undertaken by the vehicle, the number of trips, working hours, and vehicle end time.

[0135] Step S35: When i equals N, generate simulation result data based on the vehicle queue data updated in the i-th time.

[0136] Step S35 indicates that all N historical waybills for the day have been simulated and rearranged.

[0137] In one possible implementation, please combine Figure 12 and Figure 13 As shown, step S3 (based on the initial data of the vehicle queue, the waybill data of N historical waybills, and the preset vehicle scheduling parameters, simulates and deduces the vehicle scheduling scenario to select carrier vehicles for each of the N historical waybills; and outputs the simulation result data) also includes the following steps:

[0138] Step S031: When i is less than N, obtain the waybill data of the (i+1)th historical waybill.

[0139] Step S032: Obtain the vehicle queue data updated for the i-th time.

[0140] Step S033: Based on the vehicle queue data updated for the i-th time, the waybill data of the (i+1)-th historical waybill, and the preset vehicle scheduling parameters, obtain the carrier vehicle of the (i+1)-th historical waybill.

[0141] Step S034: Based on the vehicle data of the carrier vehicle carrying the (i+1)th historical waybill, update the current data of the vehicle queue data and generate the (i+1)th updated vehicle queue data.

[0142] Step S035: When i+1 equals N, generate simulation result data based on the vehicle queue data updated in the (i+1)th time.

[0143] In one possible implementation, the parameter Figure 14 As shown, step S1 (obtaining initial data for vehicle queue data) includes the following steps:

[0144] Step S11: Obtain the maximum number of vehicles E.

[0145] Step S12: Initialize the vehicle queue data according to the upper limit of the number of vehicles E to obtain the initial data of the vehicle queue data; wherein, the number of vehicles in the vehicle queue is equal to the upper limit of the number of vehicles E.

[0146] In step S11, the maximum number of vehicles E can be customized by the station's vehicle management personnel according to their actual needs. Specific details are as follows:

[0147] In one possible implementation, when the station vehicle management personnel want to know whether there is room for reduction in the total number of vehicles F actually carried on a certain day (a certain preset historical time period), they can set an upper limit E for the number of vehicles based on the total number of vehicles F actually carried.

[0148] Specifically, in the evaluation method provided by this implementation, the preset vehicle scheduling parameters also include the total number of actual vehicles F and the target reduction ratio k of the number of vehicles within the preset historical time period; wherein, the upper limit of the number of vehicles E is less than the total number of actual vehicles F, and the target reduction ratio k of the number of vehicles takes the value of 10%, 20%, etc.

[0149] Specifically, such as Figure 15 As shown, step S11 (obtaining the upper limit of the number of vehicles E) includes step S111: calculating the upper limit of the number of vehicles E based on the total number of actual vehicles F and the target reduction ratio k of the number of vehicles within a preset historical time period.

[0150] Where E = [F*(1-k)], that is, the product of 1 and the target reduction ratio k of the number of vehicles and the actual total number of vehicles F is rounded down to get the upper limit of the number of vehicles E.

[0151] Optionally, for example, if the total number of actual transport vehicles in the preset historical time period is F = 100 and the target reduction ratio of the number of vehicles is k = 10%, the upper limit of the number of vehicles is calculated as E = [F*(1-k)] according to the above formula E = [F*(1-k)], that is, when rearranging N historical waybills in the preset historical time period, the number of vehicles in the vehicle queue is 90, that is, a maximum of 90 vehicles can be used during the simulation rearrangement.

[0152] In this implementation, the total number of actual transport vehicles F within a preset historical time period is reduced, and the upper limit E of the reduced number of vehicles is used as the number of vehicles in the vehicle queue. The N historical waybills within the preset historical time period are then simulated and rearranged. When the simulation results show that all N historical waybills are successfully rearranged, it indicates that the total number of actual transport vehicles F within that preset historical time period is excessive, resulting in low vehicle utilization efficiency and room for optimization.

[0153] In another possible implementation, when the station vehicle management personnel want to know whether there is room for reduction in the total number D of vehicles currently in operation at the station, they can set an upper limit E for the number of vehicles based on the total number D, and then simulate and rearrange the historical delivery information for M different preset historical time periods based on the upper limit E.

[0154] Specifically, in the evaluation method provided by this implementation, the preset vehicle scheduling parameters also include the total number D of the operating vehicles put into operation at the aforementioned preset stations.

[0155] Traverse M preset historical time periods to obtain N historical waybills corresponding to each preset historical time period; perform the above steps S1 to S3 on the N historical waybills corresponding to each preset historical time period to obtain M simulation result data; wherein, the M simulation result data correspond one-to-one with the M preset historical time periods; the M simulation result data are used to evaluate the vehicle utilization efficiency of the operating vehicles (total number of vehicles is D) at the preset stations.

[0156] It is easy to understand that the number of historical orders N for each preset historical time period can be the same or different.

[0157] Specifically, such as Figure 16 As shown, step S11 (obtaining the upper limit of the number of vehicles E) includes step S112: calculating the upper limit of the number of vehicles E based on the total number of operating vehicles D put into operation at the preset site and the target reduction ratio k of the number of vehicles.

[0158] Where E = [D*(1-k)], that is, the product of the difference between 1 and the target reduction ratio k of the number of vehicles and the total number of vehicles D is rounded down to get the upper limit of the number of vehicles E.

[0159] In practical implementation, assuming the current total number of vehicles operating at a pre-set station is D = 100, the station's vehicle management personnel want to know whether reducing the total number of vehicles by 20% can meet the station's daily needs. In this case, a target reduction ratio of k = 20% is set. Using the formula E = [D*(1-k)], the upper limit for the number of vehicles is calculated to be E = 80. Assuming the station's vehicle management personnel perform simulated rearrangement of historical orders from the past 100 days (M pre-set historical time periods) (M = 100, one pre-set historical time period is one day), obtaining 100 simulation result data points, and statistical analysis of these 100 simulation result data shows that historical orders from the past 90 days can all be successfully rearranged, i.e., a 90% simulation rearrangement success rate. Therefore, based on this 90% success rate, the station's vehicle management personnel can evaluate whether there is a surplus of the current 100 operating vehicles at the station.

[0160] According to a second aspect of this application, this application provides a vehicle utilization efficiency evaluation system 1000.

[0161] Specifically, Figure 17 The diagram shows a possible implementation of the evaluation system 1000 provided in this application. The evaluation system 1000 includes an acquisition module 100 and a simulation and result output module 200; the acquisition module 100 includes a first acquisition module 101 and a second acquisition module 102.

[0162] The first acquisition module 101 is used to perform the above step S1 (acquiring the initial data of the vehicle queue data).

[0163] Specifically, the vehicle queue data includes vehicle data for each vehicle in the queue. This vehicle data includes the vehicle's identity information, status information, and transport information. The status information indicates whether the vehicle belongs to the dispatched vehicle queue or the undispatched vehicle queue. It's easy to understand that the number of vehicles in the queue equals the sum of the number of vehicles in the dispatched vehicle queue and the number of vehicles in the undispatched vehicle queue; initially, the number of vehicles in the dispatched vehicle queue is zero, and the number of vehicles in the undispatched vehicle queue is equal to the number of vehicles in the queue.

[0164] The second acquisition module 102 is used to perform the above step S2 (acquire the waybill data of N historical waybills within a preset historical time period).

[0165] Specifically, the data for each historical waybill includes the waybill creation time and the waybill end time. The waybill creation time is the start time when the carrier vehicle of the historical waybill is occupied, and the waybill end time is the start time when the carrier vehicle completes the historical waybill and returns to the preset station to wait for work.

[0166] Optionally, historical waybills are also known as shipping orders, and the waybill data of historical waybills may also include information such as shipment volume and transportation distance.

[0167] Optionally, the preset historical time period can be a specific day; the preset site can be a mixing plant.

[0168] In practice, once a historical waybill is created, the vehicle associated with that waybill is used, and the vehicle immediately enters the workflow. During the concrete production process, the vehicle sequentially picks up materials, departs from the pre-set station, goes to the construction site, unloads, and returns to the pre-set station.

[0169] The simulation and result output module 200 is used to execute the above step S3 (simulation and result output step: based on the initial data of the vehicle queue data, the waybill data of N historical waybills and the preset vehicle scheduling parameters, simulate the vehicle scheduling scenario to select carrier vehicles for each of the N historical waybills; and output the simulation result data).

[0170] Specifically, the simulation results are used to evaluate vehicle utilization efficiency within a preset historical time period.

[0171] In practice, the simulation results data may include: the simulated rearrangement results of the carriers for each historical waybill, whether the simulated rearrangement of the carriers for each historical waybill has been completed, the total number H of simulated carriers after simulating the rearrangement of all carriers for N historical waybills, and simulated shipping information such as working hours, station dwell time, number of trips, shipment volume, and transportation distance for each vehicle. The output format of the simulation results data can be either listing any one of the above simulated shipping information or comparing any one of the above simulated shipping information with the corresponding historical shipping information.

[0172] The evaluation system 1000 provided in this implementation simulates and extrapolates vehicle scheduling scenarios based on historical shipping information (N historical waybills within a preset historical time period) and preset vehicle scheduling parameters, thereby rearranging the carrier vehicles of the N historical waybills. The simulation results are used to evaluate the vehicle utilization efficiency within the preset historical time period.

[0173] The aforementioned evaluation methods and evaluation system 1000 are mainly applied to terminal electronic devices such as computers, mobile phones, tablets, and LED screens to evaluate the utilization efficiency of vehicles.

[0174] As a third aspect of this application, this application also provides an electronic device including the evaluation system 1000 described above.

[0175] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0176] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0177] It should also be noted that in the apparatus, equipment, and methods of this application, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions of this application.

[0178] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be carried out within the widest scope consistent with the principles and novel features of the invention herein.

[0179] The above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Any modifications or equivalent substitutions made within the spirit and principles of the present application shall be included within the protection scope of the present application.

Claims

1. A method for evaluating vehicle utilization efficiency, characterized in that, include: The initial data of the vehicle queue is obtained; wherein, the vehicle queue data includes the vehicle data of each vehicle in the vehicle queue, the vehicle data includes the vehicle's identity information, status information and transportation information, the status information includes whether the vehicle belongs to the dispatched vehicle queue or the vehicle belongs to the undispatched vehicle queue, and the transportation information includes the number of trips, working hours and vehicle end time. Obtain waybill data for N historical waybills within a preset historical time period; wherein, the waybill data for each historical waybill includes waybill creation time, waybill end time, shipment volume, and transportation distance, wherein the waybill creation time is the start time when the carrier vehicle for the historical waybill is occupied, and the waybill end time is the start time when the carrier vehicle returns to the preset station to await work after completing the historical waybill; and Simulation is performed based on the initial data of the vehicle queue data, the order data of the N historical waybills, and the preset vehicle scheduling parameters. Carrier vehicles are selected for the N historical waybills respectively, and simulation result data is output. The simulation results are used to evaluate vehicle utilization efficiency within the preset historical time period; the preset vehicle scheduling parameters include the shortest station dwell time, the maximum number of trips, and the maximum working hours. The simulation result data includes: the simulation rearrangement result of the carrier vehicles for each historical waybill, whether the simulation rearrangement of the carrier vehicles for each historical waybill has been completed, the total number H of simulated carrier vehicles after simulating the rearrangement of all carrier vehicles for N historical waybills, and the simulation shipping information of each vehicle, including working hours, station dwell time, number of trips, shipment volume, and transportation distance; the output format of the simulation result data includes: listing any one of the simulated shipping information, or comparing any one of the simulated shipping information with the corresponding historical shipping information.

2. The evaluation method according to claim 1, characterized in that, The N historical waybills are N historical waybills arranged in chronological order according to their creation time; The process involves simulating the process based on the initial data of the vehicle queue, the waybill data of the N historical waybills, and preset vehicle scheduling parameters. This simulation selects vehicles for each of the N historical waybills and outputs simulation results, including: According to the order of the creation time of the waybills, select the i-th historical waybill from the N historical waybills and obtain the waybill data of the i-th historical waybill; Obtain the current data of the vehicle queue; and Based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters, the carrier vehicle of the i-th historical waybill is obtained.

3. The evaluation method according to claim 2, characterized in that, The step of obtaining the carrier vehicle for the i-th historical waybill based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters includes: When i is not equal to 1, obtain the vehicle data of each vehicle in the currently dispatched vehicle queue based on the current data of the vehicle queue data. Based on the vehicle data of each vehicle in the currently dispatched vehicle queue, obtain the first candidate vehicle set for the i-th historical waybill; wherein, the first candidate vehicle set is a set of first candidate vehicles; and When the number of first candidate vehicles in the first candidate vehicle set is greater than zero, a first candidate vehicle is selected from the first candidate vehicle set as the carrier vehicle for the i-th historical waybill.

4. The evaluation method according to claim 3, characterized in that, The step of obtaining the first candidate vehicle set for the i-th historical waybill based on the vehicle data of each vehicle in the currently dispatched vehicle queue includes: Based on the vehicle data of each vehicle in the currently dispatched vehicle queue, obtain the current cumulative number of trips, current cumulative working hours, and current vehicle end time for each vehicle; wherein, the current cumulative number of trips is the cumulative number of trips undertaken by the vehicle up to the most recent trip; the current cumulative working hours is the time interval between the creation time of the waybill for the vehicle's first trip and the end time of the waybill for the most recent trip; the current vehicle end time is taken from the end time of the waybill for the vehicle's most recent trip; and The first candidate vehicle set is determined based on the current cumulative number of trips, the current cumulative working hours, and the current vehicle end time for each vehicle, the waybill creation time and waybill end time of the i-th historical waybill, and the minimum station dwell time, the maximum number of trips, and the maximum working hours in the preset vehicle scheduling parameters.

5. The evaluation method according to claim 4, characterized in that, When the number of first candidate vehicles in the first candidate vehicle set is greater than zero, selecting one first candidate vehicle from the first candidate vehicle set as the carrier vehicle for the i-th historical waybill includes: Based on the current cumulative working hours, current cumulative number of trips, and current remaining number of trips for each first candidate vehicle in the first candidate vehicle set, a priority score is calculated for each first candidate vehicle; wherein the current remaining number of trips is equal to the difference between the maximum number of trips and the current cumulative number of trips; and The first candidate vehicle with the highest priority score in the first candidate vehicle set is determined as the carrier vehicle for the i-th historical waybill.

6. The evaluation method according to claim 4, characterized in that, The preset vehicle dispatching parameters include an upper limit on the number of vehicles; The step of obtaining the carrier vehicle for the i-th historical waybill based on the waybill data of the i-th historical waybill, the current data of the vehicle queue data, and the preset vehicle scheduling parameters further includes: When the number of first candidate vehicles in the first candidate vehicle set is less than or equal to zero, the number of currently dispatched vehicles is obtained based on the current data of the vehicle queue data, and it is determined whether the number of currently dispatched vehicles is less than the upper limit of the number of vehicles. When the number of currently dispatched vehicles is greater than or equal to the upper limit of the number of vehicles, the second candidate vehicle set for the i-th historical waybill is obtained based on the vehicle data of each vehicle in the currently dispatched vehicle queue; wherein, the second candidate vehicle set is a set of second candidate vehicles; and When the number of second candidate vehicles in the second candidate vehicle set is greater than zero, select one second candidate vehicle from the second candidate vehicle set as the carrier vehicle for the i-th historical waybill.

7. The evaluation method according to claim 6, characterized in that: When the number of currently dispatched vehicles is greater than or equal to the upper limit of the number of vehicles, the second candidate vehicle set for the i-th historical waybill is obtained based on the vehicle data of each vehicle in the currently dispatched vehicle queue, including: Based on the vehicle data of each vehicle in the currently dispatched vehicle queue, obtain the current vehicle end time, current cumulative number of trips, and current cumulative working hours for each vehicle; and The second candidate vehicle set is determined based on the current cumulative number of trips, the current cumulative working hours, and the current vehicle end time for each vehicle, the waybill creation time and waybill end time of the i-th historical waybill, and the preset vehicle scheduling parameters.

8. The evaluation method according to claim 7, characterized in that, When the number of second candidate vehicles in the second candidate vehicle set is greater than zero, selecting one second candidate vehicle from the second candidate vehicle set as the carrier vehicle for the i-th historical waybill includes: When the number of second candidate vehicles in the second candidate vehicle set is greater than zero, the second candidate vehicle with the earliest current vehicle end time is determined as the carrier vehicle of the i-th historical waybill based on the current vehicle end time of each second candidate vehicle.

9. A system for evaluating vehicle utilization efficiency, characterized in that, include: The first acquisition module is used to acquire initial data of vehicle queue data; wherein, the vehicle queue data includes vehicle data of each vehicle in the vehicle queue, the vehicle data includes vehicle identity information, status information and transportation information, the status information includes whether the vehicle belongs to the dispatched vehicle queue or the vehicle belongs to the undispatched vehicle queue, and the transportation information includes the number of trips, working hours and vehicle end time. The second acquisition module is used to acquire waybill data for N historical waybills within a preset historical time period; wherein, the waybill data for each historical waybill includes waybill creation time, waybill end time, shipment volume, and transportation distance, wherein the waybill creation time is the start time when the carrier vehicle of the historical waybill is occupied, and the waybill end time is the start time when the carrier vehicle returns to the preset station to wait for work after completing the historical waybill; and The simulation and result output module is used to perform simulation based on the initial data of the vehicle queue data, the waybill data of the N historical waybills, and preset vehicle scheduling parameters, to select carrier vehicles for the N historical waybills respectively, and output simulation result data; wherein, the simulation result data is used to evaluate the vehicle utilization efficiency within the preset historical time period; the preset vehicle scheduling parameters include the shortest station dwell time, the maximum number of trips, and the maximum working hours. The simulation result data includes: the simulation rearrangement result of the carrier vehicles for each historical waybill, whether the simulation rearrangement of the carrier vehicles for each historical waybill has been completed, the total number H of simulated carrier vehicles after simulating the rearrangement of all carrier vehicles for N historical waybills, and the simulation shipping information of each vehicle, including working hours, station dwell time, number of trips, shipment volume, and transportation distance; the output format of the simulation result data includes: listing any one of the simulated shipping information, or comparing any one of the simulated shipping information with the corresponding historical shipping information.

10. An electronic device, characterized in that, The system includes the vehicle utilization efficiency evaluation system as described in claim 9.

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