Logistics route planning method, device and equipment and storage medium

Abstract

The application discloses a logistics line planning method, device and equipment and a storage medium. The method comprises the following steps: obtaining a target transportation line in a plurality of transportation lines according to historical transportation data of each transportation line; determining a second transportation line corresponding to the target transportation line and a transportation cost of the second transportation line according to historical cargo weight, historical transportation cost and a target flow direction; and determining a final target transportation line according to the historical transportation cost of the target transportation line and the transportation cost of the corresponding second transportation line. According to the embodiment of the application, the target transportation line is selected according to the transportation distance, historical departure date and departure time of the transportation line, and invalid transportation lines are filtered, so that the calculation efficiency is improved while ensuring the accuracy of subsequent searching for the second transportation line and cost calculation. In addition, the flow direction, cargo weight and cost are comprehensively considered, so that the second transportation line that is more in line with the demand is obtained, and the accuracy of line planning is further improved.

Description

Technical Field

[0001] This invention relates to the field of logistics and transportation technology, and specifically to a logistics route planning method, apparatus, equipment, and storage medium. Background Technology

[0002] With China's rapid economic development, people's demand for express delivery is increasing, and competition in the logistics industry is gradually intensifying. Cost reduction and efficiency improvement have become industry consensus. For logistics companies, facing freight demand, it is necessary to choose the most reasonable transportation solution among different modes of transportation, taking into account timeliness requirements, transportation costs, and strategic considerations.

[0003] Taking "land transport to air transport" as an example, land transport costs are determined by the number of transport vehicles and the number of transport flights, while air transport costs are determined by the weight of the transported goods. If, during actual shipment, some routes have a small number of tickets loaded, making the land transport cost higher than the air transport cost, then these land transport tickets can be transferred to air transport to save costs.

[0004] However, existing transportation route switching methods mainly rely on manual route switching between different transportation modes. Since route switching considers switching all transportation routes, the amount of data processing is large, resulting in low switching efficiency. Furthermore, the existence of invalid transportation routes that cannot be switched leads to a high error rate in route switching. In addition, existing transportation route switching methods mainly consider the transportation costs between different transportation modes, which further increases the error rate. Summary of the Invention

[0005] This invention provides a logistics route planning method, apparatus, equipment, and storage medium to improve the accuracy of switching between different modes of transportation.

[0006] On one hand, embodiments of the present invention provide a logistics route planning method, the method comprising:

[0007] Acquire multiple transportation routes and historical transportation data for each of the transportation routes; the historical transportation data includes the historical transportation dates, transportation times, historical cargo weights, and historical transportation costs of the transportation vehicles on each of the transportation routes, as well as the target flow direction and transportation distance of each of the transportation routes;

[0008] Based on the historical transport dates and times of the transport vehicles on each transport route, as well as the transport distance of each transport route, the target transport route among the multiple transport routes is determined;

[0009] Based on the historical cargo weight and historical transportation cost of the vehicles on each target transportation route, as well as the target flow direction of each target transportation route, a second transportation route corresponding to each target transportation route is determined, along with the transportation cost of the vehicles on the second transportation route; the target flow direction of the second transportation route matches the target flow direction of the corresponding target transportation route.

[0010] For each target transportation route, the final transportation route for that target transportation route is determined based on the historical transportation costs of the transportation vehicles on the target transportation route corresponding to that target transportation route and the transportation costs of the transportation vehicles on the second transportation route corresponding to that target transportation route.

[0011] In some embodiments of the present invention, determining the target transportation route among the plurality of transportation routes based on the historical transportation dates and times of the transportation vehicles on each transportation route, and the transportation distance of each transportation route includes:

[0012] Based on the transportation distance and distance threshold of each of the transportation routes, candidate target transportation routes are determined among the multiple transportation routes;

[0013] For candidate target transportation routes corresponding to the same target flow, each candidate target transportation route is grouped according to the historical transportation date of the transportation vehicles on each candidate target transportation route to obtain at least one set of candidate target transportation routes; the transportation vehicles on each candidate target transportation route in the set of candidate target transportation routes have the same historical transportation date;

[0014] For each set of candidate target transportation routes, the candidate target transportation route with the latest transportation time of the transportation vehicles on each candidate target transportation route in the set is filtered to obtain a filtered set of candidate target transportation routes.

[0015] The candidate target transportation routes in the filtered candidate target transportation route set are set as target transportation routes.

[0016] In some embodiments of the present invention, determining the second transportation line corresponding to each target transportation line based on the historical cargo weight, historical transportation cost, and target flow direction of each target transportation line, and the transportation cost of the transportation vehicles on the second transportation line includes:

[0017] Based on the target flow direction of each target transportation route, obtain the initial second transportation route corresponding to each target transportation route;

[0018] Based on the historical cargo weight of the transport vehicles on each target transport route, candidate second transport routes corresponding to each target transport route are selected from the second initial transport routes corresponding to each target transport route; the total load-bearing weight of the transport vehicles on the candidate second transport routes corresponding to each target transport route is greater than the historical cargo weight of the transport vehicles on each target transport route.

[0019] Based on the total load-bearing weight of the transport vehicles on the candidate second transport routes corresponding to each target transport route and the weight unit price coefficient of the candidate second transport routes corresponding to each target transport route, the transport cost of the transport vehicles on the candidate second transport routes corresponding to each target transport route is determined.

[0020] Based on the transportation costs of the vehicles on the candidate second transportation routes corresponding to each target transportation route and the historical transportation costs of the vehicles on each target transportation route, the second transportation route corresponding to the target transportation route and the transportation costs of the vehicles on the second transportation route are determined.

[0021] In some embodiments of the present invention, selecting candidate second transportation routes corresponding to each target transportation route from the second initial transportation routes corresponding to each target transportation route based on the historical cargo weight of the transportation vehicles on each target transportation route includes:

[0022] Obtain the total load-bearing capacity of the vehicles on the initial second transportation route corresponding to each of the target transportation routes;

[0023] For each target transport route, the total load-bearing capacity of the transport vehicles on the initial second transport route corresponding to the target transport route is compared with the historical cargo weight of the transport vehicles on the target transport route.

[0024] Based on the comparison results, candidate second transportation routes corresponding to the target transportation route are selected from the initial second transportation routes corresponding to the target transportation route.

[0025] In some embodiments of the present invention, the step of selecting a candidate second transportation route corresponding to the target transportation route from the initial second transportation routes corresponding to the target transportation route based on the comparison results includes:

[0026] Based on the comparison results, an initial second transport route is selected that can carry a total weight greater than or equal to the historical cargo weight of the transport vehicles on the target transport route. The selected initial second transport route that can carry a total weight greater than or equal to the historical cargo weight of the transport vehicles on the target transport route is set as the initial candidate second transport route.

[0027] The latest transportation time from the originating transit hub corresponding to the originating station of the initial candidate second transportation route to the originating station, the second transportation time of the initial candidate second transportation route, the first transportation time of the target transportation route, and the arrival time from the target originating station of the target transportation route to the originating transit hub are obtained.

[0028] The initial candidate second transportation route that has a second transportation time greater than or equal to the first transportation time and the latest transportation time greater than the arrival time is set as the candidate second transportation route of the target transportation route.

[0029] In some embodiments of the present invention, after determining the final transportation route for each target transportation route based on the historical transportation costs of the transportation vehicles on the target transportation route corresponding to the target transportation route and the transportation costs of the transportation vehicles on the second transportation route corresponding to the target transportation route, the method includes:

[0030] If the final transportation route is the second transportation route, then obtain the transportation start date of the final transportation route;

[0031] Starting from the transportation start date, obtain the actual cargo increment and the actual transportation cost of the actual cargo increment for the final transportation route, and determine whether to replan the final transportation route based on the actual transportation cost.

[0032] In some embodiments of the present invention, the number of transport vehicles on the target transport route corresponding to the final transport route, the historical cargo weight of each transport vehicle, and the switching time of the target transport route corresponding to the final transport route are obtained.

[0033] Based on the switching time of the target transportation route corresponding to the final transportation route, select the target transportation route whose switching time is within a preset time period from the target transportation routes corresponding to the final transportation route, and set the selected target transportation route whose switching time is within the preset time period as the switching transportation route corresponding to the final transportation route.

[0034] For each switching transportation route, the predicted transportation cost of the switching transportation route is obtained based on the number of transportation vehicles on the switching transportation route, the historical cargo weight of each transportation vehicle, the switching time of the switching transportation route, and the actual cargo increase of the final transportation route within a preset time period.

[0035] Based on the cost difference between the actual transportation cost of the final transportation route and the sum of the predicted transportation costs of the corresponding switching transportation routes, it is determined whether the final transportation route should be replanned.

[0036] In some embodiments of the present invention, the step of obtaining the predicted transportation cost of the switched transportation route based on the number of transport vehicles on the switched transportation route, the historical cargo weight of each transport vehicle, the switching time of the switched transportation route, and the actual cargo increase of the final transportation route within a preset time period includes:

[0037] The number of days for switching the transportation route is obtained based on the switching time of the switching route.

[0038] The weighting parameters of the switching transportation route are obtained based on the number of transportation vehicles on the switching route, the historical cargo weight of each transportation vehicle, and the number of switching days of the switching transportation route.

[0039] Based on the weight parameters of the switched transport route and the actual cargo increase of the final transport route within a preset time period, the predicted load weight of each transport vehicle on the switched route is obtained.

[0040] The predicted transportation cost of the switching transportation route is obtained based on the predicted load weight of each vehicle on the switching transportation route.

[0041] On the other hand, embodiments of the present invention provide a logistics route planning device, the logistics route planning device comprising:

[0042] The acquisition module is used to acquire multiple transportation routes and historical transportation data for each of the transportation routes; the historical transportation data includes the historical transportation dates, transportation times, historical cargo weights, and historical transportation costs of the transportation vehicles on each of the transportation routes, as well as the target flow direction and transportation distance of each of the transportation routes;

[0043] The route filtering module is used to determine the target transportation route among the multiple transportation routes based on the historical transportation dates and times of the transportation vehicles on each transportation route, as well as the transportation distance of each transportation route.

[0044] The cost determination module is used to determine the second transportation line corresponding to each target transportation line and the transportation cost of the transportation vehicles on the second transportation line based on the historical cargo weight and historical transportation cost of the transportation vehicles on each transportation line and the target flow direction of each target transportation line; the target flow direction of the second transportation line matches the target flow direction of the corresponding target transportation line.

[0045] The route determination module is used to determine the final transportation route for each target transportation route based on the historical transportation cost of the transportation vehicles on the target transportation route corresponding to the target transportation route and the transportation cost of the transportation vehicles on the second transportation route corresponding to the target transportation route.

[0046] On the other hand, embodiments of the present invention provide a logistics route planning device, including a memory and a processor; the memory stores an application program, and the processor is used to run the application program in the memory to perform the operations in the logistics route planning method.

[0047] On the other hand, embodiments of the present invention provide a storage medium storing a plurality of instructions adapted for loading by a processor to execute the steps in the logistics route planning method.

[0048] This invention acquires multiple transportation routes and their historical transportation data. The historical transportation data includes the target flow direction, transportation distance, historical departure date, departure time, historical cargo weight, and historical transportation cost for each transportation route. Based on the transportation distance, historical departure date, and departure time of each transportation route, a target transportation route is determined from among the multiple routes. Based on the historical cargo weight, historical transportation cost, and target flow direction of each target transportation route, a second transportation route corresponding to each target transportation route is determined, along with the transportation cost of the second transportation route. Based on the historical transportation cost of each target transportation route and the transportation cost of the second transportation route corresponding to the target flow direction of each target transportation route, the final target transportation route corresponding to the target flow direction is determined. This invention selects target transportation routes based on the transportation distance, historical departure date, and departure time of the transportation routes, filtering out invalid transportation routes. This ensures the accuracy of subsequent second transportation route searches and cost calculations while improving computational efficiency. Furthermore, by comprehensively considering flow direction, cargo weight, and cost in the comparison of different transportation routes, a second transportation route that better meets the needs is obtained, thereby improving the accuracy of route planning. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is a schematic diagram illustrating an application scenario of the logistics route planning method provided in this invention.

[0051] Figure 2 This is a schematic flowchart of an embodiment of the logistics route planning method provided by the present invention;

[0052] Figure 3 This is a schematic diagram of an embodiment of the logistics route planning device provided in this invention;

[0053] Figure 4 This is a schematic diagram of an embodiment of the logistics route planning equipment provided in this invention. Detailed Implementation

[0054] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0055] As mentioned in the background, in existing transportation route switching methods, there is a lack of direct correlation between transportation routes of different modes of transport. It is necessary to establish correlations between transportation routes of different modes of transport from both temporal and spatial perspectives based on the flow direction and transportation time of the routes to be switched, relying on these correlations to achieve the switching of transportation routes between different modes of transport. However, establishing correlations from both temporal and spatial perspectives for each transportation route to be switched requires calculating a large amount of data, resulting in low computational efficiency. Furthermore, for transportation routes where switching modes is not possible, such as non-economic express shipments in "land-to-air" transport, correlations also need to be established from both temporal and spatial perspectives. This not only increases computational time and the amount of time data but also increases the error rate of transportation route switching. In addition, the switching of transportation routes between different modes of transport requires consideration of multiple aspects such as transportation timeliness, transportation cost, and load-bearing capacity. However, existing transportation route switching methods mainly determine whether to switch routes based on the transportation cost of different modes of transport, which further increases the error rate of transportation route switching.

[0056] Based on the above research, in order to improve the accuracy of transportation route switching and reduce the amount of computational data, this invention provides a logistics route planning method, device, setup, and storage medium. This method selects target transportation routes with existing second transportation routes based on the transportation distance, historical departure dates, and departure times of the transportation routes, and filters out invalid transportation routes. While ensuring the accuracy of subsequent second transportation route search and cost calculation, it also improves computational efficiency. Furthermore, in the comparison of different transportation routes, it comprehensively considers flow direction, cargo weight, and cost to obtain a second transportation route that better meets the needs, thereby improving the accuracy of route planning.

[0057] like Figure 1 As shown, Figure 1 This is a schematic diagram of an application scenario of the logistics route planning method provided in this invention. The application scenario shown includes a database 102, a server 101, and a terminal 103.

[0058] Server 101 can be a standalone server, or a server network or server cluster, such as a computer, a network host, a single network server, a set of multiple network servers, or a cloud server composed of multiple servers. Among them, a cloud server consists of a large number of computers or network servers based on cloud computing.

[0059] Server 101 may be configured with one or more functional units. In some embodiments of the present invention, such as... Figure 1 As shown, server 101 may include an interface unit, a query unit, and a processing unit.

[0060] The interface unit is used to communicate with the terminal 103, obtain the transportation route sent by the terminal 103, and return the final transportation route to the terminal 103.

[0061] The query unit is used to access the database 102, obtain historical transportation data for each transportation route, and obtain the second transportation route corresponding to each target transportation route.

[0062] The processing unit is used to determine the target transportation route among multiple transportation routes based on the historical transportation dates and times of the transportation vehicles on each transportation route and the transportation distance of each transportation route, and to obtain the second transportation route corresponding to each target transportation route by accessing the database 102 based on the historical transportation dates and times of the transportation vehicles on each transportation route and the target flow direction of each target transportation route.

[0063] The aforementioned database 102 can be a Redis database (Remote Dictionary Server), an SQL (Structured Query Language) database, or other types of databases. Database 102 is used to store transportation routes, historical transportation data, etc.

[0064] Terminal 103 may have network connectivity capabilities. For example, terminal 103 includes, but is not limited to, industrial computers, tablet computers, computers, smartphones, and PCs. In some embodiments of the present invention, terminal 103 is connected to server 101 via a communication network. In some embodiments of the present invention, this communication network may be a wired network or a wireless network. In some embodiments of the present invention, the aforementioned wired or wireless network uses standard communication technologies and / or protocols. The network may be the Internet or any network, including but not limited to wide area networks, metropolitan area networks, local area networks, 3rd Generation Partnership Project (3GPP), Long Term Evolution (LTE), Worldwide Interoperability for Microwave Access (WiMAX) mobile communications, or computer network communications based on the TCP / IP protocol suite (TCP / IP) and User Datagram Protocol (UDP), etc.

[0065] like Figure 2 As shown, Figure 2 This is a schematic flowchart of an embodiment of the logistics route planning method provided by the present invention. The logistics route planning method shown includes steps 201 to 204:

[0066] 201. Obtain multiple transportation routes and historical transportation data for each route.

[0067] Historical transportation data includes the historical transportation dates, times, weights, and costs of vehicles on each transportation route, as well as the target destination and distance of each route. Transportation routes include, but are not limited to, land trunk lines, waterway routes, air routes, and railways. Specifically, when a transportation route is a land trunk line, the vehicles on that route include, but are not limited to, freight cars, trucks, and buses; when a transportation route is a waterway route, the vehicles refer to ships and cargo ships; when a transportation route is an air route, the vehicles refer to cargo planes, passenger planes, and drones; and when a transportation route is a railway, the vehicles include bullet trains, intercity trains, regular trains, high-speed trains, and freight trains.

[0068] Transporting a parcel (freight item) from one origin to one destination corresponds to a target flow. It's understood that a target flow refers to the origin and destination of each transportation route. Different target flows refer to different origins and / or different destinations. For example, transporting a parcel from point A to point B is different from transporting a parcel from point B to point A. The transportation distance of a route refers to the geographical distance between the origin of the target flow and the destination of that route.

[0069] The historical transport date of a means of transport refers to the date on which the means of transport on the transport route departs from the origin of the transport route. The transport time refers to the moment on the historical transport date on which the means of transport on the transport route departs from the origin of the transport route. It can be understood that for each means of transport on a transport route, there is at least one transport time corresponding to the same historical transport date. That is, at least one means of transport on each transport route departs from the origin of the transport route on the same day, or multiple means of transport on each transport route depart from the origin of the transport route at the same time on the same day, or means of transport on each transport route depart from the origin of the transport route at different times on the same day.

[0070] The historical cargo weight of a transport vehicle can be the average weight of express parcels (freight goods) carried by the transport vehicle on that transport route over a past period of time, or the mode of the weight of express parcels (freight goods) carried by the transport vehicle on that transport route over a past period of time. Alternatively, it can be the maximum weight of express parcels (freight goods) carried by the transport vehicle on that transport route over a past period of time. This embodiment of the invention does not limit the past period of time; for example, it can be the past day, the past week, the past month, or the past three months. The average weight of express parcels (freight items) carried by the means of transport on the transport route over a past period can be either a daily average or a monthly average. For example, taking the average weight of express parcels (freight items) carried by the means of transport on the transport route over a past period as a daily average, for each means of transport on the transport route, the number of historical transport dates that fall within the past period is counted to obtain the number of days the means of transport was dispatched over the past period. The weight of express parcels (freight items) carried by the means of transport at each transport time within each historical transport date that falls within the past period is also counted to obtain the total weight of express parcels (freight items) carried by the means of transport over the past period. Based on the total weight divided by the number of days the means of transport was dispatched, the average weight of express parcels (freight items) carried by the means of transport over the past period is obtained.

[0071] Historical transportation costs refer to the average cost incurred by a means of transport on a particular route over a past period of time in transporting express parcels (freight goods) from the origin to the destination of that route. Similar to historical cargo weight, historical transportation costs can also be the average daily cost incurred by a means of transport on a particular route over a past period of time in transporting express parcels (freight goods) from the origin to the destination of that route.

[0072] In some embodiments of the present invention, historical transportation data for each transportation route can be obtained by querying a preset route database based on the route identifier corresponding to each of the multiple transportation routes. The route identifier is unique; that is, each transportation route has one and only one route identifier, which can be one or more of characters, letters, numbers, and Chinese characters.

[0073] In some embodiments of the present invention, multiple transport routes may be transport routes with different modes of transport or transport routes with the same mode of transport, wherein the modes of transport include, but are not limited to, land transport, water transport, air transport and rail transport.

[0074] 202. Based on the historical transport dates and times of the transport vehicles on each transport route, as well as the transport distance of each transport route, the target transport route among multiple transport routes is determined.

[0075] The target transportation route refers to a transportation route that allows for route switching.

[0076] In some embodiments of the present invention, in order to filter out invalid transportation routes and improve the accuracy of the logistics route planning method, it is necessary to eliminate transportation routes that cannot be switched from multiple transportation routes to obtain the target transportation route. Among them, transportation routes that cannot be switched include, but are not limited to, transportation routes with short transportation distances, transportation routes without duplicate routes, fallback routes, and transportation routes where the transported express parcels (freight goods) do not support other modes of transportation.

[0077] In this context, a dual-line indicates the existence of at least two modes of transport on the transport route. This is because during route switching, it is necessary to transport the express parcels (freight goods) that need to be transported on the transport route from the origin of the transport route to the origin of the corresponding switchable route. If there is only one mode of transport on the transport route, it will be impossible to transport the express parcels (freight goods) that do not switch routes to their destination in a timely manner during route switching. Therefore, transport routes without dual-line characteristics need to be removed from the multiple transport routes.

[0078] A fallback route refers to the route with the latest departure time for each mode of transport. Removing a fallback route from multiple transport routes means removing the mode of transport with the latest departure time from each transport route. In some embodiments of the present invention, during route switching, it is necessary to switch the express parcels (freight goods) carried by the transport vehicles on the transport route to the transport vehicles on the corresponding transport route. Taking "land-to-air" as an example, it is necessary to switch the express parcels (freight goods) carried by the transport vehicles on the transport route to the air cargo planes and passenger planes. However, due to factors such as cancellation, suspension, or delay of the switched route, the corresponding transport route may become unusable. In this case, it is necessary to use the transport vehicles on the transport route to transport the express parcels (freight goods), that is, to switch the switchable route back to the original transport route. However, if the switched express parcels (freight goods) are carried by the transport vehicle with the latest departure time on the transport route, if the above situation occurs, since the transport vehicle has the latest departure time, the express parcels (freight goods) cannot be transported out on the same day, thus failing to ensure on-time arrival. Therefore, in order to ensure that the express parcels (freight goods) can arrive on time, it is necessary to remove the transport vehicle with the latest departure time on the transport route.

[0079] The reason why a shipment (freight item) does not support other modes of transportation is that the shipment (freight item) has been designated to be transported by this transportation route, or the shipment (freight item) is considered a risky item in other modes of transportation. For example, chemicals and gasoline transported by land are considered risky items in air transportation. Therefore, it is necessary to remove the transportation route that does not support other modes of transportation from multiple transportation routes.

[0080] Considering that switching between short-distance transport routes may incur higher transportation costs than using the original route, and that there might not be any available routes for switching, let's take land transport as an example. For instance, for intra-city logistics, land transport costs are lower than air transport costs. Therefore, short-distance transport routes need to be removed from the pool of available routes. Short-distance transport routes refer to routes with a distance less than or equal to a preset distance threshold. This preset distance threshold can be set according to the actual application scenario; this embodiment of the invention does not limit the preset distance threshold, for example, it could be 100km or 200km.

[0081] Therefore, in order to filter invalid data, in some embodiments of the present invention, it is determined whether each transportation route is a double route or a fallback route based on the historical transportation date and transportation time of the transportation vehicles on each transportation route, and it is determined whether the transportation distance of each transportation route is less than or equal to a preset distance based on the transportation distance of each transportation route. Transportation routes without double routes, fallback routes and transportation routes with transportation distances less than or equal to the preset distance are removed from multiple transportation routes to obtain the target transportation route among multiple transportation routes.

[0082] 203. Based on the historical cargo weight, historical transportation cost, and target flow direction of each target transportation route, determine the second transportation route corresponding to each target transportation route, and the transportation cost of the transportation vehicles on the second transportation route.

[0083] Here, the second transport route refers to a switchable route of the target transport route, and the target flow direction of the second transport route matches the target flow direction of the corresponding target transport route. In some embodiments of the present invention, the target flow direction matching can be either that the target flow direction of the second transport route is consistent with the target flow direction of the corresponding target transport route, or that the target flow direction of the second transport route is similar to the target flow direction of the corresponding target transport route.

[0084] The phrase "the target flow direction of the second transport route is consistent with the target flow direction of the corresponding target transport route" means that both the origin and destination of the second transport route's target flow direction are the same as those of the corresponding target transport route. The phrase "the target flow direction of the second transport route is similar to the target flow direction of the corresponding target transport route" means that both the origin and destination of the second transport route's target flow direction are similar to those of the corresponding target transport route. "Similar" means that the distance between the two locations is less than or equal to a preset distance threshold; that is, the distance between the origin and destination of the second transport route's target flow direction and the target flow direction of the corresponding target transport route is less than or equal to the preset distance threshold. For example, when the target flow direction of the target transport route is Shenzhen-Beijing, the target flow directions of the second transport routes matching this target flow direction include Shenzhen-Beijing, Guangzhou-Beijing, and Dongguan-Beijing.

[0085] In some embodiments of the present invention, step 203 includes: for each target transportation route, selecting a plurality of initial second transportation routes that match the target flow direction of the target transportation route according to the target flow direction of the target transportation route; comparing the total load-bearing capacity of the transportation vehicles on the plurality of initial second transportation routes with the historical freight weight of the transportation vehicles on the target transportation route respectively; selecting an initial second transportation route from the plurality of initial second transportation routes where the total load-bearing capacity of the transportation vehicles on the initial second transportation route is greater than or equal to the historical freight weight of the transportation vehicles on the target transportation route; setting the selected initial second transportation route as the second transportation route corresponding to the target transportation route; and calculating the transportation cost of the transportation vehicles on the second transportation route corresponding to the target transportation route based on the total load-bearing capacity of the transportation vehicles on the second transportation route.

[0086] The initial transportation cost of the vehicles on the second transportation route corresponding to the target transportation route refers to the transportation fee of the vehicles on the second transportation route corresponding to the target transportation route. In some embodiments of the present invention, the initial transportation cost of the vehicles on the second transportation route corresponding to the target transportation route can be obtained based on the total load-bearing weight of the vehicles on the second transportation route corresponding to the target route and the weight unit price coefficient of the vehicles on the second transportation route corresponding to the target route. It is understood that there is at least one second transportation route for the target route.

[0087] 204. For each target transportation route, the final transportation route for that target transportation route is determined based on the historical transportation costs of the transportation vehicles on the target transportation route corresponding to that target transportation route and the transportation costs of the transportation vehicles on the second transportation route corresponding to that target transportation route.

[0088] In some embodiments of the present invention, step 204 includes: for each target transportation route's target flow direction, comparing the historical transportation cost of the transportation vehicle on the target transportation route corresponding to the target flow direction with the transportation cost of the transportation vehicle on the second transportation route corresponding to the target transportation route, and determining whether there exists a second transportation route whose transportation cost is less than or equal to the historical transportation cost of the transportation vehicle on the target transportation route; if there exists a second transportation route whose transportation cost is less than or equal to the historical transportation cost of the transportation vehicle on the target transportation route, then the second transportation route is set as the final transportation route for the target flow direction; if there does not exist a second transportation route whose transportation cost is less than or equal to the historical transportation cost of the transportation vehicle on the target transportation route, then the target transportation route is set as the final transportation route for the target flow direction.

[0089] In some embodiments of the present invention, considering that during route switching, when a courier package (freight item) carried by a transport vehicle on the target transport route is transported using the second transport route corresponding to the target transport route, there is a route switching cost from the origin of the target transport route to the origin of the second transport route corresponding to the target transport route. Therefore, when setting the final transport route, the route switching cost caused by the route switching also needs to be considered. Therefore, the step of determining the final transport route for the target flow in step 204 further includes steps a1 to a3:

[0090] Step a1,

[0091] Step a2: Obtain the route switching unit price coefficient and unit price compensation coefficient for each second transportation route corresponding to the target transportation route.

[0092] The route switching unit price coefficient represents the logistics cost per unit weight of goods transported between the origin of the target transport route and the origin of the corresponding second transport route. The unit weight can be 1 kg or 1 ton. The unit price compensation coefficient represents the logistics subsidy received by the transport vehicle on the corresponding second transport route for transporting a unit weight of goods.

[0093] In some embodiments of the present invention, before step a2, it is necessary to query preset unit price data based on the target flow direction of the second transportation route corresponding to the target transportation route to determine whether the second transportation route corresponding to the target transportation route has a route switching unit price coefficient and a unit price compensation coefficient. If the second transportation route corresponding to the target transportation route does not have a route switching unit price coefficient and a unit price compensation coefficient, then the second transportation route corresponding to the target transportation route is set as the target second transportation route, and the target second transportation route corresponding to the target transportation route is displayed to users and staff so that users and staff can select the final transportation route for the target flow direction based on the displayed target second transportation route. If the second transportation route corresponding to the target transportation route has one or more coefficients, such as a route switching unit price coefficient and a unit price compensation coefficient, then the route switching unit price coefficient and / or unit price compensation coefficient of the transportation vehicles on each second transportation route corresponding to the target transportation route are obtained. The preset unit price data stores multiple flow directions of each transportation mode, as well as the switching unit price coefficient and / or unit price compensation coefficient on each flow direction's route.

[0094] In some embodiments of the present invention, a switching route unit price view can also be output to obtain the route switching unit price coefficient and unit price compensation coefficient of the transportation vehicles of each second transportation route corresponding to the target transportation route, which are input by the user or staff based on the switching route unit price view.

[0095] Step a2: Based on the route switching unit price coefficient and unit price compensation coefficient of the transport vehicles on each second transport route corresponding to the target transport route, and the historical cargo weight of the transport vehicles on the target transport route, obtain the route switching cost of the transport vehicles on each second transport route corresponding to the target transport route. Then, sum the transport cost of the transport vehicles on each second transport route corresponding to the target transport route with the route switching cost of the transport vehicles on each second transport route to obtain the final transport cost of the transport vehicles on each second transport route corresponding to the target transport route.

[0096] In some embodiments of the present invention, the route switching cost of the transport vehicles on each second transport route corresponding to the target transport route can be obtained by multiplying the route switching unit price coefficient by the historical cargo weight and the unit price compensation coefficient by the historical cargo weight.

[0097] Step a3: Select the second transportation route in the intermediate transportation route corresponding to the target transportation route where the final transportation cost of the transportation vehicles on each second transportation route is less than or equal to the historical transportation cost of the transportation vehicles on the target transportation route, and set the selected second transportation route as the final transportation route corresponding to the target flow direction of the target transportation route.

[0098] In some embodiments of the present invention, the final transportation cost of each intermediate transportation route corresponding to the target transportation route is compared with the historical transportation cost of the transportation vehicles on the target transportation route to determine whether there exists a second transportation route among the intermediate transportation routes corresponding to the target transportation route where the final transportation cost of the transportation vehicles on the second transportation route is less than or equal to the historical transportation cost of the transportation vehicles on the target transportation route. If there exists a second transportation route where the final transportation cost of the transportation vehicles on the second transportation route is less than or equal to the historical transportation cost of the transportation vehicles on the target transportation route, then the second transportation route where the transportation cost of the transportation vehicles on the second transportation route corresponding to the target transportation route is less than or equal to the historical transportation cost of the transportation vehicles on the target transportation route is set as the final transportation route corresponding to the target flow direction of the target transportation route. If there is no second transportation route where the final transportation cost of the transportation vehicles on the second transportation route is less than or equal to the historical transportation cost of the transportation vehicles on the target transportation route, it indicates that the target transportation route is not suitable for route switching, then the target transportation route is removed, and a new target transportation route is selected, and steps 203-204 are performed on the new target transportation route. The target flow direction of the new target transportation route is different from the target flow direction of the original target transportation route.

[0099] This invention selects target transportation routes with existing second transportation routes based on the transportation distance, historical departure dates, and departure times of the transportation routes, filtering out invalid transportation routes. This ensures the accuracy of subsequent second transportation route searches and cost calculations while improving computational efficiency. Furthermore, by comprehensively considering flow direction, cargo weight, and cost in the comparison of different transportation routes, a second transportation route that better meets the needs is obtained, thereby improving the accuracy of route planning.

[0100] In some embodiments of the present invention, in order to reduce invalid transportation routes in logistics route planning, after obtaining multiple transportation routes and historical transportation data for each transportation route, transportation routes that cannot be switched are eliminated based on the historical transportation dates, transportation times, and transportation distances of the transportation vehicles on each transportation route, thereby determining the target transportation routes among the multiple transportation routes. Specifically, this includes steps b1 to b4:

[0101] Step b1: Based on the transportation distance and distance threshold of each transportation route, determine the candidate target transportation routes among multiple transportation routes.

[0102] In some embodiments of the present invention, the distance threshold includes a first distance threshold and a second distance threshold, wherein the first distance threshold is less than the distance threshold.

[0103] In some embodiments of the present invention, the candidate target transportation route can be a transportation route among multiple transportation routes whose transportation distance is greater than or equal to the first distance threshold. The transportation distance of each transportation route can be compared with the first distance threshold, and transportation routes among multiple transportation routes whose transportation distance is greater than or equal to the first distance threshold can be selected as candidate target transportation routes. That is, based on the transportation distance, transportation routes among multiple transportation routes whose transportation distance is less than the first distance threshold are eliminated. Taking "land-to-air transport" as an example, when the transportation distance of a land transportation route is less than the first distance threshold, because the distance between the origin and destination in the target flow is too short, the target flow of this transportation route may not have a corresponding air transportation switching route, or the logistics cost of the corresponding air transportation switching route for the target flow of this transportation route may be high, or there may be few flights for the corresponding air transportation switching route for the target flow of this transportation route. Therefore, in order to ensure that there is a switching route for the transportation route, and considering logistics costs and transportation timeliness, it is necessary to eliminate transportation routes whose transportation distance is less than the first distance threshold.

[0104] In some embodiments of the present invention, the candidate target transportation route can be a transportation route among multiple transportation routes whose transportation distance is less than or equal to the second distance threshold. The transportation distance of each transportation route can be compared with the second distance threshold, and transportation routes among multiple transportation routes whose transportation distance is less than or equal to the second distance threshold can be selected as candidate target transportation routes. That is, based on the transportation distance, transportation routes among multiple transportation routes whose transportation distance is greater than the second distance threshold are eliminated. Taking "air-to-land transportation" as an example, when the transportation distance of the air transportation route is greater than or equal to the second distance threshold, because the distance between the origin and destination in the target flow is too far, the transportation time of the corresponding land transportation route for the target flow is long, which may cause the goods to arrive late. Therefore, in order to ensure transportation timeliness, it is necessary to eliminate transportation routes whose transportation distance is greater than the second distance threshold.

[0105] In some embodiments of the present invention, the specific values ​​of the first distance threshold and the second distance threshold are not limited, and the values ​​corresponding to the first distance threshold and the second distance threshold can be set according to the specific application scenario.

[0106] Step b2: For candidate target transportation routes corresponding to the same target flow, group each candidate target transportation route according to the historical transportation date of the transportation vehicles on each candidate target transportation route to obtain at least one set of candidate target transportation routes.

[0107] Among them, the transportation vehicles on each candidate target transportation route in the candidate target transportation route set have the same historical transportation date.

[0108] Step b3: For each set of candidate target transportation routes, filter the candidate target transportation routes with the latest transportation time of the transportation vehicles on each candidate target transportation route in the set of candidate target transportation routes, and obtain the filtered set of candidate target transportation routes.

[0109] In some embodiments of the present invention, in order to ensure that the last-resort route in each candidate target transportation route set is eliminated, it is necessary to eliminate the candidate target transportation route with the latest transportation time of the transportation vehicle on each candidate target transportation route in the candidate target transportation route set.

[0110] In some embodiments of the present invention, in order to eliminate candidate target transportation routes without duplicate routes from each candidate target transportation route set, after obtaining the candidate target transportation route set through step b2, for each candidate transportation route set, the number of transportation vehicles on each candidate target transportation route in the candidate target transportation route set is obtained; candidate target transportation routes in the candidate target transportation route set whose number of transportation vehicles is less than a preset threshold are filtered to obtain an intermediate candidate target transportation route set. The preset threshold can be 2, and a duplicate route refers to a candidate target transportation route having at least two transportation vehicles configured on it, that is, the number of transportation vehicles on each candidate target transportation route is greater than or equal to 2.

[0111] In some embodiments of the present invention, after obtaining the intermediate candidate target transportation route set, for each intermediate candidate target transportation route set, the candidate target transportation route with the latest transportation time of the transportation vehicle on each candidate target transportation route in the intermediate candidate target transportation route set is filtered according to the transportation time of the transportation vehicle on each candidate target transportation route in the intermediate candidate target transportation route set, so as to obtain the processed intermediate candidate target transportation route set, and the processed intermediate candidate target transportation route set is set as the filtered candidate target transportation route set.

[0112] Step b4: Set the candidate target transportation routes in the filtered candidate target transportation route set as target transportation routes.

[0113] In some embodiments of the present invention, in order to improve the accuracy of route planning, the flow direction, cargo weight, and cost are comprehensively considered in the comparison of different transportation routes to obtain a second transportation route that better meets the needs, specifically including steps c1 to c4:

[0114] Step c1: Based on the target flow direction of each target transportation route, obtain the initial second transportation route corresponding to each target transportation route.

[0115] In some embodiments of the present invention, based on the origin and destination in the target flow direction of each target transportation route, a corresponding collaborative origin and destination are set for each origin and destination. The collaborative origin and destination are combined to obtain the collaborative flow direction corresponding to the target flow direction. The route with a different transportation mode than the target transportation route corresponding to the target flow direction and the route with a different transportation mode than the target transportation route corresponding to the collaborative flow direction corresponding to the target flow direction are obtained from the route database. The obtained routes are set as the initial second transportation routes corresponding to each target transportation route.

[0116] Here, "cooperative origin" refers to a city whose geographical distance from the origin in the target flow is less than or equal to a preset distance threshold, and "cooperative destination" refers to a city whose geographical distance from the destination in the target flow is less than or equal to a preset distance threshold. Combining cooperative origins and destinations to obtain the cooperative flow corresponding to the target flow involves arbitrarily selecting one cooperative origin from the cooperative origins of the origin in the target flow and arbitrarily selecting one cooperative destination from the cooperative destinations of the destination in the target flow. The flow formed by the cooperative origin and destination is set as the cooperative flow corresponding to the target flow. For example, when the target flow of the target transportation route is Shenzhen-Beijing, the cooperative destination of the destination in the target flow is Beijing, and the cooperative origins of the origin in the target flow include Guangzhou and Dongguan. Therefore, the cooperative flows corresponding to the target flow include: Guangzhou-Beijing and Dongguan-Beijing. Thus, the target flows of the initial second transportation route corresponding to the target transportation route obtained include: Shenzhen-Beijing, Guangzhou-Beijing, and Dongguan-Beijing.

[0117] Step c2: Based on the historical cargo weight of the transport vehicles on each target transport route, select the candidate second transport route corresponding to each target transport route from the second initial transport routes corresponding to each target transport route.

[0118] The total load-bearing capacity of the transport vehicles on the candidate second transport routes corresponding to each target transport route is greater than the historical cargo weight of the transport vehicles on each target transport route.

[0119] In some embodiments of the present invention, the historical cargo weight of the transport vehicles on each target transport route can be compared with the total load-bearing weight of the transport vehicles on the candidate second transport routes corresponding to each target transport route. Based on the comparison results, candidate second transport routes corresponding to each target transport route are selected. Specifically, this includes steps d1 to d3:

[0120] Step d1: Obtain the load-bearing weight of each vehicle on the initial second transportation line corresponding to each target transportation line, and obtain the total load-bearing weight of the vehicles on the initial second transportation line corresponding to each target transportation line.

[0121] In some embodiments of the present invention, the historical load-bearing weight of each vehicle on the initial second transportation line corresponding to each target transportation line can be obtained, and the historical load-bearing weight can be set as the load-bearing weight of each vehicle on the initial second transportation line corresponding to each target transportation line.

[0122] Step d2: For each target transportation route, compare the total load-bearing capacity of the vehicles on the initial second transportation route corresponding to the target transportation route with the historical cargo weight of the vehicles on the target transportation route.

[0123] Step d3: Based on the comparison results, select the candidate second transportation route corresponding to the target transportation route from the initial second transportation routes corresponding to the target transportation route.

[0124] In some embodiments of the present invention, based on the comparison results, an initial second transport line that can carry a total weight greater than or equal to the historical cargo weight of the transport vehicles on the target transport line can be selected from the initial second transport lines corresponding to the target transport line, and the selected initial second transport line can be set as the candidate second transport line corresponding to the target transport line.

[0125] Step c3: Based on the total load-bearing capacity of the vehicles on the candidate second transportation routes corresponding to each target transportation route and the weight unit price coefficient of the candidate second transportation routes corresponding to each target transportation route, determine the transportation cost of the vehicles on the candidate second transportation routes corresponding to each target transportation route.

[0126] The weight unit price coefficient refers to the logistics cost per unit weight of freight goods when each means of transport on the candidate second transport route corresponding to each target transport route transports freight goods from the origin of the candidate second transport route to the destination.

[0127] In some embodiments of the present invention, the transportation cost of the vehicles on the candidate second transportation routes corresponding to each target transportation route can be obtained by multiplying the total load-bearing weight of the vehicles on each candidate second transportation route corresponding to each target transportation route by the weight unit price coefficient of each candidate second transportation route corresponding to each target transportation route. Specifically, this includes: for each candidate second transportation route corresponding to each target transportation route, obtaining the number of vehicles on the candidate second transportation route, as well as the load-bearing weight and weight unit price coefficient of each vehicle on the candidate second transportation route; calculating the transportation cost of each vehicle on the candidate second transportation route based on the load-bearing weight and weight unit price coefficient of each vehicle on the candidate second transportation route; calculating the transportation cost of each vehicle based on the number of vehicles to obtain the total transportation cost of each vehicle on the candidate second transportation route; and setting the total transportation cost as the transportation cost of the vehicles on the candidate second transportation route.

[0128] Step c4: Based on the transportation costs of the vehicles on the candidate second transportation routes corresponding to each target transportation route and the historical transportation costs of the vehicles on each target transportation route, determine the second transportation route corresponding to the target transportation route and the transportation costs of the vehicles on the second transportation route.

[0129] In some embodiments of the present invention, step c4 includes: comparing the transportation cost of the vehicles on the candidate second transportation routes corresponding to each target transportation route with the historical transportation cost of the vehicles on each target transportation route; selecting candidate second transportation routes whose transportation cost is less than or equal to the historical transportation cost of the vehicles on each target transportation route; setting the selected candidate second transportation routes as the second transportation routes corresponding to each target transportation route; and obtaining the transportation cost of the vehicles on the second transportation routes corresponding to each target transportation route.

[0130] In some embodiments of the present invention, in order to make the second transportation routes of the selected target transportation routes more available and improve the accuracy of logistics route planning, in step d3, after selecting the initial second transportation routes corresponding to the target transportation route that can carry a total weight greater than or equal to the historical cargo weight of the transportation vehicles on the target transportation route, the selected initial second transportation routes are matched for time connection and timeliness achievement to determine the candidate second transportation routes corresponding to the target transportation route, specifically including steps e1 to e3:

[0131] Step e1: Based on the comparison results, select an initial second transportation route that can carry a total weight greater than or equal to the historical cargo weight of the transportation vehicles on the target transportation route, and set the selected initial second transportation route that can carry a total weight greater than or equal to the historical cargo weight of the transportation vehicles on the target transportation route as the initial candidate second transportation route.

[0132] Step e2: Obtain the latest transportation time from the originating transit hub to the originating point of the initial candidate second transportation route, the second transportation timeliness of the initial candidate second transportation route, the first transportation timeliness of the target transportation route, and the arrival time from the originating point to the originating transit hub of the target transportation route.

[0133] The first transit timeliness refers to the percentage of timeliness achievement tickets for the target transit route out of the total number of transit tickets for that route each month. Here, "tickets" refers to the number of express parcels (freight items), and "timeliness achievement" means that the actual transit time of the express parcel (freight item) is less than or equal to the preset transit time. For example, if the preset transit time for an express parcel (freight item) is three days, and the actual transit time is less than or equal to three days, then the express parcel (freight item) is marked as having achieved its timeliness. The preset transit time refers to the estimated delivery time of the express parcel (freight item). Similar to the first transit timeliness, the second transit timeliness refers to the percentage of timeliness achievement tickets for the initial candidate second transit route out of the total number of transit tickets for that initial candidate second transit route each month.

[0134] The latest transport time refers to the latest departure time of the planned bus from the originating transfer station corresponding to the originating point of the initial candidate second transport route to that originating point. For example, if the originating transfer station corresponding to the originating point of the initial candidate second transport route plans to send 3 buses to that originating point every day, with departure times of 9:00, 14:00 and 19:00 respectively, then the latest transport time from the originating transfer station corresponding to the originating point of the initial candidate second transport route to the originating point is 19:00.

[0135] The arrival time from the origin to the originating transfer station of the target transportation route can be determined based on the planned departure times of the scheduled departures from the origin and the transportation time from the origin to the originating transfer station. Specifically: obtain the departure times of each scheduled departure from the origin of the target transportation route every day; determine the transportation time from the origin to the originating transfer station based on the travel distance from the origin to the originating transfer station; and obtain the arrival times from the origin to the originating transfer station by adding the planned departure times of each scheduled departure from the origin. For example, if the starting point of the target transportation route plans to dispatch 3 buses per day, with departure times of 9:00, 12:00 and 16:00 respectively, and the transportation time from the starting point to the originating transfer station is 2 hours, then the arrival times from the starting point to the originating transfer station are 11:00, 14:00 and 18:00 respectively.

[0136] Step e3: Set the initial candidate second transport route that has a second transport time greater than or equal to the first transport time and the latest transport time greater than the arrival time as the candidate second transport route of the target transport route.

[0137] In some embodiments of the present invention, for each initial candidate second transport route, the latest transport time from the originating transit hub corresponding to the origin of the initial candidate second transport route to the originating point is compared with the arrival time from the originating point to the originating transit hub of the target transport route; if the latest transport time from the originating transit hub corresponding to the origin of the initial candidate second transport route to the originating point is greater than the arrival time from the originating point to the originating transit hub of the target transport route, it indicates that the express parcel (freight item) transported from the originating point of the target transport route to the originating transit hub can be transported to the originating point of the initial candidate second transport route corresponding to the target transport route on the same day, then the second transport timeliness of the initial candidate second transport route is compared with the first transport timeliness of the target transport route; if the second transport timeliness of the initial candidate second transport route is greater than or equal to the first transport timeliness of the target transport route, then the initial candidate second transport route is set as the candidate second transport route of the target transport route.

[0138] In some embodiments of the present invention, if the latest transportation time from the originating transit point corresponding to the originating point of the initial candidate second transportation route is less than or equal to the arrival time from the originating point of the target transportation route to the originating transit point, it indicates that the express parcel (freight item) transported from the originating point of the target transportation route to the originating transit point may not be transported to the originating point of the initial candidate second transportation route corresponding to the target transportation route on the same day. In order to ensure the timeliness of the express parcel (freight item) transportation of the target transportation route, the initial candidate second transportation route is eliminated.

[0139] In some embodiments of the present invention, if the second transportation time of the initial candidate second transportation route is less than the first transportation time of the target transportation route, the initial candidate second transportation route is eliminated in order to ensure the transportation time of express parcels (freight items) of the target transportation route.

[0140] In some embodiments of the present invention, in step c3, the total carrying capacity of the candidate second transportation routes corresponding to each target transportation route and the weight unit price coefficient of the candidate second transportation routes corresponding to each target transportation route can be input into a preset cost prediction model to determine the transportation cost of the candidate second transportation routes corresponding to each target transportation route. The preset cost prediction model can be a neural network model or a mathematical model. Taking a mathematical model as an example, the method for establishing the preset cost prediction model includes steps f1 to f4:

[0141] Step f1: Calculate the preset transportation cost of the vehicles on the candidate second transportation routes corresponding to each target transportation route based on the load-bearing weight of the vehicles on each target transportation route and the weight unit price coefficient of the candidate second transportation routes.

[0142] Step f2 sets the preset transportation cost of the transportation vehicles on the candidate second transportation routes corresponding to each target transportation route as the objective function.

[0143] Step f3: Set the constraints of the objective function based on the historical cargo weight of the transport vehicles on each target transport route and the load-bearing weight of the transport vehicles on the candidate second transport routes corresponding to each target transport route.

[0144] Step f4: Establish a preset cost prediction model based on the objective function and its constraints.

[0145] For example, taking "land-to-air transport" as an example, the total carrying capacity of the transport vehicles on the candidate second transport routes corresponding to each target transport route and the weight unit price coefficient of the candidate second transport routes corresponding to each target transport route are obtained. The preset transport cost minimization of the candidate second transport routes is established as the objective function through formula (1):

[0146]

[0147] Where Z represents the preset transportation cost of the transportation vehicle on the candidate second transportation route corresponding to the target transportation route; K represents the type of transportation vehicle in the air transportation mode, where the transportation vehicle type includes passenger aircraft and cargo aircraft; F represents the flight number of the target destination of the target transportation route; and R represents the weight range of the load-bearing weight of each type of transportation vehicle. This represents the unit price coefficient for passenger aircraft (f) on the candidate second transport route, within the weight range r, expressed in yuan / kg. k＝"客机"，f∈F,r∈R ; This represents the weight unit price coefficient for a freighter with flight number f on the candidate second transport route within the weight range r. This represents the cargo weight allocated in weight range r for a passenger aircraft with flight number f on the candidate second transport route.

[0148] Based on the historical cargo weight of each target transportation route and the carrying capacity of the transportation vehicles on the corresponding candidate second transportation routes, the constraints of the objective function are set according to formulas (2) to (7):

[0149]

[0150] Formula (2) indicates that for each target transport route, the sum of the cargo weight that can be carried by a freighter on the corresponding candidate second transport route and the passenger weight that can be carried by a passenger on the corresponding candidate second transport route is equal to the historical cargo weight of the transport vehicle on the target transport route. w represents the historical cargo weight of the transport vehicle on the target transport route.

[0151]

[0152]

[0153] Formula (3) indicates that for each target transport route, the passenger aircraft on the candidate second transport route corresponding to the target transport route has a carrying capacity that is less than or equal to the maximum carrying capacity of the passenger aircraft on the candidate second transport route corresponding to the target transport route; Formula (4) indicates that for each target transport route, the cargo aircraft on the candidate second transport route corresponding to the target transport route has a carrying capacity that is less than or equal to the maximum carrying capacity of the cargo aircraft on the candidate second transport route corresponding to the target transport route.

[0154]

[0155] Formula (5) indicates that for each target transport route, the passenger aircraft on the candidate second transport route corresponding to the target transport route has a load capacity greater than or equal to the starting weight in the load capacity range r.

[0156]

[0157] Formula (6) indicates that for each target transport route, the passenger aircraft on the candidate second transport route corresponding to the target transport route has a carrying capacity greater than or equal to the end weight of the carrying capacity range r.

[0158]

[0159] Formula (7) represents the weight capacity of passenger aircraft on the candidate second transport route corresponding to each target transport route within a weight range r.

[0160] in, Characterizes the maximum weight that a passenger aircraft with flight number f can carry on the candidate second transport route; Characterizes the maximum weight that a cargo aircraft with flight number f can carry on the candidate second transport route; The starting weight of a passenger aircraft with flight number f on the candidate second transport route is characterized in weight range r. The end weight of a passenger aircraft with flight number f on the candidate second transport route in weight interval r; The values ​​include 0 and 1, where when A value of 1 indicates that the weight of cargo allocated on the passenger aircraft with flight number f on the candidate second transport route falls within a weight range r. A value of 0 indicates that the weight of the cargo allocated on the passenger aircraft with flight number f on the candidate second transport route falls within multiple weight ranges r.

[0161] Based on the above formulas (1) to (7), a preset cost prediction model is established. For each target transportation route, after selecting the candidate second transportation route corresponding to the target transportation route, the route database is queried to obtain the transportation vehicle type on the candidate second transportation route, as well as the flight number of each type of transportation vehicle, the weight range of each type of transportation vehicle's carrying capacity, the weight unit price coefficient of each type of transportation vehicle in each weight range, and the historical cargo weight of the transportation vehicle on the target transportation route. The flight number of each type of transportation vehicle, the weight range of each type of transportation vehicle's carrying capacity, the weight unit price coefficient of each type of transportation vehicle in each weight range, and the historical cargo weight of the transportation vehicle on the candidate second transportation route corresponding to the target transportation route are input into the preset cost prediction model to obtain the transportation cost of the transportation vehicle on the candidate second transportation route corresponding to the target transportation route.

[0162] It should be noted that the above-mentioned method of establishing the preset cost prediction model and the transportation cost of the transportation vehicles on the candidate second transportation route corresponding to the target transportation route obtained according to the preset cost prediction model are only illustrative examples. In some embodiments of the present invention, the transportation cost of the transportation vehicles on the candidate second transportation route corresponding to the target transportation route can also be obtained according to algorithms such as ant colony algorithm and annealing algorithm.

[0163] In some embodiments of the present invention, after determining the second transportation route corresponding to each target transportation route and the transportation cost of the transportation vehicles on the second transportation route, the historical transportation cost of the transportation vehicles on each target transportation route can be compared with the transportation cost of the transportation vehicles on the second transportation route corresponding to the target transportation route in the manner described in step 204, and the final transportation route of the target flow direction of the target transportation route can be determined based on the comparison result.

[0164] In some embodiments of the present invention, for each target transportation route, the final transportation route of the target transportation route may be the second transportation route corresponding to the target transportation route, that is, the route of the target transportation route has been switched; or the final transportation route of the target transportation route may be the target transportation route, that is, the route of the target transportation route has not been switched.

[0165] In some embodiments of the present invention, after switching the target transportation route, in order to determine the rationality of the final transportation route after the switch, the actual transportation cost and actual transported cargo weight of the final transportation route are monitored. Based on the actual transportation cost and actual transported cargo weight of the final transportation route, it is determined whether the final transportation route should be replanned. Specifically, this includes: if the final transportation route is the second transportation route, obtaining the transportation start date of the final transportation route; starting from the transportation start date, obtaining the actual cargo increment and actual transportation cost of the actual cargo increment of the final transportation route; determining whether the final transportation route should be replanned based on the actual transportation cost; until the transportation stop date of the final transportation route is received, then monitoring the actual transportation cost and actual transported cargo weight of the final transportation route is stopped.

[0166] The actual increase in cargo volume can be either the average daily increase in cargo weight along the final transportation route or the average monthly increase in cargo weight along the final transportation route.

[0167] In some embodiments of the present invention, when the average daily increase in cargo weight of the final transportation route is obtained, before acquiring the actual cargo increase of the final transportation route, it is checked whether any express parcels (freight items) were dispatched on that day. If no express parcels (freight items) were dispatched on that day, the actual transportation cost of the final transportation route for that day is set to 0, and the actual transportation cost and actual cargo weight of the final transportation route on subsequent days are monitored. If express parcels (freight items) were dispatched on that day, the weight of the express parcels (freight items) dispatched on that day is acquired to obtain the average daily cargo weight, and the historical average daily cargo weight of the final transportation route in the previous month is also acquired. If the average daily cargo weight of the final transportation route is less than or equal to the historical average daily cargo weight of the final transportation route in the previous month, it indicates that the average daily cargo weight of the final transportation route on that day has not increased compared to the historical average daily cargo weight, i.e., it has not increased compared to the previous month. In contrast, if no new target transportation route is switched to the final transportation route, the actual transportation cost of the final transportation route for that day is set to 0, and the actual transportation cost and actual cargo weight of the final transportation route on subsequent days are monitored. If the average daily cargo weight of the final transportation route is greater than the historical average daily cargo weight of the final transportation route in the previous month, it means that the average daily cargo weight of the final transportation route on that day has increased compared to the historical average daily cargo weight. That is, compared with the previous month, a new target transportation route has switched to the final transportation route. Then, the weight difference between the average daily cargo weight of the final transportation route on that day and the historical average daily cargo weight is calculated, and the weight difference is set as the actual cargo increment of the final transportation route. Based on the actual cargo increment, the actual transportation cost of the actual cargo increment and the predicted transportation cost of the target transportation route corresponding to the final transportation route are determined. Based on the predicted transportation cost and the actual transportation cost, it is determined whether the final transportation route should be replanned.

[0168] In some embodiments of the present invention, when the average daily cargo weight of the final transportation route is greater than the historical average daily cargo weight of the final transportation route in the previous month, the actual cargo increase of the final transportation route can be allocated to the target transportation route corresponding to the final transportation route. The predicted transportation cost of the target transportation route corresponding to the final transportation route is determined based on the allocated cargo weight, specifically including steps g1 to g4:

[0169] Step g1: Obtain the number of transport vehicles on the target transport route corresponding to the final transport route, the historical cargo weight of each transport vehicle, and the switching time of the target transport route corresponding to the final transport route.

[0170] Step g2: Based on the switching time of the target transportation route corresponding to the final transportation route, select the target transportation route whose switching time is within a preset time period from the target transportation routes corresponding to the final transportation route, and set the selected target transportation route whose switching time is within the preset time period as the switching transportation route corresponding to the final transportation route.

[0171] In some embodiments of the present invention, the preset time period can be one month, one week, 10 days, one day, etc.

[0172] Step g3: For each switched transportation route, the predicted transportation cost of the switched transportation route is obtained based on the number of transportation vehicles on the switched transportation route, the historical cargo weight of each transportation vehicle, the switching time of the switched transportation route, and the actual cargo increase of the final transportation route within a preset time period.

[0173] In some embodiments of the present invention, the actual increase in cargo volume within a preset time period is allocated to each vehicle on the switching route based on the number of vehicles on the switching route, the historical cargo weight of each vehicle, and the switching time of the switching route, to obtain the predicted load weight on each vehicle. The predicted transportation cost of the switching route is then obtained based on the predicted load weight on each vehicle, specifically including steps h1 to h4:

[0174] Step h1: Obtain the number of days for switching the transportation route based on the switching time of the switching transportation route.

[0175] Step h2: Based on the number of transport vehicles on the switched transport route, the historical cargo weight of each transport vehicle, and the number of days the switched transport route has been switched, the weight parameters of the switched transport route are obtained.

[0176] The weighting parameter is used to quantify the proportion of the weight of the express parcel (freight item) switched from the current transportation route to the final transportation route in the actual increase of goods on the final transportation route within a preset time period.

[0177] In some embodiments of the present invention, the number of transport vehicles on the switched transport route refers to the number of express parcels (freight goods) carried by the transport vehicles on the switched transport route that are switched to the final transport route. Taking "land-to-air" transport as an example, after the express parcels (freight goods) carried by the transport vehicles on the target land transport route are switched to the second transport route corresponding to the target transport route's air transport mode, the number of transport vehicles carrying the express parcels (freight goods) on the target land transport route that are switched to the target transport route's air transport mode is counted; that is, the number of vehicles on the target land transport route carrying express parcels (freight goods) that are switched to the target transport route's air transport mode is counted.

[0178] In some embodiments of the present invention, considering that the switching time of each switching transportation route is different, the weight of express parcels (freight items) carried on each switching transportation route and switched to the final transportation route within a preset time period is different, and the historical cargo weight of the transportation vehicles on each switching transportation route is also different. In order to ensure that the predicted carrying weight of the transportation vehicles on the switching transportation route is as close as possible to the actual cargo weight switched by the transportation vehicles on the switching transportation route, the weight parameter of the switching transportation route is obtained according to the number of transportation vehicles on the switching transportation route, the historical cargo weight of each transportation vehicle, and the number of switching days of the switching transportation route.

[0179] In some embodiments of the present invention, the following parameters are obtained: the number of transportation routes switched within a preset time period, the number of vehicles on each switched transportation route, the historical cargo weight of each vehicle on each switched transportation route, and the number of switching days for each switched transportation route; based on the proportion of the switching days for each switched transportation route within the preset time period, a day weight parameter for each switched transportation route is obtained; the number of vehicles on each switched transportation route is accumulated to obtain the total number of vehicles switched to the final transportation route within the preset time period, and the proportion of the number of vehicles on each switched transportation route to the total number of vehicles is calculated to obtain a vehicle weight parameter for each switched transportation route; the historical cargo weight of each vehicle on each switched transportation route is accumulated to obtain the total historical cargo weight, and the proportion of the historical cargo weight of each vehicle on each switched transportation route to the total historical cargo weight is calculated to obtain a weight weight parameter for each switched transportation route; based on the day weight parameter, the vehicle weight parameter, and the weight weight parameter for each switched transportation route, the weight parameter for the switched transportation route is obtained.

[0180] In some embodiments of the present invention, the product of the number of days weight parameter for each switching transportation route, the tool weight parameter for each switching transportation route, and the weight weight parameter for each switching transportation route can be set as the weight parameter for the switching transportation route. In some embodiments of the present invention, the sum of the number of days weight parameter for each switching transportation route, the tool weight parameter for each switching transportation route, and the weight weight parameter for each switching transportation route can be set as the weight parameter for the switching transportation route.

[0181] Step h3: Based on the weight parameters of the switched transport route and the actual cargo increment of the final transport route within a preset time period, the predicted load weight of each transport vehicle on the switched route is obtained.

[0182] In some embodiments of the present invention, the predicted total load of the transport vehicles on the switched transport route is obtained based on the weight parameters of the switched transport route and the actual cargo increment of the final transport route within a preset time period; the predicted load of each transport vehicle on the switched transport route is obtained by weighted averaging the predicted total load of the transport vehicles on the switched transport route based on the number of transport vehicles on the switched transport route and the historical cargo weight of each transport vehicle.

[0183] Step h4: Based on the predicted load weight of each vehicle on the switched transportation route, obtain the predicted transportation cost of the switched transportation route.

[0184] In some embodiments of the present invention, the predicted load weight of each vehicle on the switching transportation route and the weight unit price coefficient of each vehicle on the switching transportation route can be used to obtain the preset transportation cost of each vehicle on the switching transportation route, and the preset transportation cost of each vehicle on the switching transportation route can be accumulated to obtain the predicted transportation cost of the switching transportation route.

[0185] Step g4: Based on the cost difference between the actual transportation cost of the final transportation route and the sum of the predicted transportation costs of the switching transportation routes corresponding to the final transportation route, determine whether the final transportation route should be replanned.

[0186] In some embodiments of the present invention, the cost difference between the actual transportation cost of the final transportation route and the sum of the predicted transportation costs of the switching transportation routes corresponding to the final transportation route is calculated, and the cost difference is compared with a preset cost difference threshold. If the cost difference is greater than or equal to the preset cost difference threshold, it indicates that after the route switching, the transportation cost generated by the final transportation route is lower than that of the target transportation route corresponding to the final transportation route. In this case, the final transportation route is not replanned, transportation continues according to the final transportation route, and the actual transportation cost of the final transportation route continues to be monitored. If the cost difference is greater than the preset cost difference threshold, the final transportation route is replanned, and the final transportation route is switched to the target transportation route corresponding to the final transportation route. Alternatively, the final transportation route is replanned according to steps 203 to 204 based on the target flow direction of the final transportation route, a switchable second transportation route corresponding to the final transportation route is found, and the switchable second transportation route is set as the new final transportation route.

[0187] In some embodiments of the present invention, in step g4, considering that the actual transportation cost of the final transportation route may not include the transit transportation cost of the final transportation route, the transit transportation cost of the final transportation route is obtained based on the predicted load weight of each vehicle on each switching route corresponding to the final transportation route. The cost difference between the final transportation route and the switching transportation route corresponding to the final transportation route is obtained by summing the predicted transportation costs and subtracting (transit transportation cost + actual transportation cost). Here, the transit transportation cost of the final transportation route refers to the logistics cost incurred from the originating transit point of the final transportation route to its originating point.

[0188] To better implement the logistics route planning method provided in the embodiments of the present invention, based on the logistics route planning method, the embodiments of the present invention provide a logistics route planning device, such as... Figure 3 As shown, Figure 3 This is a schematic diagram of an embodiment of the logistics route planning device provided in this invention. The logistics route planning device shown includes:

[0189] The acquisition module 301 is used to acquire multiple transportation routes and historical transportation data for each transportation route. The historical transportation data includes the historical transportation dates, transportation times, historical cargo weights, and historical transportation costs of the transportation vehicles on each transportation route, as well as the target flow direction and transportation distance of each transportation route.

[0190] The route filtering module 302 is used to determine the target transportation route among multiple transportation routes based on the historical transportation dates and times of the transportation vehicles on each transportation route, as well as the transportation distance of each transportation route.

[0191] The cost determination module 303 is used to determine the second transportation route corresponding to each target transportation route and the transportation cost of the transportation vehicles on the second transportation route based on the historical cargo weight, historical transportation cost and target flow direction of each target transportation route; the target flow direction of the second transportation route is matched with the target flow direction of the corresponding target transportation route.

[0192] The route determination module 304 is used to determine the final transportation route for each target transportation route based on the historical transportation cost of the transportation vehicles on the target transportation route corresponding to the target transportation route and the transportation cost of the transportation vehicles on the second transportation route corresponding to the target transportation route.

[0193] In some embodiments of the present invention, the line filtering module 302 includes:

[0194] The first candidate unit is used to determine candidate target transportation routes among multiple transportation routes based on the transportation distance and distance threshold of each transportation route.

[0195] The route grouping unit is used to group candidate target transportation routes corresponding to the same target flow according to the historical transportation dates of the transportation vehicles on each candidate target transportation route, to obtain at least one set of candidate target transportation routes; the transportation vehicles on each candidate target transportation route in the set of candidate target transportation routes have the same historical transportation dates.

[0196] The second candidate unit is used to filter the candidate target transportation routes with the latest transportation time of the transportation vehicles on each candidate target transportation route set, based on the transportation time of the transportation vehicles on each candidate target transportation route set, to obtain a filtered candidate target transportation route set.

[0197] The extraction unit is used to set the candidate target transportation routes in the filtered candidate target transportation route set as the target transportation routes.

[0198] In some embodiments of the present invention, the cost determination module 303 includes:

[0199] Based on the target flow direction of each target transportation route, obtain the initial second transportation route corresponding to each target transportation route;

[0200] Based on the historical cargo weight of the transport vehicles on each target transport route, candidate second transport routes corresponding to each target transport route are selected from the second initial transport routes corresponding to each target transport route; the total load-bearing weight of the transport vehicles on the candidate second transport routes corresponding to each target transport route is greater than the historical cargo weight of the transport vehicles on each target transport route.

[0201] Based on the total load-bearing weight of the vehicles on the candidate second transportation routes corresponding to each target transportation route and the weight unit price coefficient of the candidate second transportation routes corresponding to each target transportation route, the transportation cost of the vehicles on the candidate second transportation routes corresponding to each target transportation route is determined.

[0202] Based on the transportation costs of the vehicles on the candidate second transportation routes corresponding to each target transportation route and the historical transportation costs of the vehicles on each target transportation route, the second transportation routes corresponding to the target transportation routes and the transportation costs of the vehicles on the second transportation routes are determined.

[0203] In some embodiments of the present invention, the cost determination module 303 includes:

[0204] For each target transportation route, obtain the number of transportation vehicles on the candidate second transportation route, as well as the load-bearing weight and weight unit price coefficient of each transportation vehicle on the candidate second transportation route.

[0205] Based on the load-bearing capacity and unit price coefficient of each vehicle on the candidate second transport route, the transport cost of the vehicles on the candidate second transport route is determined.

[0206] In some embodiments of the present invention, the cost determination module 303 includes:

[0207] Obtain the total load-bearing capacity of the vehicles on the initial second transportation route corresponding to each target transportation route;

[0208] For each target transport route, the total load-bearing capacity of the transport vehicles on the initial second transport route corresponding to the target transport route is compared with the historical cargo weight of the transport vehicles on the target transport route.

[0209] Based on the comparison results, candidate second transportation routes corresponding to the target transportation route are selected from the initial second transportation routes corresponding to the target transportation route.

[0210] In some embodiments of the present invention, the cost determination module 303 includes:

[0211] Based on the comparison results, an initial second transport route is selected that can carry a total weight greater than or equal to the historical cargo weight of the transport vehicles on the target transport route. The selected initial second transport route that can carry a total weight greater than or equal to the historical cargo weight of the transport vehicles on the target transport route is set as the initial candidate second transport route.

[0212] Obtain the latest transportation time from the originating transit hub corresponding to the originating point of the initial candidate second transportation route, the second transportation time of the initial candidate second transportation route, the first transportation time of the target transportation route, and the arrival time from the originating point of the target transportation route to the originating transit hub.

[0213] The initial candidate second transport route that has a second transport time greater than or equal to the first transport time and the latest transport time greater than the arrival time is set as the candidate second transport route of the target transport route.

[0214] In some embodiments of the present invention, the logistics route planning device further includes a monitoring module 305;

[0215] The monitoring module 305 is used to obtain the transportation start date of the final transportation route if the final transportation route is the second transportation route; starting from the transportation start date, it obtains the actual cargo increment and the actual transportation cost of the actual cargo increment of the final transportation route, and determines whether to replan the final transportation route based on the actual transportation cost.

[0216] In some embodiments of the present invention, the monitoring module 305 further includes:

[0217] Obtain the number of transport vehicles on the target transport route corresponding to the final transport route, the historical cargo weight of each transport vehicle, and the switching time of the target transport route corresponding to the final transport route;

[0218] Based on the switching time of the target transportation route corresponding to the final transportation route, select the target transportation route whose switching time is within a preset time period from the target transportation routes corresponding to the final transportation route, and set the selected target transportation route whose switching time is within the preset time period as the switching transportation route corresponding to the final transportation route.

[0219] For each switching transportation route, the predicted transportation cost of the switching transportation route is obtained based on the number of transportation vehicles on the switching transportation route, the historical cargo weight of each transportation vehicle, the switching time of the switching transportation route, and the actual cargo increase of the final transportation route within a preset time period.

[0220] Based on the cost difference between the actual transportation cost of the final transportation route and the sum of the predicted transportation costs of the corresponding switching transportation routes, it is determined whether the final transportation route should be replanned.

[0221] In some embodiments of the present invention, the monitoring module 305 further includes:

[0222] The number of days for switching the transportation route is obtained based on the switching time of the switching route.

[0223] The weighting parameters of the switching transportation route are obtained based on the number of transportation vehicles on the switching route, the historical cargo weight of each transportation vehicle, and the number of switching days of the switching transportation route.

[0224] Based on the weight parameters of the switched transport route and the actual cargo increase of the final transport route within a preset time period, the predicted load weight of each transport vehicle on the switched route is obtained.

[0225] The predicted transportation cost of the switching transportation route is obtained based on the predicted load weight of each vehicle on the switching transportation route.

[0226] This invention selects target transportation routes with existing second transportation routes based on the transportation distance, historical departure dates, and departure times of the transportation routes, filtering out invalid transportation routes. This ensures the accuracy of subsequent second transportation route searches and cost calculations while improving computational efficiency. Furthermore, by comprehensively considering flow direction, cargo weight, and cost in the comparison of different transportation routes, a second transportation route that better meets the needs is obtained, thereby improving the accuracy of route planning.

[0227] This invention also provides a logistics route planning device, such as... Figure 4 As shown, it illustrates the structural diagram of the logistics route planning equipment involved in an embodiment of the present invention. Specifically:

[0228] The logistics route planning equipment may include components such as a processor 401 with one or more processing cores, a memory 402 with one or more computer-readable storage media, a power supply 403, and an input unit 404. Those skilled in the art will understand that... Figure 4 The logistics route planning equipment structure shown does not constitute a limitation on the logistics route planning equipment. It may include more or fewer components than shown, or combine certain components, or have different component arrangements. Wherein:

[0229] The processor 401 is the control center of the logistics route planning equipment. It connects various parts of the equipment via various interfaces and lines, and executes software programs and / or modules stored in the memory 402, as well as calling data stored in the memory 402, to perform various functions and process data, thereby providing overall monitoring of the logistics route planning equipment. Optionally, the processor 401 may include one or more processing cores; preferably, the processor 401 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into the processor 401.

[0230] The memory 402 can be used to store software programs and modules. The processor 401 executes various functional applications and data processing by running the software programs and modules stored in the memory 402. The memory 402 may mainly include a program storage area and a data storage area. The program storage area may store the operating system, application programs required for at least one function (such as sound playback function, image playback function, etc.), etc.; the data storage area may store data created based on the use of logistics route planning equipment, etc. In addition, the memory 402 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device. Accordingly, the memory 402 may also include a memory controller to provide the processor 401 with access to the memory 402.

[0231] The logistics route planning equipment also includes a power supply 403 that supplies power to various components. Preferably, the power supply 403 can be logically connected to the processor 401 through a power management system, thereby enabling functions such as charging, discharging, and power consumption management through the power management system. The power supply 403 may also include one or more DC or AC power supplies, recharging systems, power fault detection circuits, power converters or inverters, power status indicators, and other arbitrary components.

[0232] The logistics route planning device may also include an input unit 404, which can be used to receive input digital or character information, and generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function control.

[0233] Although not shown, the logistics route planning device may also include a display unit, etc., which will not be described in detail here. Specifically, in this embodiment, the processor 401 in the logistics route planning device loads the executable files corresponding to the processes of one or more application programs into the memory 402 according to the following instructions, and the processor 401 runs the application programs stored in the memory 402 to realize various functions, as follows:

[0234] Acquire multiple transportation routes and historical transportation data for each route; historical transportation data includes the historical transportation dates, transportation times, historical cargo weights, historical transportation costs, target destinations, and transportation distances for each transportation route.

[0235] Based on the historical transport dates and times of the transport vehicles on each transport route, as well as the transport distance of each transport route, the target transport route among multiple transport routes is determined;

[0236] Based on the historical cargo weight, historical transportation cost, and target flow direction of each target transportation route, the corresponding second transportation route and the transportation cost of the transportation vehicles on the second transportation route are determined; the target flow direction of the second transportation route matches the target flow direction of the corresponding target transportation route.

[0237] For each target transportation route, the final transportation route for that target direction is determined based on the historical transportation costs of the vehicles on the target transportation route corresponding to that target direction and the transportation costs of the vehicles on the second transportation route corresponding to that target transportation route.

[0238] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be performed by instructions, or by instructions controlling related hardware. These instructions can be stored in a computer-readable storage medium and loaded and executed by a processor.

[0239] To this end, embodiments of the present invention provide a storage medium storing a plurality of instructions that can be loaded by a processor to execute steps in any of the virtual resource transfer methods provided in the embodiments of the present invention. For example, the instructions can execute the following steps:

[0240] Acquire multiple transportation routes and historical transportation data for each route; historical transportation data includes the historical transportation dates, transportation times, historical cargo weights, historical transportation costs, target destinations, and transportation distances for each transportation route.

[0241] Based on the historical transport dates and times of the transport vehicles on each transport route, as well as the transport distance of each transport route, the target transport route among multiple transport routes is determined;

[0242] Based on the historical cargo weight, historical transportation cost, and target flow direction of each target transportation route, the corresponding second transportation route and the transportation cost of the transportation vehicles on the second transportation route are determined; the target flow direction of the second transportation route matches the target flow direction of the corresponding target transportation route.

[0243] For each target transportation route, the final transportation route for that target direction is determined based on the historical transportation costs of the vehicles on the target transportation route corresponding to that target direction and the transportation costs of the vehicles on the second transportation route corresponding to that target transportation route.

[0244] For details on the implementation of each of the above operations, please refer to the previous examples, which will not be repeated here.

[0245] The storage medium may include: read-only memory (ROM), random access memory (RAM), disk or optical disk, etc.

[0246] Since the instructions stored in the storage medium can execute the steps in any of the logistics route planning methods provided in the embodiments of the present invention, the beneficial effects that any of the logistics route planning methods provided in the embodiments of the present invention can achieve can be realized, as detailed in the preceding embodiments, and will not be repeated here.

[0247] The above provides a detailed description of a logistics route planning method, apparatus, device, and storage medium provided by embodiments of the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A logistics route planning method, characterized in that, The method includes: Acquire multiple transportation routes and historical transportation data for each of the transportation routes; the historical transportation data includes the historical transportation dates, transportation times, historical cargo weights, and historical transportation costs of the transportation vehicles on each of the transportation routes, as well as the target flow direction and transportation distance of each of the transportation routes; Based on the historical transport dates and times of the transport vehicles on each transport route, as well as the transport distance of each transport route, invalid transport routes that cannot be switched are eliminated from the plurality of transport routes to determine the target transport route among the plurality of transport routes; wherein, the invalid transport routes that cannot be switched include transport routes with short transport distances, transport routes without duplicate routes, backup routes, and transport routes where the transported express parcels do not support other transport methods; Based on the historical cargo weight and historical transportation cost of the vehicles on each target transportation route, as well as the target flow direction of each target transportation route, a second transportation route corresponding to each target transportation route is determined, along with the transportation cost of the vehicles on the second transportation route; the target flow direction of the second transportation route matches the target flow direction of the corresponding target transportation route. For each target transportation route, the final transportation route for that target transportation route is determined based on the historical transportation costs of the transportation vehicles on the target transportation route corresponding to that target transportation route and the transportation costs of the transportation vehicles on the second transportation route corresponding to that target transportation route.

2. The logistics route planning method as described in claim 1, characterized in that, The step of determining the target transportation route among the multiple transportation routes based on the historical transportation dates and times of the transportation vehicles on each transportation route, and the transportation distance of each transportation route, includes: Based on the transportation distance and distance threshold of each of the transportation routes, candidate target transportation routes are determined among the multiple transportation routes; For candidate target transportation routes corresponding to the same target flow, the candidate target transportation routes are grouped according to the historical transportation dates of the transportation vehicles on each candidate target transportation route to obtain at least one set of candidate target transportation routes; the transportation vehicles on each candidate target transportation route in the set of candidate target transportation routes have the same historical transportation dates; For each set of candidate target transportation routes, the candidate target transportation route with the latest transportation time of the transportation vehicles on each candidate target transportation route in the set is filtered to obtain a filtered set of candidate target transportation routes. The candidate target transportation routes in the filtered candidate target transportation route set are set as target transportation routes.

3. The logistics route planning method as described in claim 1, characterized in that, The step of determining the second transportation route corresponding to each target transportation route based on the historical cargo weight, historical transportation cost, and target flow direction of each target transportation route, and the transportation cost of the transportation vehicles on the second transportation route, includes: Based on the target flow direction of each target transportation route, obtain the initial second transportation route corresponding to each target transportation route; Based on the historical cargo weight of the transport vehicles on each target transport route, candidate second transport routes corresponding to each target transport route are selected from the second initial transport routes corresponding to each target transport route; the total load-bearing weight of the transport vehicles on the candidate second transport routes corresponding to each target transport route is greater than the historical cargo weight of the transport vehicles on each target transport route. Based on the total load-bearing weight of the transport vehicles on the candidate second transport routes corresponding to each target transport route and the weight unit price coefficient of the candidate second transport routes corresponding to each target transport route, the transport cost of the transport vehicles on the candidate second transport routes corresponding to each target transport route is determined. Based on the transportation costs of the vehicles on the candidate second transportation routes corresponding to each target transportation route and the historical transportation costs of the vehicles on each target transportation route, the second transportation route corresponding to the target transportation route and the transportation costs of the vehicles on the second transportation route are determined.

4. The logistics route planning method as described in claim 3, characterized in that, The step of selecting candidate second transportation routes corresponding to each target transportation route from the second initial transportation routes corresponding to each target transportation route based on the historical cargo weight of the transportation vehicles on each target transportation route includes: Obtain the total load-bearing capacity of the vehicles on the initial second transportation route corresponding to each of the target transportation routes; For each target transport route, the total load-bearing capacity of the transport vehicles on the initial second transport route corresponding to the target transport route is compared with the historical cargo weight of the transport vehicles on the target transport route. Based on the comparison results, candidate second transportation routes corresponding to the target transportation route are selected from the initial second transportation routes corresponding to the target transportation route.

5. The logistics route planning method as described in claim 4, characterized in that, The step of selecting a candidate second transportation route corresponding to the target transportation route from the initial second transportation routes corresponding to the target transportation route based on the comparison results includes: Based on the comparison results, an initial second transport route is selected that can carry a total weight greater than or equal to the historical cargo weight of the transport vehicles on the target transport route. The selected initial second transport route that can carry a total weight greater than or equal to the historical cargo weight of the transport vehicles on the target transport route is set as the initial candidate second transport route. The latest transportation time from the originating transit hub corresponding to the originating point of the initial candidate second transportation route to the originating point, the second transportation time of the initial candidate second transportation route, the first transportation time of the target transportation route, and the arrival time from the originating point of the target transportation route to the originating transit hub are obtained. The initial candidate second transportation route that has a second transportation time greater than or equal to the first transportation time and the latest transportation time greater than the arrival time is set as the candidate second transportation route of the target transportation route.

6. The logistics route planning method according to any one of claims 1 to 5, characterized in that, After determining the final transportation route for each target transportation route based on the historical transportation costs of the vehicles on the target transportation route corresponding to the target transportation route and the transportation costs of the vehicles on the second transportation route corresponding to the target transportation route, the method includes: If the final transportation route is the second transportation route, then obtain the transportation start date of the final transportation route; Starting from the transportation start date, obtain the actual cargo increment and the actual transportation cost of the actual cargo increment for the final transportation route, and determine whether to replan the final transportation route based on the actual transportation cost.

7. The logistics route planning method as described in claim 6, characterized in that, The step of determining whether to replan the final transportation route based on the actual transportation cost includes: The number of transport vehicles on the target transport route corresponding to the final transport route, the historical cargo weight of each transport vehicle, and the switching time of the target transport route corresponding to the final transport route are obtained. Based on the switching time of the target transportation route corresponding to the final transportation route, select the target transportation route whose switching time is within a preset time period from the target transportation routes corresponding to the final transportation route, and set the selected target transportation route whose switching time is within the preset time period as the switching transportation route corresponding to the final transportation route. For each switching transportation route, the predicted transportation cost of the switching transportation route is obtained based on the number of transportation vehicles on the switching transportation route, the historical cargo weight of each transportation vehicle, the switching time of the switching transportation route, and the actual cargo increase of the final transportation route within a preset time period. Based on the cost difference between the actual transportation cost of the final transportation route and the sum of the predicted transportation costs of the corresponding switching transportation routes, it is determined whether the final transportation route should be replanned.

8. The logistics route planning method as described in claim 7, characterized in that, The process of obtaining the predicted transportation cost of the switched transportation route based on the number of transport vehicles on the switched transportation route, the historical cargo weight of each transport vehicle, the switching time of the switched transportation route, and the actual cargo increase of the final transportation route within a preset time period includes: The number of days for switching the transportation route is obtained based on the switching time of the switching route. The weighting parameters of the switching transportation route are obtained based on the number of transportation vehicles on the switching route, the historical cargo weight of each transportation vehicle, and the number of switching days of the switching transportation route. Based on the weight parameters of the switched transport route and the actual cargo increase of the final transport route within a preset time period, the predicted load weight of each transport vehicle on the switched transport route is obtained. The predicted transportation cost of the switching transportation route is obtained based on the predicted load weight of each vehicle on the switching transportation route.

9. A logistics route planning device, characterized in that, The logistics route planning device includes: The acquisition module is used to acquire multiple transportation routes and historical transportation data for each of the transportation routes; the historical transportation data includes the historical transportation dates, transportation times, historical cargo weights, and historical transportation costs of the transportation vehicles on each of the transportation routes, as well as the target flow direction and transportation distance of each of the transportation routes; The route filtering module is used to determine the target transportation route from the multiple transportation routes by eliminating invalid transportation routes that cannot be switched based on the historical transportation dates and times of the transportation vehicles on each transportation route and the transportation distance of each transportation route; wherein, the invalid transportation routes that cannot be switched include transportation routes with short transportation distances, transportation routes without duplicate routes, backup routes, and transportation routes where the transported express parcels do not support other transportation methods; The cost determination module is used to determine the second transportation line corresponding to each target transportation line and the transportation cost of the transportation vehicles on the second transportation line based on the historical cargo weight and historical transportation cost of the transportation vehicles on each transportation line and the target flow direction of each target transportation line; the target flow direction of the second transportation line matches the target flow direction of the corresponding target transportation line. The route determination module is used to determine the final transportation route for each target transportation route based on the historical transportation cost of the transportation vehicles on the target transportation route corresponding to the target transportation route and the transportation cost of the transportation vehicles on the second transportation route corresponding to the target transportation route.

10. A logistics route planning device, characterized in that, It includes a memory and a processor; the memory stores an application program, and the processor runs the application program within the memory to perform the operations in the logistics route planning method according to any one of claims 1 to 8.

11. A storage medium, characterized in that, The storage medium stores a plurality of instructions adapted for loading by a processor to execute the steps of the logistics route planning method according to any one of claims 1 to 8.

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