Logistics warehouse network establishment method, device and equipment and readable storage medium

Abstract

Embodiments of the present application provide a logistics warehouse network establishment method and device, electronic equipment and readable storage medium, and relate to the technical field of logistics. Embodiments of the present application determine the target cost of goods from each supply end to the production end under different transportation conditions according to the goods data corresponding to each supply end, the load and transportation unit price of each carrier between each candidate warehouse and the production end, and the first transportation cost from each supply end to each candidate warehouse, and determine the target warehouse, the number of target carriers between the target warehouse and the production end according to the target cost of goods from each supply end to the production end under different transportation conditions. In this way, the warehouse network is established through multiple parameters, the cost change under different parameter values is obtained, the warehouse network structure is determined based on the cost change under different parameter values, and the cost is reduced. At the same time, embodiments of the present application link the establishment of the logistics warehouse network with the carrier, determine the target carrier in the warehouse network, can effectively improve the loading rate of the carrier, and further reduce the cost.

Description

Technical Field

[0001] This invention relates to the field of logistics technology, and specifically to a method, apparatus, equipment, and readable storage medium for establishing a logistics warehouse network. Background Technology

[0002] Inbound logistics refers to the transportation of raw materials from suppliers to manufacturers' warehouses. Inbound logistics is a crucial yet challenging aspect for manufacturers, directly impacting their logistics costs. Currently, inbound logistics planning is often based on human experience-based decisions. In complex scenarios with numerous decision-making processes, it's difficult to comprehensively balance costs, leading to excessively high costs, poor delivery times, and ineffective risk control. Summary of the Invention

[0003] Based on the above research, embodiments of the present invention provide a method, apparatus, equipment and readable storage medium for establishing a logistics warehouse network, which can reduce costs and reduce the risks caused by human decision-making errors.

[0004] In a first aspect, embodiments of the present invention provide a method for establishing a logistics warehouse network, the method comprising:

[0005] Obtain the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end from multiple candidate warehouses;

[0006] Determine the cargo data of the goods that need to be transported by each supply end, and the first transportation cost from each supply end to each candidate warehouse;

[0007] Based on the cargo data, the load capacity, the transportation unit price, and the first transportation cost, the target cost of goods from each of the supply ends to the production end is determined under different transportation conditions; the transportation conditions include vehicles and candidate warehouses.

[0008] Based on the target cost of goods from each of the supply ends to the production end under the different transportation conditions, the number of target warehouses and target vehicles between the target warehouses and the production end is determined.

[0009] In an optional implementation, determining the target cost from the supply end to the production end for goods under different transportation conditions based on the cargo data, the load capacity, the unit transportation price, and the first transportation cost includes:

[0010] Obtain the storage unit price for each of the candidate warehouses;

[0011] Based on the first transportation cost from each of the supply ends to each of the candidate warehouses, the cargo data of each of the supply ends, the storage unit price of each of the candidate warehouses, and the load and transportation unit price of each vehicle between each candidate warehouse and the production end, the initial transportation cost and storage cost of each of the supply ends under different candidate warehouses and different vehicles are determined.

[0012] Based on the initial transportation and storage costs of each supply end under different candidate warehouses and different vehicles, the target cost of goods from each supply end to the production end under different transportation conditions is obtained.

[0013] In an optional implementation, based on the cargo data, the load capacity, the unit transportation price, and the first transportation cost, the target cost from the supply end to the production end is determined for each of the different transportation conditions, including:

[0014] Obtain the second transportation cost of goods from each of the supply ends to the production end and the storage unit price of each of the candidate warehouses;

[0015] Based on the first transportation cost from each of the supply ends to each of the candidate warehouses, the cargo data of each of the supply ends, the storage unit price of each of the candidate warehouses, and the load and transportation unit price of each vehicle between each candidate warehouse and the production end, the initial transportation cost and storage cost of each of the supply ends under different candidate warehouses and different vehicles are determined.

[0016] For each candidate warehouse and each vehicle, if the initial transportation cost of any supplier in the candidate warehouse and the vehicle is not less than the second transportation cost of the supplier, then the second transportation cost of the supplier is determined as the initial transportation cost of the supplier in the candidate warehouse and the vehicle.

[0017] Based on the initial transportation and storage costs of each supply end under different candidate warehouses and different vehicles, the target cost of goods from each supply end to the production end under different transportation conditions is obtained.

[0018] In an optional implementation, the step of determining the second transportation cost of the supplier as the initial transportation cost of the supplier under the candidate warehouse and the vehicle if the initial transportation cost of any supplier under the candidate warehouse and the vehicle is not less than the second transportation cost of the supplier under the candidate warehouse and the vehicle includes:

[0019] If the initial transportation cost of any supplier under the candidate warehouse and the vehicle is not less than the second transportation cost of the supplier, then based on the preset capacity constraints of the production end and the cargo data of the supplier, it is determined whether the cargo of the supplier can be directly transported to the production end.

[0020] If the goods from the supply side can be directly transported to the production side, the second transportation cost of the supply side is determined to be the initial transportation cost of the supply side under the candidate warehouse and the vehicle.

[0021] In an optional implementation, the transportation conditions include turnaround time, and determining the target cost from the supply end to the production end under different transportation conditions based on the cargo data, the load capacity, the transportation unit price, and the first transportation cost includes:

[0022] Obtain the storage unit price of each candidate warehouse, and determine the candidate set according to the preset warehouse number conditions, wherein the candidate set includes at least one candidate warehouse;

[0023] For each candidate set, based on the cargo data of each supply end under different turnover times, the first transportation cost to each candidate warehouse under different turnover times, the second transportation cost to the production end under different turnover times, the storage unit price of each candidate warehouse in the candidate set, and the load and transportation unit price of each vehicle between each candidate warehouse and the production end, the target transportation route, the route cost of the target transportation route, and the target vehicle for each supply end under the candidate set at different turnover times are determined.

[0024] Based on the route cost and target vehicle of the target transportation route of each supply end under different turnover times in each candidate set, the target cost of goods from each supply end to the production end under different transportation conditions is determined.

[0025] In an optional implementation, determining the target cost of goods from each of the supply ends to the production end under different transportation conditions, based on the route cost of the target transportation routes and the target vehicles for each of the supply ends under different turnaround times in each of the candidate sets, includes:

[0026] For each turnaround time, the route costs of the target transportation routes of each supply side under each candidate set are accumulated to obtain the target cost of each candidate set under that turnaround time;

[0027] Based on the target costs of each candidate set at different turnover times and the target vehicles of each supply end under each candidate set for target transportation routes, the target costs of goods from each supply end to the production end under different transportation conditions are determined.

[0028] In an optional implementation, the plurality of candidate warehouses includes at least one first candidate warehouse and at least one second candidate warehouse, wherein the distance from the second candidate warehouse to the production end is less than the distance from the first candidate warehouse to the production end;

[0029] The load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end include the load capacity and transportation unit price of each vehicle between each first candidate warehouse and each second candidate warehouse, and the load capacity and transportation unit price of each vehicle between each second candidate warehouse and the production end.

[0030] The first transportation cost from each of the supply ends to each of the candidate warehouses includes the transportation cost from each of the supply ends to each of the first candidate warehouses and the transportation cost from each of the supply ends to the second candidate warehouses.

[0031] In an optional implementation, the target warehouse includes a first target warehouse and a second target warehouse. After determining the target warehouse and the number of target vehicles between the target warehouse and the production end based on the target cost of goods from each of the supply ends to the production end under different transportation conditions, the method further includes:

[0032] Determine the initial turnover time of the first target warehouse and the second target warehouse, and the target supply end from which goods are directly delivered to the production end under the first target warehouse and the second target warehouse;

[0033] The initial turnover time is adjusted according to multiple preset disturbance durations to obtain multiple disturbance turnover durations, and the delivery frequency of the target supplier is adjusted to obtain multiple disturbance delivery frequencies.

[0034] Based on the first target warehouse and the second target warehouse, the disturbance cost is determined under different disturbance turnover durations and different disturbance delivery frequencies; wherein, at least one disturbance cost corresponds to a different disturbance turnover duration for the first target warehouse and the second target warehouse;

[0035] Based on the disturbance costs under different disturbance turnaround times and different disturbance delivery frequencies, the target turnaround time for the first target warehouse, the target turnaround time for the second target warehouse, and the target delivery frequency for the target supply side are determined.

[0036] Secondly, embodiments of the present invention provide a logistics warehouse network establishment device, the device comprising:

[0037] The first processing module is used to obtain the load and transportation unit price of each vehicle between each candidate warehouse and the production end in multiple candidate warehouses;

[0038] The second processing module is used to determine the cargo data of the goods that each supplier needs to transport and the first transportation cost from each supplier to each candidate warehouse;

[0039] The third processing module is used to determine the target cost of goods from each of the supply ends to the production end under different transportation conditions based on the cargo data, the load, the transportation unit price, and the first transportation cost; the transportation conditions include the vehicle and the candidate warehouse.

[0040] The fourth processing module is used to determine the target warehouse and the number of target vehicles between the target warehouse and the production end based on the target cost of goods from each of the supply ends to the production end under the different transportation conditions.

[0041] Thirdly, embodiments of the present invention provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the logistics warehouse network establishment method described in any of the above embodiments.

[0042] Fourthly, embodiments of the present invention provide a readable storage medium, the readable storage medium including a computer program, wherein the computer program, when running, controls the electronic device where the readable storage medium is located to execute the logistics warehouse network establishment method described in any of the above embodiments.

[0043] The logistics warehouse network establishment method, apparatus, electronic device, and readable storage medium provided in this invention determine the target cost of goods from each supplier to the production end under different transportation conditions based on cargo data corresponding to each supplier, the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end, and the first transportation cost from each supplier to each candidate warehouse. Furthermore, based on the target cost of goods from each supplier to the production end under different transportation conditions, the number of target warehouses and target vehicles between the target warehouses and the production end is determined. Thus, by establishing the warehouse network through multiple parameters, the cost changes of the warehouse network under different parameter values ​​are obtained. Based on the cost changes of the warehouse network under different parameter values, the warehouse network structure is determined, reducing costs. Simultaneously, this invention links the establishment of the logistics warehouse network with vehicles, determining the target vehicles in the warehouse network, which can effectively improve the vehicle loading rate, further reducing costs and improving timeliness. Attached Figure Description

[0044] 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.

[0045] Figure 1 A schematic diagram of the structure of an electronic device provided in an embodiment of the present invention;

[0046] Figure 2A schematic flowchart of a logistics warehouse network establishment method provided in an embodiment of the present invention;

[0047] Figure 3 This is another flowchart illustrating the logistics warehouse network establishment method provided in an embodiment of the present invention;

[0048] Figure 4 This is a block diagram of a logistics warehouse network establishment device provided in an embodiment of the present invention. Detailed Implementation

[0049] 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.

[0050] In the description of this invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0051] As described in the background section, inbound logistics is a crucial yet challenging aspect for manufacturers, significantly impacting their logistics costs. Currently, traditional warehouse network planning suffers from the following main shortcomings:

[0052] First, most inbound logistics planning only supports planning under certain parameters and demand conditions, and is not suitable for situations with many uncertain demand parameters, especially for new factory construction. Parameters such as inventory turnover days, daily factory production plans, and supply chain delivery cycles are uncertain, and there are no effective experience values ​​for reference. Second, during the inbound logistics setup process, warehouse network planning does not support selecting the optimal warehouse network level when multiple warehouse network levels exist simultaneously, and lacks effective control measures for various warehouse network levels, easily exceeding the capacity limits of the factory and each warehouse. Third, current warehouse network planning cannot select the optimal vehicle type and number; it can only parameterize one vehicle type and number, resulting in low vehicle loading rates and increased costs. Fourth, previous warehouse network location methods often output specific results based on specific parameters, and cannot output the cost-optimal combination under different parameter values ​​to assist factory operation decisions.

[0053] Based on the above research, embodiments of the present invention provide a method, apparatus, equipment, and readable storage medium for establishing a logistics warehouse network. According to the cargo data corresponding to each supply end, the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end, and the first transportation cost from each supply end to each candidate warehouse, the target cost of goods from each supply end to the production end is determined under different transportation conditions. Based on the target cost of goods from each supply end to the production end under different transportation conditions, the number of target warehouses and target vehicles between the target warehouses and the production end is determined. Thus, by establishing the warehouse network through multiple parameters, the cost changes under different parameter values ​​are obtained. Based on the cost changes under different parameter values, the warehouse network structure is determined, reducing costs. Simultaneously, embodiments of the present invention link the establishment of the logistics warehouse network with vehicles, determining the target vehicles in the warehouse network, which can effectively improve the vehicle loading rate and further reduce costs.

[0054] Please see Figure 1 , Figure 1 This is a schematic diagram of the structure of the electronic device provided in this embodiment. Figure 1 As shown, the electronic device 100 includes a logistics warehouse network establishment device 10, a memory 20, a processor 30, and a communication unit 40. The memory 20, processor 30, and communication unit 40 are electrically connected directly or indirectly to each other to achieve signal transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses or signal lines.

[0055] In this embodiment, the logistics warehouse network establishment device 10 includes at least one software functional module that can be stored in the memory 20 in the form of software or firmware. The processor 30 is used to execute the executable module (e.g., the software functional module or computer program included in the logistics warehouse network establishment device 10) stored in the memory 20. When the electronic device 100 is running, the processor 30 communicates with the memory 20 via a bus, and the processor 30 executes the executable module or computer program to implement the logistics warehouse network establishment method described in this embodiment.

[0056] The memory 20 may be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.

[0057] Processor 30 is used to perform one or more functions described in this embodiment. In some embodiments, processor 30 may include one or more processing cores (e.g., a single-core processor (S) or a multi-core processor (S)). By way of example only, processor 30 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), an application-specific instruction set processor (ASIP), a graphics processing unit (GPU), a physical processing unit (PPU), a digital signal processor (DSP), a field-programmable gate array (FPGA), a programmable logic device (PLD), a controller, a microcontroller unit, a reduced instruction set computing (RISC) computer, or a microprocessor, or any combination thereof.

[0058] For ease of explanation, only one processor is described in the electronic device 100. However, it should be noted that the electronic device 100 in this embodiment may also include multiple processors, and therefore the steps performed by one processor as described in this embodiment may also be performed jointly or individually by multiple processors. For example, if the processor of the electronic device performs steps A and B, it should be understood that steps A and B may also be performed jointly by two different processors or individually by one processor. For example, one processor performs step A, and a second processor performs step B, or the first processor and the second processor jointly perform steps A and B.

[0059] In this embodiment, the process definition method disclosed in any implementation can be applied to the processor 30, or implemented by the processor 30.

[0060] The communication unit 40 is used to establish a communication connection between the electronic device 100 and other devices via a network, and to send and receive data via the network.

[0061] In some implementations, the network can be any type of wired or wireless network, or a combination thereof. By way of example only, the network may include wired networks, wireless networks, fiber optic networks, telecommunications networks, intranets, the Internet, local area networks (LANs), wide area networks (WANs), wireless local area networks (WLANs), metropolitan area networks (MANs), public switched telephone networks (PSTNs), Bluetooth networks, ZigBee networks, or near field communication (NFC) networks, or any combination thereof.

[0062] In this embodiment, the electronic device may be an ultra-mobile personal computer (UMPC), a physical server, or other such device. The electronic device may also be one or more computing nodes in a service cluster consisting of multiple physical servers. This embodiment does not impose any restrictions on the specific type of electronic device.

[0063] Understandably, Figure 1 The structure shown is for illustrative purposes only. Electronic devices may also have more advanced features. Figure 1 Showing more or fewer components, or having with Figure 1 The different configurations shown. Figure 1 The components shown can be implemented using hardware, software, or a combination thereof.

[0064] based on Figure 1 The implementation architecture of this embodiment provides a method for establishing a logistics warehouse network, which is based on... Figure 1 The electronic device shown executes the steps of the logistics warehouse network establishment method provided in this embodiment, which will be described in detail below. Please refer to the following reference. Figure 2 The logistics warehouse network establishment method provided in this embodiment includes steps S101 to S104.

[0065] Step S101: Obtain the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end in multiple candidate warehouses.

[0066] The production end refers to the location of the manufacturer's factory, which can process the raw materials provided by the supplier to produce products.

[0067] For manufacturers, it is necessary to store sufficient raw materials in advance to ensure normal product production. However, since the storage area of ​​a manufacturer's factory is limited, storing all the raw materials supplied by suppliers at the factory would lead to warehouse overload and affect production schedules. On the other hand, storing the raw materials supplied by suppliers according to the factory's area would result in insufficient raw material reserves, also affecting production schedules. Therefore, manufacturers usually choose to build warehouses to store raw materials.

[0068] In this embodiment, multiple candidate warehouses can be selected. The timeliness and cost of each candidate warehouse are evaluated, and then the final warehouse location is determined from the multiple candidate warehouses.

[0069] In this embodiment, the candidate warehouse represents a candidate storage area. The storage area can be, but is not limited to, geographical areas such as provinces, cities, and counties.

[0070] Optionally, candidate warehouses can be selected based on business needs. For example, they can be chosen based on the routes taken by various suppliers to transport raw materials. If all suppliers' routes pass through point A, then point A can be selected as a candidate warehouse. Alternatively, they can be selected based on transportation convenience. If points A, B, and C exist, and point A has the most convenient transportation, then point A can be selected as a candidate warehouse. Another example is the selection of candidate warehouses based on the demand for raw materials. If the demand for raw material 'a' is the highest, then a point on the route used to transport raw material 'a' can be selected as a candidate warehouse. This embodiment does not limit the specific selection method.

[0071] After identifying candidate warehouses, the vehicles used to transport them and the production end can be determined. These vehicles refer to those used to transport raw materials, including, but not limited to, small trucks, medium-sized trucks, large trucks, and trains. Different vehicles have different load capacities and unit transport prices. For example, the load capacity of a small truck is less than that of a medium-sized truck, which is less than that of a large truck, which is less than that of a train; and the unit transport price for a small truck is less than that for a medium-sized truck, which is less than that for a large truck, which is less than that for a train.

[0072] The load capacity of a vehicle represents the amount of goods it can transport, which can be obtained directly from the vehicle's attributes. The unit price of transportation for a vehicle represents the unit price of transportation per kilometer, which can be obtained from market data of the business.

[0073] Step S102: Determine the cargo data of the goods that each supplier needs to transport and the first transportation cost from each supplier to each candidate warehouse.

[0074] The supply side refers to the address area where the supplier is located. The goods data that the supply side needs to transport represents the specifications of the goods that the supplier needs to transport to the production side, which can be determined based on the production plan data of the production side.

[0075] For example, the production end can produce M products per day. M products require X units of raw material a, Y units of raw material b, and Z units of raw material c. Raw material a needs to be provided by supplier A, raw material b needs to be provided by supplier B, and raw material c needs to be provided by supplier C. Then, the goods data that supplier A needs to transport are X units of raw material a, the goods data that supplier B needs to transport are Y units of raw material b, and the goods data that supplier C needs to transport are Z units of raw material c.

[0076] The first transportation cost from the supply side to each candidate warehouse represents the transportation price from the supply side to each candidate warehouse. The first transportation cost from the supply side to each candidate warehouse can be obtained from the supply side. The supply side can set the transportation price to the candidate warehouse based on the data of the goods to be transported and the transportation distance. Then, the set transportation price can be transmitted to electronic equipment. Based on this, the first transportation cost from each supply side to each candidate warehouse can be obtained.

[0077] Step S103: Based on cargo data, load, transportation unit price, and first transportation cost, determine the target cost of goods from each supply end to the production end under different transportation conditions.

[0078] In this process, after obtaining the cargo data of each supplier and the first transportation cost from each supplier to each candidate warehouse, the target cost of transporting cargo from each supplier to the production end under different vehicles and different candidate warehouses can be determined based on the cargo data, load, transportation unit price and the first transportation cost, thereby obtaining the target cost of transporting cargo from each supplier to the production end under different transportation conditions.

[0079] In this embodiment, the target cost of transporting goods from the supply side to the production side under different transportation conditions can be the sum of the first transportation cost from the supply side to the candidate warehouse and the transportation cost from the candidate warehouse to the production side.

[0080] For a known candidate warehouse, the initial transportation cost from the supply side to that candidate warehouse can be directly obtained. The transportation cost from the candidate warehouse to the production side can be calculated based on the cargo data transported from the supply side to the candidate warehouse, the vehicle's load capacity and unit transportation price, and the distance from the candidate warehouse to the production side. Specifically, based on the cargo data of the candidate warehouse and the vehicle's load capacity, the required number of vehicles can be determined. Based on the distance from the candidate warehouse to the production side and the unit transportation price of the vehicle, the transportation cost of a single vehicle can be obtained. Finally, based on the required number of vehicles and the transportation cost of a single vehicle, the total transportation cost from the candidate warehouse to the production side can be calculated.

[0081] Understandably, the transportation cost from candidate warehouses to the production end will differ depending on the candidate warehouse and the transportation vehicle used. For example, consider candidate warehouse a, candidate warehouse b, vehicle A, vehicle B, and vehicle C. Vehicle A has a load capacity of M1 and a transportation unit price of L1; vehicle B has a load capacity of M2 and a transportation unit price of L2; and vehicle C has a load capacity of M3 and a transportation unit price of L3. For candidate warehouse a, assuming the goods transported from supplier Z to candidate warehouse a are m, and the distance between candidate warehouse a and the production end is L, the transportation cost from candidate warehouse a to the production end can be m / M1*L1*L when using vehicle A, m / M2*L2*L when using vehicle B, and m / M3*L3*L when using vehicle C. The same applies to candidate warehouse b.

[0082] This embodiment calculates the target cost of transporting goods from each supply end to the production end under different candidate warehouses and different vehicles, thus obtaining the target cost of goods from each supply end to the production end under different transportation conditions.

[0083] Step S104: Based on the target cost of goods from each supply end to the production end under different transportation conditions, determine the target warehouse and the number of target vehicles between the target warehouse and the production end.

[0084] In this process, after obtaining the target cost of goods from each supply end to the production end under different transportation conditions, that is, after obtaining the target cost of goods from each supply end to the production end under different candidate warehouses and different vehicles, for any candidate warehouse (such as candidate warehouse a), the target cost of goods from each supply end to the production end can be calculated under any vehicle (such as vehicle A). Then, the target costs of goods from each supply end to the production end obtained from the calculation are summed to obtain the sum of the target costs of goods from each supply end to the production end under candidate warehouse a and vehicle A, which is the total target cost.

[0085] For example, consider candidate warehouse a, candidate warehouse b, vehicle A, vehicle B, supplier X1, and supplier X2. Assume that for candidate warehouse a, when using vehicle A to transport goods, the target cost of goods from supplier X1 to the production end is d1, and the target cost of goods from supplier X2 to the production end is d2. Then, under candidate warehouse a and vehicle A, the total target cost is d1 + d2. When using vehicle B to transport goods, the target cost of goods from supplier X1 to the production end is d3, and the target cost of goods from supplier X2 to the production end is d4. Therefore, under candidate warehouse a... Under vehicle B, the total target cost is d3+d4. For candidate warehouse b, when using vehicle A to transport goods, the target cost of goods from supplier X1 to production is e1, and the target cost of goods from supplier X2 to production is e2. Therefore, under candidate warehouse b and vehicle A, the total target cost is e1+e2. When using vehicle B to transport goods, the target cost of goods from supplier X1 to production is e3, and the target cost of goods from supplier X2 to production is e4. Therefore, under candidate warehouse b and vehicle B, the total target cost is e3+e4.

[0086] After obtaining the total target cost under different candidate pods and different vehicles, the total target costs under different candidate pods and different vehicles are compared to obtain the candidate pods and vehicles corresponding to the lowest total target cost. The candidate pods corresponding to the lowest total target cost are taken as target pods, and the vehicles corresponding to the lowest total target cost are taken as target vehicles. The number of target vehicles is obtained based on the number of vehicles when calculating the lowest total target cost.

[0087] For example, taking the above example, under candidate warehouse a and vehicle A, the total target cost is d1+d2; under candidate warehouse a and vehicle B, the total target cost is d3+d4; under candidate warehouse b and vehicle A, the total target cost is e1+e2; under candidate warehouse b and vehicle B, the total target cost is e3+e4. Assuming d1+d2>d3+d4>e1+e2>e3+e4, that is, the total target cost under candidate warehouse b and vehicle B is the lowest, then the target warehouse is candidate warehouse b, the target vehicle is vehicle B, and the number of target vehicles is the number of vehicles B.

[0088] Once the target warehouse is identified, a warehouse can be established based on the target warehouse, and goods can be transported based on the target vehicles and their quantity, thereby reducing transportation costs and increasing vehicle loading rates.

[0089] The logistics warehouse network establishment method provided in this embodiment determines the target cost of goods from each supplier to the production end under different transportation conditions based on the cargo data corresponding to each supply end, the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end, and the first transportation cost from each supply end to each candidate warehouse. Based on the target cost of goods from each supplier to the production end under different transportation conditions, the method also determines the target warehouse and the number of target vehicles between the target warehouse and the production end. Thus, by establishing the warehouse network through multiple parameters, the method obtains the cost changes under different parameter values. Based on the cost changes under different parameter values, the warehouse network structure is determined, reducing costs. Furthermore, this embodiment of the invention links the establishment of the logistics warehouse network with the vehicles, determining the target vehicles in the warehouse network, which can effectively improve the vehicle loading rate and further reduce costs.

[0090] Given that storage costs are incurred when goods are stored in established warehouses in practical applications, this embodiment determines the target cost from the supply end to the production end under different transportation conditions based on cargo data, load capacity, transportation unit price, and a first transportation cost, in order to improve the accuracy of cost determination and find a better solution. This includes:

[0091] (1) Obtain the storage unit price of each candidate warehouse.

[0092] (2) Based on the first transportation cost from each supply end to each candidate warehouse, the cargo data of each supply end, the storage unit price of each candidate warehouse, the load and transportation unit price of each vehicle between each candidate warehouse and the production end, determine the initial transportation cost and storage cost of each supply end under different candidate warehouses and different vehicles.

[0093] (3) Based on the initial transportation and storage costs of each supply end under different candidate warehouses and different carriers, the target cost of goods from each supply end to the production end under different transportation conditions is obtained.

[0094] The initial transportation cost can be the sum of the first transportation cost from the supply end to the candidate warehouse and the transportation cost from the candidate warehouse to the production end. The process of determining the initial transportation cost of each supply end under different candidate warehouses and different vehicles can refer to the process of step S103, which will not be described in detail here.

[0095] The storage unit price of a candidate warehouse can be the unit area rental cost of the candidate warehouse, which can be obtained based on market data. When determining the storage cost of each supply side under different candidate warehouses and different carriers, it can be determined based on the storage unit price of the candidate warehouse and the cargo data of the supply side.

[0096] Different goods have different specifications (such as volume and weight). After obtaining the goods data that the supply side needs to transport, the total volume of the goods corresponding to the goods data can be calculated based on the goods data and the specifications of the goods themselves (such as floor area, volume and other information).

[0097] When goods are stored in a candidate warehouse, they are stored based on carriers (such as pallets). The floor space and storage capacity of these carriers are predetermined. Therefore, after obtaining the total volume of the goods corresponding to the goods data, the number of carriers corresponding to the stored goods data can be calculated based on the storage capacity of the carriers. Then, based on the floor space of the carriers, the required storage area for the candidate warehouse can be obtained. After obtaining the required storage area for the candidate warehouse, the storage cost of the candidate warehouse can be obtained based on the storage unit price and the storage area (this storage cost is the storage cost per unit time (one day)).

[0098] For example, there is a candidate warehouse 'a' and a supplier 'A'. Assume that the goods data of supplier 'A' consists of X units of raw material 'a', and the volume of each raw material 'a' is T1. Then the total volume of the goods data of supplier 'A' is T1*X. Let the volume of the carrier be t and the floor area be s. Then, in candidate warehouse 'a', the storage area required for the goods data of supplier 'A' is (T1*X / t)*s. Let the storage unit price of candidate warehouse 'a' be Y1. Then, the storage cost in candidate warehouse 'a' is (T1*X / t)*s*Y1.

[0099] To determine the target cost of goods from each supplier to the production end under different transportation conditions, based on the initial transportation and storage costs of each supplier in different candidate warehouses and different vehicles, the initial transportation and storage costs under different candidate warehouses and different vehicles can be summed to obtain the target cost of goods from each supplier to the production end under different transportation conditions.

[0100] For example, consider a candidate warehouse (a), a supplier (A), and a transport vehicle (A). For candidate warehouse a, when using transport vehicle A, the transportation cost from candidate warehouse a to the production end is a1, and the initial transportation cost from the supplier to candidate warehouse a is a2. Then, under candidate warehouse a and transport vehicle A, the initial transportation cost for supplier A is a1 + a2. Assuming the storage cost of supplier A's goods data in candidate warehouse a is a3, then under candidate warehouse a and transport vehicle A, the target cost of supplier A's goods to the production end is a1 + a2 + a3. Thus, the target cost of transporting goods from each supplier to the production end can be obtained under different candidate warehouses and different transport vehicles.

[0101] After obtaining the target cost of transporting goods from each supplier to the production end under different candidate warehouses and different vehicles, the number of target warehouses and target vehicles between the target warehouses and the production end can be determined based on the target cost of goods from each supplier to the production end under different transportation conditions. The specific process can be referred to step S104, which will not be elaborated here.

[0102] The logistics warehouse network establishment method provided in this embodiment can determine the target cost by determining the storage unit price of candidate warehouses and the storage unit price and transportation costs, thereby improving the accuracy of cost determination and warehouse location selection.

[0103] Given that in practical applications, manufacturers' factories at the production end can also store the corresponding goods, some goods from the supply end can be directly transported to the production end for storage. Therefore, in this embodiment, based on cargo data, load capacity, transportation unit price, and the first transportation cost, the target cost of goods from each supply end to the production end under different transportation conditions is determined, including:

[0104] (a) Obtain the second transportation cost of goods from each supply end to the production end and the storage unit price of each candidate warehouse.

[0105] (b) Determine the initial transportation cost and storage cost of each supplier under different candidate warehouses and different vehicles based on the first transportation cost from each supplier to each candidate warehouse, the cargo data of each supplier, the load and transportation unit price of each vehicle between each candidate warehouse and the production end, and the storage unit price of each candidate warehouse.

[0106] (c) For each candidate warehouse and each vehicle, if the initial transportation cost of any supplier in the candidate warehouse and the vehicle is not less than the second transportation cost of the supplier, then the second transportation cost of the supplier is determined as the initial transportation cost of the supplier in the candidate warehouse and the vehicle.

[0107] (d) Based on the initial transportation and storage costs of each supply end under different candidate warehouses and different carriers, the target cost of goods from each supply end to the production end under different transportation conditions is obtained.

[0108] The initial transportation cost can be the sum of the first transportation cost from the supply end to the candidate warehouse and the transportation cost from the candidate warehouse to the production end. The process of determining the initial transportation cost and storage cost of each supply end under different candidate warehouses and different carriers can refer to the process of step (2), which will not be elaborated here.

[0109] The second transportation cost from the supply side to the production side represents the transportation price from the supply side to the production side. The second transportation cost corresponding to the supply side can be obtained from the supply side. The supply side can set the transportation price to the production side based on the data of the goods to be transported and the transportation distance. Then, the set transportation price can be transmitted to electronic equipment. Based on this, the second transportation cost from each supply side to the production side can be obtained.

[0110] After obtaining the second transportation cost of transporting goods from each supplier to the production end and the initial transportation cost of each supplier under different candidate warehouses and different vehicles, for each candidate warehouse and each vehicle, if the initial transportation cost of any supplier under that candidate warehouse and that vehicle is not less than the second transportation cost of that supplier, then the second transportation cost of that supplier is determined to be the initial transportation cost of that supplier under that candidate warehouse and that vehicle.

[0111] For example, there is a candidate warehouse 'a', a supplier A, and a vehicle A. For candidate warehouse 'a', when using vehicle A for transportation, the transportation cost from candidate warehouse 'a' to the production end is a1. The first transportation cost from supplier A to candidate warehouse 'a' is a2. The initial transportation cost of supplier A is a1+a2. Assuming the second transportation cost from supplier A to the production end is a4, and a4 < a1+a2, then under candidate warehouse 'a' and vehicle A, the initial transportation cost of supplier A is a4. If a4 > a1+a2, then under candidate warehouse 'a' and vehicle A, the initial transportation cost of supplier A is still a1+a2.

[0112] After obtaining the initial transportation costs of each supply end under different candidate warehouses and different vehicles, the target cost of goods from each supply end to the production end under different transportation conditions can be obtained based on the initial transportation and storage costs of each supply end under different candidate warehouses and different vehicles. For details, please refer to the above, and we will not go into too much detail here.

[0113] It should be noted that when goods from the supply side are transported directly to the production side without needing to be stored in a candidate warehouse, then the goods from the supply side will not incur storage costs in the candidate warehouse. For example, there is a candidate warehouse 'a', a supply side A, a supply side B, and a vehicle A. It is set that the goods from supply side B can be directly transported to the production side factory for storage, while the goods from supply side A need to be transported to the candidate warehouse for storage.

[0114] For candidate warehouse 'a', when using vehicle A for transportation, the transportation cost from candidate warehouse 'a' to the production end is a1, and the first transportation cost from supplier A to candidate warehouse 'a' is a2. Therefore, with candidate warehouse 'a' and vehicle A, the initial transportation cost for supplier A is a1 + a2. Assuming the storage cost of supplier A's goods data in candidate warehouse 'a' is a3, then with candidate warehouse 'a' and vehicle A, the target cost of supplier A's goods to the production end is a1 + a2 + a3. For supplier B, let the second transportation cost of its goods to the production end be a4. Then, with candidate warehouse 'a' and vehicle A, the target cost of supplier B's goods to the production end is a4.

[0115] In this way, the target cost of transporting goods from the supply end to the production end can be obtained under different candidate warehouses and different vehicles.

[0116] The logistics warehouse network establishment method provided in this embodiment can select the lowest cost route by adding the supply-to-production route, thereby further reducing the operating cost of warehouse site selection.

[0117] For any supplier, if the initial transportation cost of its goods in a candidate warehouse and on a certain vehicle is not less than the corresponding second transportation cost, it indicates that the cost of directly transporting the goods from that supplier to the production end is the lowest. However, considering the capacity limitations of the production end, if the production end's storage capacity has already reached its limit, transporting the goods from the supplier to the production end will lead to warehouse overload. Therefore, when the initial transportation cost of any supplier in the candidate warehouse and on that vehicle is not less than the second transportation cost of that supplier, the logistics warehouse network establishment method of this embodiment further includes:

[0118] If the initial transportation cost of any supplier under the candidate warehouse and the vehicle is not less than the second transportation cost of the supplier, then based on the preset capacity constraints of the production end and the cargo data of the supplier, it is determined whether the cargo of the supplier can be directly transported to the production end.

[0119] If the goods from the supply side can be directly transported to the production side, the second transportation cost of the supply side is determined to be the initial transportation cost of the supply side under the candidate warehouse and the vehicle.

[0120] The capacity constraint at the production end can be a volume constraint that the production end can store. If the initial transportation cost for any supplier at the candidate warehouse and on the vehicle is not less than the supplier's second transportation cost, then it is determined whether the volume of the goods to be transported by the supplier exceeds the current storage volume of the production end. If the volume of the goods to be transported by the supplier does not exceed the current storage volume of the production end, then it is determined that the supplier's goods can be directly transported to the production end. If the volume of the goods to be transported by the supplier exceeds the current storage volume of the production end, then it is determined that the supplier's goods cannot be directly transported to the production end.

[0121] Understandably, if the goods from the supply side are scheduled to be transported to the production side, the storage capacity of the production side will be updated. That is, the volume of the goods from the supply side will be subtracted from the current storage capacity to obtain the updated storage capacity of the production side. When determining whether the next goods from the supply side can be directly transported to the production side, it is necessary to make a determination based on the updated storage capacity of the production side.

[0122] In this embodiment, the capacity constraint at the production end can be a quantity constraint. That is, a certain number of suppliers can be designated to store their goods at the production end. When the initial transportation cost of any supplier at the candidate warehouse and the vehicle is not less than the supplier's second transportation cost, it is determined whether the currently stored number of suppliers exceeds a set quantity threshold. If it does not exceed the threshold, it is determined that the supplier's goods can be directly transported to the production end, and then the stored number of suppliers is updated. If it exceeds the threshold, it is determined that the supplier's goods cannot be directly transported to the production end. Here, the stored number of suppliers refers to the number of suppliers whose goods have been directly transported to the production end for storage.

[0123] Understandably, for each candidate warehouse and each vehicle, if the initial transportation cost of any supplier under that candidate warehouse and vehicle is not less than the supplier's second transportation cost, and if, based on the preset capacity constraints of the production end and the supplier's cargo data, it is determined that the supplier's cargo can be directly transported to the production end, then the supplier's second transportation cost is determined as the supplier's initial transportation cost under that candidate warehouse and vehicle, thereby reducing storage costs. If the supplier's cargo cannot be directly transported to the production end, then it is not necessary to determine the supplier's second transportation cost as the supplier's initial transportation cost under that candidate warehouse and vehicle, and the calculated initial transportation cost of the supplier under that candidate warehouse and vehicle is maintained.

[0124] The logistics warehouse network establishment method provided in this embodiment can avoid the production end from being overwhelmed when goods from the supply end are directly sent to the production end by setting capacity limits on the production end.

[0125] Considering that storing goods in only one warehouse is a limited and inefficient method, not necessarily the optimal solution for supply-side transportation, this embodiment also considers cost evaluation based on multiple candidate warehouses to find the optimal solution and further reduce costs. Furthermore, considering that if the supply side ships goods according to daily production demand, the transportation cost will be high, this embodiment adds a turnover day factor to account for the storage cost in the warehouse. Different turnover days result in different goods data for the supply side, different warehouse storage costs, and different transportation costs for the supply side.

[0126] Therefore, this embodiment determines the cargo data of the goods that each supplier needs to transport, the first transportation cost from each supplier to each candidate warehouse, and also includes:

[0127] Determine the cargo data for each supply end under different turnover times, the first transportation cost of transporting the cargo to each candidate warehouse under different turnover times, and the second transportation cost of transporting the cargo to the production end under different turnover times.

[0128] The cargo data for each supply side that needs to be transported under different turnover periods can be determined based on the production plan data from the production side.

[0129] Production planning data on the production side represents the quantity of products produced daily. Based on the production plan, the daily cargo data of each supplier can be obtained. After obtaining the daily cargo data of each supplier, the cargo data of each supplier under different turnover periods can be obtained. For example, based on the production plan on the production side, we can obtain the following data: Supplier A needs to transport X units of goods a daily; Supplier B needs to transport Y units of goods b daily; and Supplier C needs to transport Z units of goods c daily. Assuming the turnover time includes 3 days and 4 days, then Supplier A needs to transport 3X units of goods a daily with a 3-day turnover time and 4X units with a 4-day turnover time. Supplier B needs to transport 3Y units of goods b daily with a 3-day turnover time and 4Y units with a 4-day turnover time. Supplier C needs to transport 3Z units of goods c daily with a 3-day turnover time and 4Z units with a 4-day turnover time.

[0130] The first transportation cost for goods to be transported from each supplier to each candidate warehouse under different turnaround times represents the transportation price for goods to be transported from each supplier to each candidate warehouse under different turnaround times. This first transportation cost can be obtained from the suppliers. Based on the data of goods to be transported under different turnaround times and the transportation distance, the suppliers can set the transportation price to the candidate warehouse. The set transportation price can then be transmitted to electronic devices, from which the first transportation cost for goods to be transported from each supplier to each candidate warehouse under different turnaround times can be obtained.

[0131] The second transportation cost, representing the transportation price of goods transported from each supply end to the production end under different turnover times, can be obtained from the supply end. The supply end can set the transportation price to the production end based on the data of goods to be transported under different turnover times and the transportation distance. Then, the set transportation price can be transmitted to electronic equipment. Based on this, the second transportation cost of goods transported from each supply end to the production end under different turnover times can be obtained.

[0132] Based on this, the step of determining the target cost of goods from the supply end to the production end under different transportation conditions according to cargo data, load, transportation unit price, and first transportation cost in this embodiment may further include:

[0133] Step S201: Obtain the storage unit price of each candidate warehouse, and determine the candidate set according to the preset warehouse number conditions. The candidate set shall include at least one candidate warehouse.

[0134] The storage unit price of a candidate warehouse can be the unit area rental cost of the candidate warehouse, which can be obtained based on market data. The warehouse number condition can be a set of candidate warehouses. Based on the set number of candidate warehouses, multiple candidate warehouses are combined to obtain a candidate set. For example, if the set number of candidate warehouses is 3, multiple candidate warehouses are combined in groups of 3 to obtain multiple candidate sets. Each candidate set includes 3 candidate warehouses, and each candidate set contains at least one candidate warehouse that is different from the other candidate sets.

[0135] In order to find the optimal solution under different numbers of warehouses, in this embodiment, the warehouse number condition refers to a set of multiple set numbers of candidate warehouses. For example, the set number of candidate warehouses can be 2, 3, 4, or 5. Then, multiple candidate warehouses can be combined according to 2, 3, 4, or 5 to obtain multiple candidate warehouse sets. The obtained candidate sets include candidate sets with 2 candidate warehouses, candidate sets with 3 candidate warehouses, candidate sets with 4 candidate warehouses, and candidate sets with 5 candidate warehouses. Each candidate set contains at least one candidate warehouse that is different from the other candidate sets.

[0136] Step S202: For each candidate set, based on the cargo data of each supplier at different turnover times, the first transportation cost to each candidate warehouse at different turnover times, the second transportation cost to the production end at different turnover times, the storage unit price of each candidate warehouse in the candidate set, and the load and transportation unit price of each vehicle between each candidate warehouse and the production end, determine the target transportation route, the route cost of the target transportation route, and the target vehicle for each supplier at different turnover times in the candidate set.

[0137] In this process, after the candidate set is determined, for each candidate set, based on the cargo data of each supplier under different turnover times, the first transportation cost to each candidate warehouse under different turnover times, the second transportation cost to the production end under different turnover times, the storage unit price of each candidate warehouse in the candidate set, and the load and transportation unit price of each vehicle between each candidate warehouse and the production end, the target transportation route of each supplier under the candidate set can be determined according to the preset transportation mode constraints, warehouse constraints, capacity constraints, and decision variables.

[0138] In this embodiment, the transportation mode constraint means that each supplier's goods can only be transported to the production end via one transportation route. The warehouse constraint means that each supplier can select at most one candidate warehouse for each transportation route. The decision variable refers to selecting the transportation route with the lowest cost when there are multiple transportation routes for the goods at the supply end. The capacity constraint can be a volume constraint or a quantity constraint that the production end can store, as described above, and will not be repeated here.

[0139] In detail, for each candidate set, the initial transportation route for each supplier within that candidate set can be determined under warehouse constraints, based on the candidate warehouses included in the candidate set. Then, based on the cargo data of each supplier at different turnaround times, the first transportation cost to each candidate warehouse at different turnaround times, the second transportation cost to the production end at different turnaround times, the storage unit price of each candidate warehouse in the candidate set, and the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end, the initial route cost of each supplier's initial transportation route at different turnaround times can be determined. Then, for each turnaround time, based on transportation mode constraints, decision variables, capacity constraints, and the initial route costs of each supplier's initial transportation routes at that turnaround time, the target transportation route, its route cost, and the target vehicle can be determined from the supplier's initial transportation routes for that turnaround time.

[0140] The initial transportation route represents the transportation route that each supplier's goods can be transported to the production end under the candidate set, including the transportation route where the supplier's goods are directly sent to the production end and the transportation route where the supplier's goods are transported to the production end via the candidate warehouse.

[0141] When determining the initial route cost of each supplier's initial transportation route under different turnaround times, for each turnaround time, the initial route cost of each supplier's initial transportation route that directly delivers goods to the production end is the second transportation cost of each supplier to the production end under that turnaround time. For other initial transportation routes that are not direct deliveries, the initial route cost is the sum of the transportation cost and storage cost under that turnaround time.

[0142] In determining the transportation cost under this turnaround time, it can be calculated based on the goods data of the supply side under this turnaround time, the first transportation cost of transporting the goods data of the supply side under this turnaround time to the candidate warehouse on the initial transportation route, and the load capacity and transportation unit price of each vehicle between the candidate warehouse on the initial transportation route and the production end. It is understandable that for other non-direct initial transportation routes, the calculated cost will differ depending on the selected vehicle. Therefore, for other non-direct initial transportation routes, the calculated transportation cost includes the cost under different vehicles. For details, please refer to step S103, which will not be described in detail here.

[0143] When determining the storage cost for a given turnover period, it can be determined based on the storage unit price of the candidate warehouses on the initial transportation route, the cargo data of the supplier for that turnover period, and the turnover period itself. Specifically, based on the storage unit price of the candidate warehouses on the initial transportation route and the cargo data of the supplier for that turnover period, the storage cost of the cargo data per unit time (one day) is determined. This can be referred to in steps (1), (2), and (3), which will not be described in detail here. After obtaining the storage cost of the cargo data to be transported by the supplier per unit time (one day), the storage cost for that turnover period can be obtained based on the storage cost per unit time. For example, if the unit time is 1 day and the storage cost per unit time is S1, then the storage cost for a 2-day turnover period is 2*S1, and the storage cost for a 3-day turnover period is 3*S1.

[0144] After obtaining the initial route cost for each supply side's initial transportation route under different turnaround times, for each turnaround time, based on transportation mode constraints, capacity constraints, and decision variables, the initial transportation route corresponding to the lowest initial route cost can be selected as the target transportation route for the supply side under that turnaround time. Understandably, the route cost of the target transportation route is the lowest initial route cost, and the target vehicle for the target transportation route is the vehicle used in the initial transportation route corresponding to the lowest initial route cost.

[0145] For example, given a supplier A and a candidate set 1, where candidate warehouse a and candidate warehouse b exist, the transportation routes for supplier A include: supplier A - candidate warehouse a - production end, supplier A - candidate warehouse b - production end, and supplier A - production end. Assuming that the initial route cost of supplier A - candidate warehouse a - production end is the lowest under a turnover time of n, the transportation route of supplier A - candidate warehouse a - production end is the target transportation route of supplier A under candidate set 1 and a turnover time of n. The route cost of the target transportation route is the lowest initial route cost of the transportation route of supplier A - candidate warehouse a - production end under a turnover time of n, and the target vehicle of the target transportation route is the vehicle used when the lowest initial route cost is achieved.

[0146] Step S203: Based on the route cost of the target transportation route and the target vehicle for each supply end under different turnover times in each candidate set, determine the target cost of goods from each supply end to the production end under different transportation conditions.

[0147] The step of determining the target cost of goods from each supplier to the production end under different transportation conditions, based on the route cost of the target transportation route and the target vehicle for each supplier under different turnaround times in each candidate set, may include:

[0148] For each turnaround time, the route costs of the target transportation routes of each supply side under each candidate set are accumulated to obtain the target cost of each candidate set under that turnaround time.

[0149] Based on the target costs of each candidate set at different turnover times and the target vehicles of each supply end under each candidate set for target transportation routes, the target costs of goods from each supply end to the production end under different transportation conditions are determined.

[0150] In determining the target cost of goods from the supply side to the production side under different warehouse numbers and different turnover times, one can first accumulate the route costs of the target transportation routes for each supply side under each candidate set for each turnover time, thus obtaining the target cost of each candidate set under that turnover time. In this way, the target cost of each candidate set under different turnover times and the target vehicles for the target transportation routes of each supply side under each candidate set can be obtained, i.e., the target cost of goods from the supply side to the production side under different transportation conditions can be obtained.

[0151] For example, assuming a turnaround time of 3 days and 4 days, and the supply side includes supplier a and supplier b, taking candidate set a as an example, when the turnaround time is 3 days, for candidate set a, determine the target transportation route and its route cost HI for supplier a in candidate set a, and the target transportation route and its route cost H2 for supplier b in candidate set a. Then, accumulate the route costs H1 and H2 of supplier a's target transportation route to obtain the target cost H1+H2 for candidate set a with a turnaround time of 3 days. Understandably, for a turnaround time of 4 days, the same method can be used to obtain the target cost of candidate set a with a turnaround time of 4 days. And so on, to obtain the target cost of each candidate set under each turnaround time.

[0152] Since the number of candidate warehouses included in each candidate set is inconsistent, and the target transportation routes and vehicles determined by each supplier in each candidate set are different under different turnover times, after obtaining the target cost of each candidate set under each turnover time, the target cost of goods from each supplier to the production end under different transportation conditions can be obtained based on the target cost of each candidate set under different turnover times and the target vehicles of the target transportation routes of each supplier under each candidate set.

[0153] Since the target cost here represents the total cost of goods consumed by the supply side under different turnover periods, the longer the turnover period, the higher the target cost. If the target warehouse is selected based on a comparison of target costs under different turnover periods, the accuracy of the results will be low. Therefore, this embodiment analyzes the average daily cost required to meet daily production under different turnover periods based on the target cost under different turnover periods, and selects the target warehouse based on the average daily cost.

[0154] Therefore, after obtaining the target cost of each candidate set at different turnover times, the average daily cost of each candidate set at different turnover times can be calculated based on the target cost of each candidate set at different turnover times. Average daily cost = target cost / turnover time. As shown in Table 1:

[0155] Table 1

[0156] 1 (Number of warehouses: 3) 5 days 2135513 427103 2 (Number of warehouses: 3) 6 days 2571457 428576 3 (Number of warehouses: 2) 5 days 2145457 429091

[0157] After obtaining the average daily cost of each candidate set at different turnover times, the average daily cost of each candidate set at different turnover times can be compared. The candidate set with the lowest average daily cost is taken as the target candidate set (such as candidate set 1 in the table). After obtaining the target candidate set, the candidate warehouses in the target candidate set can be taken as the target warehouses. Then, based on the number of target vehicles on the target transportation routes of each supply end under the target candidate set, the number of target vehicles between the target warehouse and the production end is obtained. The turnover time corresponding to the lowest average daily cost is taken as the turnover time of the target warehouse (such as 5 days in the table), and the turnover of goods is carried out in this way.

[0158] To verify the robustness of the position selection results, after obtaining the target candidate set with the lowest average daily cost, it is possible to verify whether the average daily cost of the target candidate set is also the lowest under different turnover periods. If so, it indicates that the position selection results are robust; if not, it indicates that the position selection results are not robust, and it is necessary to adjust parameters such as turnover period and number of positions, and re-select positions until a position selection result with better robustness is found.

[0159] For example, as shown in Table 1, candidate set 1 has the lowest average daily cost when the turnover period is 5 days. Therefore, candidate set 1 is the position selection result. In order to verify the robustness of the position selection result of candidate set 1, we can verify whether the average daily cost of candidate set 1 is also the lowest among all candidate sets with the same turnover period when the turnover period is different. If so, it means that the position selection result of candidate set 1 has good robustness. If not, it means that the position selection result of candidate set 1 has poor robustness and needs to be adjusted to find a position selection result with better robustness.

[0160] If, when the turnover days are 2 days, 4 days, and 10 days, the average daily cost of other candidate sets is still higher than that of candidate set 1, that is, the average daily cost of other candidate sets with a turnover of 2 days is still higher than that of candidate set 1 with a turnover of 2 days, the average daily cost of other candidate sets with a turnover of 4 days is still higher than that of candidate set 1 with a turnover of 4 days, and the average daily cost of other candidate sets with a turnover of 10 days is still higher than that of candidate set 1 with a turnover of 10 days, then it indicates that the position selection results of candidate set 1 have good robustness, and position selection can be carried out based on candidate set 1.

[0161] If the average daily cost of other candidate sets is not higher than that of candidate set 1, that is, the average daily cost of other candidate sets with a turnover period of 2 days is not higher than that of candidate set 1 with a turnover period of 2 days, or the average daily cost of other candidate sets with a turnover period of 4 days is not higher than that of candidate set 1 with a turnover period of 4 days, or the average daily cost of other candidate sets with a turnover period of 10 days is not higher than that of candidate set 1 with a turnover period of 10 days, then it indicates that candidate set 1 is not robust and needs to be adjusted to find a more robust position selection result.

[0162] This embodiment improves the stability and reliability of the warehouse network structure by performing robustness analysis on the warehouse selection results.

[0163] In order to obtain a better warehouse network structure and avoid exceeding the storage capacity of the warehouse and the capacity limit of the production plant, a multi-level warehouse network structure can be constructed in this embodiment. Based on the multi-level warehouse network structure, the warehouse selection results are determined. Therefore, the multiple candidate warehouses in this embodiment may include at least one first candidate warehouse and at least one second candidate warehouse, wherein the distance from the second candidate warehouse to the production end is less than the distance from the first candidate warehouse to the production end.

[0164] In this embodiment, the first candidate warehouse can be a remote warehouse serving the supply side and used to store goods transported from the supply side to the first candidate warehouse. The second candidate warehouse can be a local warehouse serving the production side and used to store goods transported from the supply side to the second candidate warehouse as well as goods transported from the first candidate warehouse to the second candidate warehouse.

[0165] In this embodiment, based on the architecture of the first candidate warehouse and the second candidate warehouse, the transportation routes for goods on the supply side include the following three types: supply side - first candidate warehouse - second candidate warehouse - production side, supply side - second candidate warehouse - production side, and supply side - production side. That is, the goods on the supply side can first be transported to the first candidate warehouse, then transferred from the first candidate warehouse to the second candidate warehouse, and then transferred from the second candidate warehouse to the production side; or the goods on the supply side can first be transported to the second candidate warehouse, and then transferred from the second candidate warehouse to the production side; or the goods on the supply side can be directly transported to the production side.

[0166] Based on this, in this embodiment, the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end include the load capacity and transportation unit price of each vehicle between each first candidate warehouse and each second candidate warehouse, as well as the load capacity and transportation unit price of each vehicle between each second candidate warehouse and the production end.

[0167] The first transportation cost from each supplier to each candidate warehouse includes the transportation cost from each supplier to each first candidate warehouse and the transportation cost from each supplier to each second candidate warehouse.

[0168] The storage unit price for each candidate warehouse includes the storage unit price of the first candidate warehouse and the storage unit price of the second candidate warehouse.

[0169] Understandably, when multiple candidate warehouses include first candidate warehouses and second candidate warehouses, the target transportation routes, route costs, and target vehicles for each supplier under different first candidate warehouses and different second candidate warehouses can be determined based on the storage unit price of each first candidate warehouse, the storage unit price of each second candidate warehouse, the load and transportation unit price of each vehicle between each first candidate warehouse and each second candidate warehouse, the load and transportation unit price of each vehicle between each second candidate warehouse and the production end, the transportation cost of transporting goods data from each supplier to each first candidate warehouse under different turnaround times, and the transportation cost of transporting goods data from each supplier to each second candidate warehouse under different turnaround times. Then, based on the target transportation routes, route costs, and target vehicles for each supplier under different first candidate warehouses and different second candidate warehouses, the number of target warehouses and their corresponding target vehicles and turnaround times can be determined. Understandably, the target warehouses mentioned here can include the first target warehouse among the first candidate warehouses and the second target warehouse among the second candidate warehouses.

[0170] Specifically, this can be achieved in the following way (setting the second candidate warehouse to a fixed location, i.e., the second candidate warehouse has been determined):

[0171] (1) Define decision variables, which mainly include:

[0172] 0-1 type decision variables:

[0173] s_fr_nr_f∈{0,1}: If s_fr_nr_f=1, then select the route of supply side _ first candidate warehouse _ second candidate warehouse _ production side; otherwise, do not select this route.

[0174] s_nr_f∈{0,1}: If s_nr_f=1, then select the route of supply side _ second candidate warehouse _ production side; otherwise, do not select this route.

[0175] s_f∈{0,1}: If s_f=1, then the supply-production route is selected; otherwise, this route is not selected.

[0176] far_rdc_open∈{0,1}: If far_rdc_open=1, then the first candidate position is selected for position building; otherwise, it is not selected.

[0177] Integer decision variables:

[0178] fr_nr_r: The number of r-th type vehicles required to move from the first candidate bay to the second candidate bay;

[0179] nr_f_r: The number of r-th type vehicles required from the second candidate warehouse to the production end.

[0180] (2) Define the optimization objective

[0181] With cost optimization as the goal, the optimal route and the optimal warehouse are selected:

[0182] cost=truck_cost1+truck_cost2+distribution_cost1+distribution_cost2+distribution_cost3+rent_cost1+rent_cost2+rent_cost3

[0183] The meanings of each sub-item are as follows:

[0184] distribution_cost1=∑ fr ∑ s s_fr_nr_f×d s,fr ;∑ s s_fr_nr_f×d s,fr This is the sum of transportation costs from each supplier to any first-choice warehouse; ∑ fr ∑ s s_fr_nr_f×d s,fr This represents the sum of transportation costs from each supply end to all first candidate warehouses; s_fr_nr_f represents the transportation route from the supply end to the first candidate warehouse, the second candidate warehouse, and the production end.

[0185] distribution_cost2=∑ nr ∑ s s_nr_f×d s , nr ;∑ s s_nr_f×d s , nr This is the sum of transportation costs from each supplier to any second candidate warehouse; ∑ nr ∑ s s_nr_f×d s,nr This represents the sum of transportation costs from each supply end to all second candidate warehouses; s_nr_f represents the transportation route from the supply end to the second candidate warehouse to the production end.

[0186] distribution_cost3=∑ s s_f×d s , f : The sum of the third transportation costs from each supply end to the production end; s_f represents the transportation route from the supply end to the production end.

[0187] truck_cost1=∑ fr ∑ nr fr_nr_r×P fr,nr , r ;∑ nr fr_nr_r×P fr,nr , r Let ∑ be the sum of transportation costs from any first candidate warehouse to each second candidate warehouse. fr ∑ nr fr_nr_r×P fr,nr , r This is the sum of transportation costs from all first-candidate warehouses to each second-candidate warehouse.

[0188] truck_cost2=∑ nr nr_f_r×P nr,f,r ;∑ nr nr_f_r×P nr,f,r For the transportation costs from all second-candidate warehouses to the production end;

[0189] rent_cost1=∑ fr ∑ s s_fr_nr_f×v s ×R fr / rent_coef×Turnover_far_days;∑ s s_fr_nr_f×v s ×R fr / rent_coef×Turnover_far_days is the sum of the storage costs of goods from each supplier in any first-choice warehouse; ∑ fr ∑ s s_fr_nr_f×v s ×R fr / rent_coef×Turnover_far_days is the sum of the storage costs of goods from each supply side across all first-choice warehouses.

[0190] rent_cost2=∑ fr ∑ s s_fr_nr_f×v s ×rent_coef×R nr ×Turnover_far_days;∑ s s_fr_nr_f×v s ×rent_coef×R nr ×Turnover_far_days is the sum of the storage costs of goods from each supply side in the second candidate warehouse under any first candidate warehouse; ∑ fr ∑ s s_fr_nr_f×v s ×rent_coef×R nr ×Turnover_far_days is the sum of the storage costs of goods at each supply end under all first candidate warehouses in the second candidate warehouse.

[0191] rent_cost3=∑ s s_nr_f×v s ×rent_coef×R nr ×Turnover_near_days; The sum of storage costs for goods from each supply side in the second candidate warehouse.

[0192] (3) Define constraints

[0193] Each supply end to the production end can only be covered by one transportation route.

[0194] (∑ fr s_fr_nr_f)+s_nr_f+s_f=1,for s in supply

[0195] The volume of goods at each supply end can be covered by a maximum of one first-choice warehouse.

[0196] (∑ fr s_fr_nr_f)≤1,for s in supply

[0197] If a supplier's order volume is covered by a first-choice warehouse, then the first-choice warehouse must be selected for warehousing.

[0198] ∑ s s_fr_nr_f≤far_rdc_open,for frin far_rdc

[0199] First candidate module quantity constraint (the number of first candidate modules can be changed in each simulation):

[0200]

[0201] Production-side factory capacity limitations (only N quantities of goods from suppliers are allowed to be directly shipped to the production side):

[0202]

[0203] Vehicle constraints from the first candidate bay to the second candidate bay:

[0204]

[0205] Vehicle constraints from the second candidate warehouse to the production end:

[0206]

[0207]

[0208] After setting decision variables, optimization objectives, and constraints, the target cost can be simulated under different production needs, different numbers of warehouses, and different turnover times (assuming that the turnover times of the first and second candidate warehouses are the same, and the delivery frequency of the direct-delivery goods is consistent with the turnover time). Then, the cost is allocated to meet the daily production needs to obtain the average daily cost under different numbers of warehouses and different turnover times. Based on the average daily cost under different numbers of warehouses and different turnover times, the optimal combination of parameters for the number of warehouses and turnover time can be determined.

[0209] The daily average cost is calculated as: target cost / turnaround time. Understandably, the same logic applies to implementations where the second candidate warehouse is undetermined. This involves increasing constraints on the second candidate warehouse and, under these constraints, increasing the traversal of the second candidate warehouse. This allows us to determine the target cost under different second candidate warehouses, first candidate warehouses, different vehicles, and different turnaround times. Further details will not be elaborated upon here.

[0210] In the above process, it was determined that the turnaround times of the first and second candidate warehouses in the parameter combination are consistent. However, considering that in practical applications, the turnaround times of the first and second candidate warehouses may be inconsistent, and the frequency of direct shipments from the supply side to the production side will also affect the cost, in this embodiment, perturbation parameters are assigned to the first and second candidate warehouses regarding their turnaround times. Based on the perturbation parameters and the shipping frequency, the optimal parameters are determined again. Optionally, these parameters can be obtained through the following methods:

[0211] Determine the initial turnover time for the first and second target warehouses, and the target supply side for direct delivery of goods from the first and second target warehouses to the production end.

[0212] Based on multiple preset disturbance durations, the initial turnover duration is adjusted to obtain multiple disturbance turnover durations, and the delivery frequency of the target supply side is adjusted to obtain multiple disturbance delivery frequencies.

[0213] Based on the first target warehouse and the second target warehouse, the disturbance cost is determined under different disturbance turnover durations and different disturbance delivery frequencies; wherein, at least one disturbance cost corresponds to a different disturbance turnover duration for the first target warehouse and the second target warehouse;

[0214] Based on the disturbance costs under different disturbance turnover durations and different disturbance delivery frequencies, the target turnover duration for the first target warehouse, the target turnover duration for the second target warehouse, and the target delivery frequency for the target supply side are determined.

[0215] Based on the above process, after obtaining the average daily cost under different numbers of warehouses and different turnover times, the first candidate warehouse with the lowest average daily cost is the first target warehouse, the second candidate warehouse is the second target warehouse, and the corresponding turnover time is the initial turnover time. The target supply side refers to the supply side that needs to directly ship goods to the production end under this warehouse network structure of the first and second target warehouses.

[0216] After obtaining the initial turnover time for the first and second target warehouses, and the target supply end for direct delivery of goods from the first and second target warehouses to the production end, the initial turnover time can be adjusted according to multiple preset disturbance durations to obtain multiple disturbance turnover times. For example, if the initial turnover time is 3 days, and multiple preset disturbance durations are 1 day, 2 days, and -1 day, adjusting the initial turnover time based on the disturbance duration of 1 day results in a disturbance turnover time of 4 days; adjusting it based on the disturbance duration of 2 days results in a disturbance turnover time of 5 days; and adjusting it based on the disturbance duration of -1 day results in a disturbance turnover time of 2 days.

[0217] Adjusting the shipping frequency of the target supplier yields multiple perturbation shipping frequencies, meaning the shipping frequency of the target supplier is adjusted according to a preset fluctuation range. For example, if the default shipping frequency of the target supplier is once every 5 days, and the preset fluctuation range is [-1, 2], then after adjusting according to the preset fluctuation range, perturbation shipping frequencies of once every 4 days, once every 5 days, once every 6 days, and once every 7 days can be obtained.

[0218] After obtaining multiple disturbance turnaround times and disturbance shipment frequencies, the disturbance cost can be determined based on the warehouse network structure of the first and second target warehouses under different disturbance turnaround times and different disturbance shipment frequencies. Specifically, when determining the disturbance cost under different disturbance turnaround times and different disturbance shipment frequencies, different disturbance turnaround times can be assigned to the first and second target warehouses, and then the disturbance cost can be determined under different disturbance turnaround times and different disturbance shipment frequencies for the first and second target warehouses.

[0219] In this embodiment, the disturbance cost is also the sum of the transportation cost and the storage cost. When determining the disturbance cost, it can be obtained based on the formula cost = truck_cost1 + truck_cost2 + distribution_cost1 + distribution_cost2 + distribution_cost3 + rent_cost1 + rent_cost2 + rent_cost3. The specific process can be referred to the above description and will not be repeated here.

[0220] It's important to note that the frequency of shipments affects the amount of goods shipped by the target supplier each time. When the frequency changes, the amount of goods shipped by the target supplier also changes, thus affecting the secondary transportation cost from the target supplier to the production end. For example, based on the production plan, the daily goods data that the target supplier needs to transport is X1. When the disruptive shipment frequency is once every 4 days, the amount of goods that the target supplier needs to transport every 4 days is 4X1; ​​when the disruptive shipment frequency is once every 5 days, the amount of goods that the target supplier needs to transport every 5 days is 5X1. When the transported goods data changes, the corresponding secondary transportation cost also changes. Therefore, after adjusting for multiple disruptive shipment frequencies, the secondary transportation cost corresponding to the target supplier under each disruptive shipment frequency can be obtained. For details, please refer to the above description, which will not be repeated here.

[0221] Based on the first and second target warehouses, under different disturbance turnover durations and different disturbance delivery frequencies, the disturbance cost is determined and then allocated to the daily average cost required for daily production. Based on the daily average cost, the target turnover duration of the first target warehouse, the target turnover duration of the second target warehouse, and the target delivery frequency of the target supply side are determined.

[0222] Specifically, the target turnover time for the first target warehouse when the average daily cost is lowest can be selected as the target turnover time for the first target warehouse, the target turnover time for the second target warehouse when the average daily cost is lowest can be selected as the target turnover time for the second target warehouse, and the target delivery frequency for the target supply side when the average daily cost is lowest can be selected as the target delivery frequency for the target supply side. As shown in Table 2:

[0223] Table 2

[0224]

[0225]

[0226] In Table 2, the disturbance turnover time of the first target warehouse is 5 days, the disturbance turnover time of the second target warehouse is 4 days, and the disturbance delivery frequency of the target supply side is 6 days / time. The average daily cost is the lowest. Therefore, the target turnover time of the first target warehouse is 5 days, the target turnover time of the second target warehouse is 4 days, and the target delivery frequency of the target supply side is 6 days / time.

[0227] Once the target turnover time of the first target warehouse, the target turnover time of the second target warehouse, and the target delivery frequency of the target supply side are determined, the target turnover time of the first target warehouse, the target turnover time of the second target warehouse, and the target delivery frequency can be used to assist the production side in operation to reduce costs.

[0228] Based on different parameter combinations, the optimal parameter combination is obtained through simulation, i.e., the warehouse network structure is obtained. Then, the warehouse area required for each warehouse is calculated according to the total storage volume required for the warehouse * rent_coef (storage coefficient). The warehouse area is estimated in advance, and the optimal inventory turnover days and delivery frequency for each warehouse are output to assist factory operation and management. The type, frequency and quantity of target vehicles are output, and the corresponding vehicles are prepared in advance to reduce transportation operating costs and improve loading rate.

[0229] The logistics warehouse network establishment method provided in this embodiment allows for simulation and exploration of different scenarios during the pre-establishment phase of the logistics system, especially for newly established factories. This quantifies risks and enables the construction of the logistics system under optimal conditions. The method considers a wide range of parameters in the supply chain system, enriches the types of simulation parameters, and provides a safe way to test and explore different hypothetical scenarios. It supports multiple parameter inputs, simulating not only different values ​​but also different combinations of parameters. By simulating and testing different logistics scenarios with different parameter combinations, it demonstrates the changes in logistics costs and timeliness under different parameter values, thereby determining the optimal parameter combination and finding a better solution. Compared with real experiments, it is lower in cost and saves more time, reducing trial and error and decision-making costs. It can also simulate the impact of various factors, enhancing the reliability and robustness of the solution results. This method supports multi-level warehouse network structure optimization, providing three route types for each end-point demand and selecting the optimal route type. This method links warehouse network planning with optimal vehicles, preparing the corresponding vehicles in advance to minimize operating costs. This method takes into account all aspects of inbound logistics, assists customers in new factory planning and operational decisions, and reduces the risks caused by parameter errors.

[0230] Based on the above, please refer to the following: Figure 4 This embodiment also provides a logistics warehouse network establishment device, which is applied to, for example... Figure 1 The electronic devices shown, such as Figure 4 As shown, the logistics warehouse network establishment device 10 provided in this embodiment includes a first processing module 11, a second processing module 12, a third processing module 13, and a fourth processing module 14.

[0231] The first processing module 11 is used to obtain the load and transportation unit price of each vehicle between each candidate warehouse and the production end in multiple candidate warehouses.

[0232] The second processing module 12 is used to determine the cargo data of the goods that each supplier needs to transport and the first transportation cost from each supplier to each of the candidate warehouses.

[0233] The third processing module 14 is used to determine the target cost of goods from each supply end to the production end under different transportation conditions based on cargo data, load, transportation unit price and first transportation cost; transportation conditions include vehicles and candidate warehouses.

[0234] The fourth processing module 14 is used to determine the target warehouse and the number of target vehicles between the target warehouse and the production end based on the target cost of goods from each supply end to the production end under different transportation conditions.

[0235] In an optional implementation, the third processing module 13 is used for:

[0236] Obtain the storage unit price for each candidate warehouse.

[0237] Based on the initial transportation cost from each supply end to each candidate warehouse, the cargo data of each supply end, the storage unit price of each candidate warehouse, and the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end, determine the initial transportation cost and storage cost of each supply end under different candidate warehouses and different vehicles.

[0238] Based on the initial transportation and storage costs of each supply end under different candidate warehouses and different carriers, the target cost of goods from each supply end to the production end under different transportation conditions is obtained.

[0239] In an optional implementation, the third processing module 13 is used for:

[0240] Obtain the second transportation cost of goods from each supply end to the production end, as well as the storage unit price of each candidate warehouse.

[0241] Based on the initial transportation cost from each supply end to each candidate warehouse, the cargo data of each supply end, the storage unit price of each candidate warehouse, and the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end, determine the initial transportation cost and storage cost of each supply end under different candidate warehouses and different vehicles.

[0242] For each candidate warehouse and each vehicle, if the initial transportation cost of any supplier in the candidate warehouse and the vehicle is not less than the second transportation cost of the supplier, then the second transportation cost of the supplier is determined as the initial transportation cost of the supplier in the candidate warehouse and the vehicle.

[0243] Based on the initial transportation and storage costs of each supply end under different candidate warehouses and different vehicles, the target cost of goods from each supply end to the production end under different transportation conditions is obtained.

[0244] In an optional implementation, the third processing module 13 is used for:

[0245] If the initial transportation cost of any supplier under the candidate warehouse and the vehicle is not less than the second transportation cost of the supplier, then based on the preset capacity constraints of the production end and the cargo data of the supplier, it is determined whether the cargo of the supplier can be directly transported to the production end.

[0246] If the goods from the supply side can be directly transported to the production side, the second transportation cost of the supply side is determined to be the initial transportation cost of the supply side under the candidate warehouse and the vehicle.

[0247] In an optional implementation, the transportation conditions include turnaround time, and the third processing module 13 is used for:

[0248] Obtain the storage unit price of each candidate warehouse, and determine the candidate set according to the preset warehouse number conditions, wherein the candidate set includes at least one candidate warehouse.

[0249] For each candidate set, based on the cargo data of each supply end under different turnover times, the first transportation cost to each candidate warehouse under different turnover times, the second transportation cost to the production end under different turnover times, the storage unit price of each candidate warehouse in the candidate set, and the load and transportation unit price of each vehicle between each candidate warehouse and the production end, the target transportation route, the route cost of the target transportation route, and the target vehicle for each supply end under the candidate set at different turnover times are determined.

[0250] Based on the route cost and target vehicle of each supply side under different turnover times in each candidate set, the target cost of goods from each supply side to the production side under different transportation conditions is determined.

[0251] In an optional implementation, the third processing module 13 is used for:

[0252] For each turnaround time, the route costs of the target transportation routes of each supply side under each candidate set are accumulated to obtain the target cost of each candidate set under that turnaround time.

[0253] Based on the target costs of each candidate set at different turnover times and the target vehicles of each supply end under each candidate set for target transportation routes, the target costs of goods from each supply end to the production end under different transportation conditions are determined.

[0254] In an optional implementation, the plurality of candidate warehouses includes at least one first candidate warehouse and at least one second candidate warehouse, wherein the distance from the second candidate warehouse to the production end is less than the distance from the first candidate warehouse to the production end.

[0255] The load capacity and unit price of each vehicle between each candidate warehouse and the production end include the load capacity and unit price of each vehicle between each first candidate warehouse and each second candidate warehouse, as well as the load capacity and unit price of each vehicle between each second candidate warehouse and the production end.

[0256] The first transportation cost from each supplier to each candidate warehouse includes the transportation cost from each supplier to each first candidate warehouse and the transportation cost from each supplier to each second candidate warehouse.

[0257] In an optional implementation, the target warehouse includes a first target warehouse and a second target warehouse. After determining the target warehouse and the number of target vehicles between the target warehouse and the production end based on the target cost of goods from each supply end to the production end under different transportation conditions, the fourth processing module is further used for:

[0258] Determine the initial turnover time for the first and second target warehouses, and the target supply side for direct delivery of goods from the first and second target warehouses to the production end.

[0259] Based on multiple preset disturbance durations, the initial turnover duration is adjusted to obtain multiple disturbance turnover durations, and the delivery frequency of the target supply side is adjusted to obtain multiple disturbance delivery frequencies.

[0260] For each turnaround time, the route costs of the target transportation routes of each supply side under each candidate set are accumulated to obtain the target cost of each candidate set under that turnaround time.

[0261] The logistics warehouse network establishment device provided in this embodiment determines the target cost of goods from each supplier to the production end under different transportation conditions based on the cargo data corresponding to each supply end, the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end, and the first transportation cost from each supply end to each candidate warehouse. Based on the target cost of goods from each supplier to the production end under different transportation conditions, it determines the target warehouse and the number of target vehicles between the target warehouse and the production end. Thus, by establishing the warehouse network through multiple parameters, it obtains the cost changes under different parameter values. Based on the cost changes under different parameter values, it determines the warehouse network structure, thereby reducing costs. Simultaneously, this embodiment of the invention links the establishment of the logistics warehouse network with the vehicles, determining the target vehicles in the warehouse network, which can effectively improve the vehicle loading rate and further reduce costs.

[0262] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the device described above can be referred to the corresponding process in the aforementioned method, and will not be repeated here.

[0263] Based on the above, this embodiment provides a readable storage medium, which includes a computer program. When the computer program runs, it controls the electronic device where the readable storage medium is located to execute the logistics warehouse network establishment method described in any of the above embodiments.

[0264] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the readable storage medium described above can be referred to the corresponding process in the aforementioned method, and will not be repeated here.

[0265] In summary, this invention provides a method, apparatus, equipment, and readable storage medium for establishing a logistics warehouse network. Based on cargo data corresponding to each supply end, the load capacity and unit price of each vehicle between each candidate warehouse and the production end, and the first transportation cost from each supply end to each candidate warehouse, the target cost of goods from each supply end to the production end is determined under different transportation conditions. Furthermore, based on the target cost of goods from each supply end to the production end under different transportation conditions, the number of target warehouses and target vehicles between the target warehouses and the production end is determined. Thus, by establishing the warehouse network through multiple parameters, cost changes under different parameter values ​​are obtained. Based on these cost changes, the warehouse network structure is determined, reducing costs. Simultaneously, this invention links the establishment of the logistics warehouse network with vehicles, determining the target vehicles within the warehouse network, which can effectively improve the vehicle loading rate and further reduce costs.

[0266] The above provides a detailed description of a logistics warehouse network establishment method, apparatus, equipment, and readable 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, for those skilled in the art, there will be changes in 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 method for establishing a logistics warehouse network, characterized in that, The method includes: Obtain the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end from multiple candidate warehouses; Determine the cargo data of the goods that need to be transported by each supply end, and the first transportation cost from each supply end to each candidate warehouse; Based on the cargo data, load capacity, transportation unit price, and the first transportation cost, the target cost of goods from each supply end to the production end is determined under different transportation conditions; the transportation conditions include vehicle, candidate warehouse, and turnaround time; the storage unit price of each candidate warehouse is obtained, and a candidate set is determined according to preset warehouse number conditions, the candidate set including at least one candidate warehouse; for each candidate set, based on the cargo data of each supply end under different turnaround times, the first transportation cost to each candidate warehouse under different turnaround times, the second transportation cost to the production end under different turnaround times, and the storage unit price of each candidate warehouse in the candidate set, the target cost is determined. Based on the load capacity and unit transportation price of each vehicle between each candidate warehouse and the production end, the target transportation routes, route costs, and target vehicles for each supply end under the candidate set at different turnaround times are determined. For each turnaround time, the route costs of the target transportation routes for each supply end under each candidate set are accumulated to obtain the target cost for each candidate set at that turnaround time. Based on the target costs of each supply end under each candidate set at different turnaround times and the target vehicles of the target transportation routes for each supply end under each candidate set, the target cost of goods from each supply end to the production end under different transportation conditions is determined. Based on the target cost of goods from each of the supply ends to the production end under the different transportation conditions, the number of target warehouses and target vehicles between the target warehouses and the production end is determined.

2. The method for establishing a logistics warehouse network according to claim 1, characterized in that, The plurality of candidate warehouses includes at least one first candidate warehouse and at least one second candidate warehouse, wherein the distance from the second candidate warehouse to the production end is less than the distance from the first candidate warehouse to the production end; The load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end include the load capacity and transportation unit price of each vehicle between each first candidate warehouse and each second candidate warehouse, and the load capacity and transportation unit price of each vehicle between each second candidate warehouse and the production end. The first transportation cost from each of the supply ends to each of the candidate warehouses includes the transportation cost from each of the supply ends to each of the first candidate warehouses and the transportation cost from each of the supply ends to the second candidate warehouses.

3. The method for establishing a logistics warehouse network according to claim 2, characterized in that, The target warehouse includes a first target warehouse and a second target warehouse. After determining the target warehouse and the number of target vehicles between the target warehouse and the production end based on the target cost of goods from each of the supply ends to the production end under different transportation conditions, the method further includes: Determine the initial turnover time of the first target warehouse and the second target warehouse, and the target supply end from which goods are directly delivered to the production end under the first target warehouse and the second target warehouse; The initial turnover time is adjusted according to multiple preset disturbance durations to obtain multiple disturbance turnover durations, and the delivery frequency of the target supplier is adjusted to obtain multiple disturbance delivery frequencies. Based on the first target warehouse and the second target warehouse, the disturbance cost is determined under different disturbance turnover durations and different disturbance delivery frequencies; wherein, at least one disturbance cost corresponds to a different disturbance turnover duration for the first target warehouse and the second target warehouse; Based on the disturbance costs under different disturbance turnaround times and different disturbance delivery frequencies, the target turnaround time for the first target warehouse, the target turnaround time for the second target warehouse, and the target delivery frequency for the target supply side are determined.

4. A logistics warehouse network establishment device, characterized in that, Using the logistics warehouse network establishment method as described in any one of claims 1 to 3, the apparatus comprises: The first processing module is used to obtain the load and transportation unit price of each vehicle between each candidate warehouse and the production end in multiple candidate warehouses; The second processing module is used to determine the cargo data of the goods that each supplier needs to transport and the first transportation cost from each supplier to each candidate warehouse; The third processing module is used to determine the target cost of goods from each of the supply ends to the production end under different transportation conditions based on the cargo data, the load, the transportation unit price, and the first transportation cost; the transportation conditions include the vehicle, candidate warehouses, and turnaround time; obtain the storage unit price of each candidate warehouse, and determine a candidate set according to a preset warehouse number condition, wherein the candidate set includes at least one candidate warehouse; for each candidate set, based on the cargo data of each of the supply ends under different turnaround times, the first transportation cost to each candidate warehouse under different turnaround times, the second transportation cost to the production end under different turnaround times, and the storage unit price of each candidate warehouse in the candidate set... Based on the unit price of inventory and the load capacity and transportation unit price of each vehicle between each candidate warehouse and the production end, the target transportation routes, route costs, and target vehicles for each supply end under the candidate set at different turnover times are determined. For each turnover time, the route costs of the target transportation routes for each supply end under each candidate set are accumulated to obtain the target cost for each candidate set at that turnover time. Based on the target costs of each supply end under each candidate set at different turnover times and the target vehicles of the target transportation routes for each supply end under each candidate set, the target cost of goods from each supply end to the production end under different transportation conditions is determined. The fourth processing module is used to determine the target warehouse and the number of target vehicles between the target warehouse and the production end based on the target cost of goods from each of the supply ends to the production end under the different transportation conditions.

5. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the logistics warehouse network establishment method as described in any one of claims 1 to 3.

6. A readable storage medium, characterized in that, The readable storage medium includes a computer program, which, when executed, controls the electronic device containing the readable storage medium to perform the logistics warehouse network establishment method as described in any one of claims 1 to 3.

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