Method and device for optimizing shipping of passenger cars on shift line

Abstract

The invention belongs to the field of computers, and particularly relates to a method and device for optimizing shipping of passenger cars on a shift line, and the method comprises the steps: calculating the interval idle transport capacity of a target passenger transport line, the idle transport capacity being the cargo weight corresponding to the difference value between the vehicle checking full-load number of people and the real-load number of people, an interval is formed between two adjacent nodes on the passenger transport line; according to the freight origin-destination position, calculating costs required for transporting the goods on different paths, wherein the costs comprise costs required for transporting the goods on the path of utilizing the free transport capacity of each section and costs required for transporting the goods on the path of not utilizing the free transport capacity of the section; and optimizing a cargo transportation path by taking freight minimization as a target, wherein the total weight of cargos carried by the passenger cars in the same passenger transportation interval of each path is not greater than the free transportation capacity of the interval. The free transport capacity of passenger transport can be utilized, the passenger transport income is increased, and the cargo transport cost is reduced.

Description

Technical Field

[0001] The present application relates to the field of computer technology, and in particular to a method and device for optimizing the transportation of freight by scheduled passenger buses. Background Art

[0002] With the increase in the scale of high-speed rail and private car travel, the demand for commercial highway passenger transport has decreased year by year. The passenger transport market has shrunk, the empty load rate has increased, the income has decreased, the economic benefits of the original scheduled passenger transport have declined, and the operation is facing great pressure. Internet shopping has brought about a rapid growth in rural logistics demand. Due to the vast territory and scattered population in rural areas, it is very costly to send a special vehicle for a small number of packages, resulting in low logistics efficiency and high costs. Some remote areas are even outside the scope of logistics distribution, which restricts the development of rural e-commerce economy and affects the economic and social progress of rural areas. Summary of the invention

[0003] The embodiments of the present application provide a method and device for optimizing the transportation of goods by scheduled passenger buses, which can increase the revenue of scheduled passenger buses and reduce the cost of freight transportation.

[0004] In a first aspect, an embodiment of the present application provides a method for optimizing the transportation of goods by scheduled passenger buses, comprising:

[0005] Calculate the idle capacity of the target passenger route, where the idle capacity is the cargo weight corresponding to the difference between the approved full load and the actual load of the vehicle, and an interval is between two adjacent nodes on the passenger route;

[0006] Calculate the cost of transporting goods by different routes based on the starting and ending locations of the freight, including the route cost of transporting goods by utilizing the idle transport capacity in each section and the route cost of transporting goods without utilizing the idle transport capacity in each section;

[0007] The freight transportation routes are optimized with the goal of minimizing freight costs, where the total weight of the goods carried by buses on each route within the same passenger transport section is not greater than the idle capacity of the section.

[0008] In a second aspect, an embodiment of the present application provides a device for optimizing the transportation of goods by scheduled passenger buses, including:

[0009] The capacity module is used to calculate the idle capacity of the target passenger route. The idle capacity is the cargo weight corresponding to the difference between the approved full load and the actual load of the vehicle. An interval is between two adjacent nodes on the passenger route.

[0010] Cost module, used to calculate the cost of transporting goods by different routes according to the freight starting and ending locations, including the cost of transporting goods by routes that utilize the idle capacity of each section and the cost of transporting goods by routes that do not utilize the idle capacity of each section;

[0011] The optimization module is used to optimize the cargo transportation routes with the goal of minimizing freight costs, where the total weight of cargo carried by buses on each route within the same passenger transport section is not greater than the idle capacity of the section.

[0012] In a third aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, which implements any of the methods described above when the program is executed by a processor.

[0013] In a fourth aspect, an embodiment of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any of the above-described methods when executing the computer program. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0015] Figure 1 A schematic diagram showing the flow of a method for optimizing scheduled passenger bus freight transportation according to an embodiment of the present application;

[0016] Figure 2 A schematic diagram showing calculation of idle transport capacity in a scheduled passenger bus freight transport optimization method according to an embodiment of the present application is shown;

[0017] Figure 3 A schematic diagram showing the transportation process in the method for optimizing the transportation of goods by scheduled passenger buses according to an embodiment of the present application;

[0018] Figures 4a to 4f Schematic diagrams of six transportation schemes in the method for optimizing the transportation of goods by scheduled passenger buses in an embodiment of the present application are respectively shown;

[0019] Figure 5 A schematic diagram of a multi-OD passenger bus cargo transportation organization scheme in a scheduled passenger bus cargo transportation optimization method according to an embodiment of the present application is shown;

[0020] Figure 6 A schematic diagram of a single OD four-line node network in the scheduled passenger bus freight transportation optimization method of an embodiment of the present application is shown;

[0021] Figure 7 The results of cargo weight distribution in each section in the method for optimizing scheduled passenger bus cargo transportation according to the embodiment of the present application are shown;

[0022] Figure 8A schematic diagram showing the structure of a device for optimizing passenger bus cargo transportation according to an embodiment of the present application;

[0023] Fig. 9 A schematic structural diagram of an electronic device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application are described clearly and completely below. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0025] The terms "first", "second", etc. in the specification and claims of this application and the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device comprising a series of steps or units is not limited to the listed steps or units, but optionally also includes steps or units that are not listed, or optionally also includes other steps or units inherent to these processes, methods, products or devices.

[0026] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0027] See also Figure 1 The embodiment of the present application provides a method for optimizing the transportation of goods by scheduled passenger buses, including:

[0028] Calculate the idle capacity of the target passenger route. The idle capacity is the cargo weight corresponding to the difference between the vehicle's rated full load and the actual load. An interval is between two adjacent nodes on the passenger route.

[0029] Calculate the cost of transporting goods by different routes based on the starting and ending locations of the freight, including the cost of transporting goods by routes that utilize the idle transport capacity of each section and the cost of transporting goods by routes that do not utilize the idle transport capacity of each section;

[0030] The freight transportation routes are optimized with the goal of minimizing freight costs, where the total weight of the goods carried by buses on each route within the same passenger transport section is not greater than the idle capacity of the section.

[0031] In the embodiments of the present application, by calculating the interval idle transport capacity of the target passenger transport line, the weight of goods that can be carried by the passenger car between different nodes on the path from the place of dispatch to the place of receipt can be obtained. Thus, the total freight for transporting goods using the idle transport capacity of the passenger car on each path from the place of dispatch to the place of receipt can be calculated. Optimizing the goods transport path with the goal of minimizing the freight can reasonably utilize the idle transport capacity of the passenger car, increase the income of passenger transport, and reduce the total cost of goods transport.

[0032] In some embodiments, calculating the interval idle transport capacity of the target passenger transport line includes: calculating the difference between the approved full-load number of passengers and the actual number of passengers in each interval according to the number of passengers getting on and off at each station on the target passenger transport line; calculating the idle transport capacity of each interval according to the difference and the passenger-cargo transport capacity conversion coefficient, where the passenger-cargo transport capacity conversion coefficient is the weight of goods that can be loaded more by reducing one passenger.

[0033] When calculating the idle transport capacity, the approved full-load number of passengers of the vehicle can be converted into the weight including luggage, and the difference between the actual number of passengers converted into the weight including luggage is used as the idle transport capacity of the corresponding interval.

[0034] The conversion between the number of passengers and the weight can be calculated through the passenger-cargo transport capacity conversion coefficient λ. The passenger-cargo transport capacity conversion coefficient is the weight of goods that can be loaded more by reducing one passenger, that is, the weight of goods equivalent to one passenger. In specific implementation, λ = 100 kg / person.

[0035] From the place of dispatch to the place of receipt, there can be multiple different paths for transporting goods, and the costs required for transporting goods on different paths may be different. Each path for transporting goods can utilize the interval idle transport capacity or not. Therefore, calculating the costs required for transporting goods on different paths according to the freight origin and destination positions includes the costs required for transporting goods on the paths that utilize the interval idle transport capacity and the costs required for transporting goods on the paths that do not utilize the interval idle transport capacity.

[0036] In some embodiments, calculating the costs required for transporting goods on different paths according to the freight origin and destination positions includes: the freight rate for the passenger car carrying goods on the passenger transport line is a yuan / ton-kilometer, and the freight rate for non-passenger-car carrying goods is b yuan / ton-kilometer, where a < b. When the goods are transported by the passenger car on the passenger transport line, the freight is calculated according to the freight rate a for the passenger car carrying goods, and when the goods are transported on the non-passenger transport line, the freight is calculated according to the freight rate b for non-passenger-car carrying goods. One transportation passes through the passenger transport line at most once; calculating the costs required for transporting goods by the passenger car and non-passenger car from the place of dispatch to the place of receipt according to the weight, path, and corresponding freight rates of the passenger car and non-passenger car carrying goods, and calculating the total cost.

[0037] In some embodiments, the cost of transporting goods by bus and the cost of transporting goods by non-bus are calculated from the place of shipment to the place of receipt according to the weight, route and corresponding freight rate of the goods transported by bus and non-bus, and the total cost is calculated, including: there are M places of shipment and N places of receipt, a bus with goods is delivered at the node u of the passenger line, and the node v leaves the passenger line. According to the freight starting and ending position OD, the distance d between the place of shipment i and the highway node u is calculated. i,u ,i=1,…,M,u=1,…,Q; the distance s between the delivery location j and the road node v j,v ,j=1,…,N,v=1,…,Q; and the shortest path distance z between the shipping place i and the receiving place j i,j ; The total weight of the goods transported from the shipping place i to the receiving place j is w i,j , transported via one route, or divided into multiple parts and transported via different routes, each route corresponding to the cargo weight w i,j,u,v , the cargo weight expression is as follows:

[0038]

[0039] Among them, u,v=[0,1,…,Q], u,v=0 corresponds to the path without using passenger cars to carry goods, and u,v≠0 corresponds to the path with passenger cars to carry goods on the way; u and v represent the nodes where passenger cars start and end carrying goods, respectively;

[0040] For the route where the goods are carried by passenger vehicles, the total freight required is calculated by formula (2):

[0041] c i,j,u,v =w i,j,u,v [b(d i,u +s j,v )+al u,v ] (2)

[0042] Among them, u,v≠0, c i,j,u,v is the total freight, d i,u +s j,v is the distance that goods are transported on non-passenger routes, l u,v is the distance between the passenger line node u and node v;

[0043] When the idle capacity of the passenger transport line is insufficient to transport all the goods, or the OD point is far away from the passenger transport line and it is not cost-effective to transport the goods by bus, the goods can be directly transported from the place of shipment to the place of receipt without using a bus. The required freight is calculated by formula (3):

[0044] c i,j,0,0 =w i,j,0,0 bz i,j (3)

[0045] Among them, c i ,j,0,0 means the freight is not carried by passenger vehicles;

[0046] The freight required for all goods is expressed as formula (4):

[0047]

[0048] Among them, c i,j The freight required for all goods from the shipping place i to the receiving place j.

[0049] In some embodiments, the distance is the length of the shortest path between two points on the map; in the absence of road mileage information, the distance is the Euclidean distance between the two points.

[0050] In some embodiments, optimizing the cargo transportation route with the goal of minimizing freight costs includes: finding a transportation plan with the least cost for transporting all the cargo under the constraint of idle capacity of passenger routes.

[0051] In some embodiments, under the constraint of idle capacity of passenger lines, finding a transportation plan with the lowest cost for transporting all goods includes:

[0052] For a single freight origin and destination, the full freight rate is c i,j Taking minimization as the goal, the optimization of cargo transportation path is given by equations (5) and (6):

[0053] Optimization goal: minimize c i,j (5)

[0054]

[0055] Among them, formula (6) indicates that the total weight of the goods carried by the buses on each route within the same passenger transport section is not greater than the idle transport capacity of the section;

[0056] When there are multiple freight origins and destinations, with the goal of minimizing freight costs, there are M shipping locations and N receiving locations. The optimization of freight transportation routes for multiple freight origins and destinations is given by equations (7) and (8):

[0057] Optimization goal:

[0058]

[0059] in,

[0060] In some embodiments, under the constraint of idle capacity of passenger lines, finding a transportation plan with the lowest cost for transporting all goods includes:

[0061] Step 1: Search for the route with the lowest freight cost from the place of shipment to the place of consignment, that is, the route with the lowest cost per unit weight of goods from the place of shipment to the place of consignment, unit: yuan / ton;

[0062] Step 2: In step 1, the minimum idle capacity among multiple passenger transport sections passed by the path is obtained as the cargo weight of the path. If the minimum idle capacity is zero, that is, the allocated cargo weight is zero, the path is deleted;

[0063] Step 3: Subtract the capacity occupied by the path from the passenger transport section passed by the path in step 2, that is, the cargo weight of the path, and recalculate the free capacity of each section;

[0064] Step 4: In the road network after the capacity is updated in step 3, repeat steps 1 to 3 to assign the cargo weight to the next route until all cargo weights are assigned;

[0065] Step 5: For each road section, calculate the sum of the cargo weights passing through the route as the cargo weight allocated to the section, and allocate transportation capacity according to the cargo weight of each road section.

[0066] The principle of the method for optimizing the transportation of goods by scheduled passenger buses in the embodiment of the present application is as follows:

[0067] Assume a passenger transport line in a rural area; the length is L; including both ends of the line, there are a total of Q passenger and cargo loading and unloading nodes (hereinafter referred to as nodes), and the distance between node u and node v is l u,v ,u,v=1,…,Q.

[0068] (1) Calculate the idle capacity of the section

[0069] Definition of idle capacity: the difference between the vehicle's approved full load (converted to weight including luggage) and the actual number of passengers on board.

[0070] Define the passenger-freight capacity conversion coefficient: the weight of cargo that can be carried by one passenger is reduced, that is, the equivalent cargo weight of one passenger. Let λ represent the passenger-freight capacity conversion coefficient. Without loss of generality, let λ = 100 kg / person.

[0071] The area between two adjacent nodes on a passenger line is an interval. Based on the number of passengers getting on and off the passenger bus at each station, the idle capacity of the passenger bus in each interval is calculated, p x,y represents the idle capacity from node x to node y, x, y = 1, ..., Q and |xy| = 1. The number of people getting on and off the bus can be obtained by swiping cards, in-car video, etc. Take a passenger route with four nodes as an example. A shuttle bus from node 1 to node 4 carries 20 people, and the average weight of each person (including luggage) is 100 kg. According to the number of people getting on and off at each node, the idle capacity of each section is calculated. The calculation process is shown in Figure 2, and the results are shown in Table 1. Thus, using the boarding and alighting historical data of multiple shuttle buses, the interval idle transport capacity within different time ranges can be calculated.

[0072] Table 1 Calculation Results of Interval Idle Transport Capacity

[0073] Interval number symbol Idle capacity (number of people or kilograms) 1 <![CDATA[p 1,2 ]]> 12 people (or 1200 kg) 2 <![CDATA[p 2,3 ]]> 7 persons (or 700 kg) 3 <![CDATA[p 3,4 ]]> 5 people (or 500 kg)

[0074] (2) Calculate the path cost

[0075] Suppose the freight rate for a passenger bus carrying goods on a passenger transport line is a yuan / ton-kilometer, and the freight rate for non-passenger-bus goods transportation is b yuan / ton-kilometer, where a < b. When goods are transported by a passenger bus on a passenger transport line, the freight is calculated according to the freight rate a for passenger-bus goods transportation; for the transportation of goods on a non-passenger transport line, the freight is calculated according to the freight rate b for non-passenger-bus goods transportation. A single transportation can pass through a passenger transport line at most once.

[0076] Suppose there are M origins and N destinations. The passenger bus picks up goods at node u on the passenger transport line and leaves the passenger transport line at node v. According to the origin-destination (OD) of the freight transportation, calculate the distance d between origin i and highway node u i,u , i = 1, …, M, u = 1, …, Q; the distance s between destination j and highway node v j,v , j = 1, …, N, v = 1, …, Q; and the shortest path distance z between origin i and destination j i,j . The above distances are the lengths of the shortest paths between two points on the map; in the case of lack of road mileage information, the Euclidean distance between two points can be used instead. Taking Figure 3 as an example, for the transportation in the way of a passenger bus carrying goods, a path from the origin to the destination consists of three sections A, B, and C. A is from the origin to node 2, B is from node 2 to node 3, and C is from node 3 to the destination. Among them, B is the section where the passenger bus carries goods, and A and C are non-passenger-bus goods transportation sections; if transported in the way of non-passenger-bus goods transportation, it is path D.

[0077] Suppose the total weight of the goods transported from origin i to destination j is w i,j , which can be transported via one path or can be divided into multiple parts and transported via different paths. Each path corresponds to a cargo weight w i,j,u,v , as shown in Equation (1).

[0078]

[0079] Among them, u, v = [0, 1, …, Q], u, v = 0 corresponds to the path without using a passenger bus to carry goods, u, v ≠ 0 corresponds to the path with a passenger bus carrying goods on the way; u and v represent the nodes where the passenger bus starts and ends carrying goods respectively. For the way of a passenger bus carrying goods on the way, the total freight required for the whole journey is calculated by Equation (2).

[0080] c i,j,u,v = wi,j,u,v [b(d i,u +s j,v )+al u,v ] (2)

[0081] Among them, u,v≠0, c i,j,u,v is the total freight, d i,u +s j,v is the distance that goods are transported on non-passenger routes, l u,v is the distance between the passenger line node u and node v. When the remaining capacity of the passenger line is insufficient to transport all the goods, or the OD point is far away from the passenger line and it is not cost-effective to transport the goods by bus, the goods are directly transported from the place of shipment to the place of receipt without being transported by bus, and the required freight is calculated by formula (3).

[0082] c i,j,0,0 =w i,j,0,0 bz i,j (3)

[0083] Among them, c i,j, 0,0 is the freight cost when the goods are not transported by passenger car. The freight cost required for all goods can be expressed as formula (4).

[0084]

[0085] Among them, c i ,j The freight required for all goods from the shipping place i to the receiving place j.

[0086] (3) Cargo transportation optimization model

[0087] In formula (1), all goods can be divided into multiple parts for transportation. After being divided into several parts, how to distribute the weight of each part and what route each part takes to be transported together constitute a transportation organization plan. There are multiple options for each problem, and a large number of alternative plans are formed after permutations and combinations. Transportation organization optimization refers to finding the plan with the least cost for transporting all goods under the constraint of idle capacity of passenger lines. A shipping place and a receiving place constitute an OD. According to the number of ODs, the optimization is divided into single OD optimization and multi-OD optimization.

[0088] Taking a single OD as an example, Figures 4a to 4f Six transport organization schemes are given, from scheme 1 to scheme 6. In scheme 1, all goods are transported without passenger vehicles; in schemes 2 and 3, all goods are transported by passenger vehicles through one route; in schemes 4 and 5, the goods are divided into two parts and transported through the red and green routes respectively; in scheme 6, the goods are divided into multiple parts and transported through different routes, such as Figure 4fAs shown in the figure, different paths are represented by different colors. Among them, the goods transported to the same node by different paths may be reallocated to the outbound path. For example, the weight of the goods transported to node 2 by paths A and B is 400 kg and 600 kg respectively. They can be divided into 200 kg and 800 kg and shipped out by paths C and D, or 600 kg and 400 kg and shipped out by paths C and D. Each plan requires different freight costs and different capacity requirements in each section.

[0089] (3-1) Transportation optimization of single OD

[0090] Full freight c i,j With minimization as the goal, the single OD cargo transportation path optimization problem is given by equations (5) and (6).

[0091] Optimization goal: minimize c i,j (5)

[0092]

[0093] Among them, formula (6) indicates that the total weight of passenger vehicles carrying goods in the same passenger transport section of each route is not greater than the remaining transport capacity of the section. Formulas (1) to (6) together constitute the single OD passenger vehicle carrying goods transport organization optimization model.

[0094] (3-2) Transportation optimization of multiple ODs

[0095] With the goal of minimizing freight costs, the multi-OD cargo transportation route optimization problem with M shipping locations and N receiving locations can be expressed as follows:

[0096] Optimization goal:

[0097]

[0098] in,

[0099] by Figure 5 For example, there are 2 shipping locations and 3 receiving locations, with a total of 5 pairs of transportation ODs represented by different colors. Equations (1) to (8) together constitute the optimization model for multi-OD passenger car freight transportation organization. It is necessary to find a transportation plan that completes the freight transportation with the lowest freight cost.

[0100] In the embodiment of the present application, the optimization of scheduled passenger bus freight transportation can be solved using traditional optimization methods.

[0101] For situations where the complexity grows geometrically with the number of nodes and the amount of computation is too large, you can also use optimization solver software such as Lingo to solve the problem.

[0102] For situations such as rural areas where the road network density is low and the number of road sections is small, enumeration method can also be used for programming and solving.

[0103] An embodiment of the present application provides an optimization method that can improve calculation efficiency. The optimization target is equivalent to solving the weight of goods allocated on each road section, which is obtained by the following steps:

[0104] Step 1: Search for the path with the lowest OD freight cost, that is, the path with the lowest cost per unit weight from the place of shipment to the place of receipt, in units of RMB / ton. To search for the path with the lowest freight cost, refer to the shortest path search algorithm in the network, and replace the length with the cost. The section freight cost is obtained by multiplying the section length by the freight rate.

[0105] Step 2: The minimum idle capacity among the multiple passenger transport sections that the path passes through in step 1 is used as the cargo weight of the path. If the minimum idle capacity is zero, that is, the allocated cargo weight is zero, the path is deleted.

[0106] Step 3: Subtract the capacity occupied by the path in step 2 from the passenger section capacity passed by the path, that is, the cargo weight of the path, and recalculate the remaining capacity of each section.

[0107] Step 4: In the road network after the capacity is updated in step 3, repeat steps 1 to 3 to assign the cargo weight to the next route until all the cargo weight is assigned.

[0108] Step 5: For each road section, calculate the sum of the cargo weights passing through the route as the cargo weight allocated to the road section. Allocate transportation capacity according to the cargo weight of each road section.

[0109] Application Example 1

[0110] Take a passenger line with one OD and four nodes as an example, see Figure 6 The path distances (non-straight-line distances) between the shipping place, the receiving place and the four nodes are shown in Table 2 and are Figure 6 The bid is out. The freight rate for scheduled passenger buses is a = 0.5 yuan / ton-kilometer, and the freight rate for non-passenger buses is b = 4 yuan / ton-kilometer. Assuming that the OD cargo to be transported is 10 tons / day; there are 5 passenger buses / day, and the average remaining capacity of each bus is shown in Table 1, then the daily remaining capacity of intervals 1 to 3 is 6 tons, 3.5 tons, and 2.5 tons respectively.

[0111] Table 2 Location distance table (unit: km)

[0112]

[0113]

[0114] The optional paths from the shipping place to the receiving place are shown in Table 3, where 1 means passing through the node and 0 means not passing through.

[0115] Table 3 Path passing through nodes

[0116]

[0117] According to Table 3, the sections and mileage of each path from the place of shipment to the place of receipt are counted. Table 4 gives the distance between each node and the previous node passed by each path. In the table, (non) represents a section where no passenger car is carrying goods, and (passenger) represents a section where scheduled passenger cars are carrying goods. For example, path 4, from the place of shipment to the place of receipt via nodes 1, 2, and 3, the distances of each section are 2, 5, 8, and 8 (kilometers) respectively. Based on the mileage of scheduled and non-scheduled routes, as well as the freight rates of scheduled and non-scheduled routes, the OD freight rate per unit weight of each path is calculated.

[0118] Table 4 Path contains road segment mileage table

[0119]

[0120] According to steps 1 to 4 of the optimization solution method in Section 3, search for the path with the lowest OD freight, assign cargo weight to each section of the path, and subtract the remaining capacity of the passenger transport section. In this way, the path number and the remaining capacity of the route selected each time are shown in Table 5. After three iterations, a total of 6 tons of cargo were transported by passenger vehicles.

[0121] Table 5 Path selection and remaining capacity of each route in each iteration

[0122]

[0123]

[0124] Corresponding to step 5 of the method in Section 3, the cargo weight allocated in each iteration is counted for each road section, and the results are shown in Table 6. The sum of the cargo weights allocated to the same road section in multiple iterations is calculated as the basis for the capacity configuration of the road section to complete the transportation organization optimization, see Figure 7 The red line is the freight volume carried by buses in each route. Figure 7 The planned transportation organization method can achieve the lowest freight, 666 yuan, and the calculation process is shown in Table 6. If the passenger bus is not used to carry the goods, all 10 tons of goods will be transported by the shortest path between ODs in the traditional way, and the freight for 23 kilometers will be 920 yuan. The optimized passenger bus can save 254 yuan in transportation costs.

[0125] Table 6 The results of cargo weight and freight calculation for each section in each iteration

[0126]

[0127]

[0128] This application utilizes the idle capacity of scheduled passenger buses to transport goods at a relatively small additional cost. At the same time, the distribution of goods from passenger transport stations can reduce logistics distribution points, greatly reducing logistics costs. Passenger routes have a fixed departure frequency, which can ensure the timeliness of logistics. Giving full play to the role of the existing passenger line network and capacity can promote rural logistics cost reduction and efficiency improvement, while improving the economic benefits of commercial passenger transport.

[0129] This application establishes a theoretical model for the joint optimization of scheduled bus freight transportation and traditional logistics, and provides a solution algorithm and implementation case for transportation organization optimization problems such as route selection, volume allocation, and pick-up and unloading locations. It fills the research gap in this field and provides a technical method for the transportation organization of scheduled bus freight transportation.

[0130] An embodiment of the present application provides a device for optimizing cargo transportation on scheduled passenger buses. The device of the embodiment of the present application can implement the method of the above-mentioned embodiment. The above-mentioned method embodiment can be used to understand the device of the embodiment of the present application, and the description part of the embodiment of the following device can also be used to understand the method of the above-mentioned embodiment.

[0131] See also Figure 8 The device for optimizing the transportation of scheduled passenger buses with cargo in an embodiment of the present application includes a capacity module, a cost module and an optimization module. The capacity module is used to calculate the idle capacity of the target passenger route, where the idle capacity is the cargo weight corresponding to the difference between the vehicle's approved full load and the actual load, and an interval is between two adjacent nodes on the passenger route; the cost module is used to calculate the cost required to transport cargo on different routes based on the freight starting and ending positions, including the cost required to transport cargo on routes that utilize the idle capacity of each interval and the cost required to transport cargo on routes that do not utilize the idle capacity of the interval; the optimization module is used to optimize cargo transportation routes with the goal of minimizing freight, where the total weight of cargo carried by buses on each route within the same passenger route is not greater than the idle capacity of the interval.

[0132] An embodiment of the present application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any of the above methods when executing the computer program.

[0133] See also Fig. 9 , is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Fig. 9 As shown, the terminal 600 may include: at least one processor 601 , at least one network interface 604 , a user interface 603 , a memory 605 , and at least one communication bus 602 .

[0134] The communication bus 602 is used to realize the connection and communication between these components.

[0135] The user interface 603 may include a display screen (Display) and a camera (Camera), and the optional user interface 603 may also include a standard wired interface and a wireless interface.

[0136] The network interface 604 may optionally include a standard wired interface or a wireless interface (such as a WI-FI interface).

[0137] Among them, the processor 601 may include one or more processing cores. The processor 601 uses various interfaces and lines to connect various parts in the entire terminal 600, and executes various functions and processes data of the terminal 600 by running or executing instructions, programs, code sets or instruction sets stored in the memory 605, and calling data stored in the memory 605. Optionally, the processor 601 can be implemented in at least one hardware form of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), and programmable logic array (Programmable Logic Array, PLA). The processor 601 can integrate one or a combination of a central processing unit (Central Processing Unit, CPU), a graphics processing unit (Graphics Processing Unit, GPU) and a modem. Among them, the CPU mainly processes the operating system, user interface and application programs; the GPU is responsible for rendering and drawing the content to be displayed on the display screen; the modem is used to process wireless communications. It can be understood that the above-mentioned modem may not be integrated into the processor 601, and it can be implemented separately through a chip.

[0138] Among them, the memory 605 may include a random access memory (Random Access Memory, RAM) and may also include a read-only memory (Read-Only Memory). Optionally, the memory 605 includes a non-transitory computer-readable storage medium. The memory 605 can be used to store instructions, programs, codes, code sets or instruction sets. The memory 605 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned method embodiments, etc.; the data storage area may store data involved in the above-mentioned method embodiments, etc. The memory 605 may optionally be at least one storage device located away from the aforementioned processor 601. As Fig. 9 As shown, the memory 605 as a computer storage medium may include an operating system, a network communication module, a user interface module, and an application program.

[0139] exist Fig. 9 In the electronic device 600 shown, the user interface 603 is mainly used to provide an input interface for the user and obtain data input by the user; and the processor 601 can be used to call the application stored in the memory 605 and specifically perform the operations of any of the above method embodiments.

[0140] The present application also provides a computer-readable storage medium on which a computer program is stored, and when the program is executed by a processor, the steps of the above method are implemented. The computer-readable storage medium may include, but is not limited to, any type of disk, including a floppy disk, an optical disk, a DVD, a CD-ROM, a micro drive, and a magneto-optical disk, a ROM, a RAM, an EPROM, an EEPROM, a DRAM, a VRAM, a flash memory device, a magnetic card or an optical card, a nanosystem (including a molecular memory IC), or any type of medium or device suitable for storing instructions and / or data.

[0141] An embodiment of the present application also provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program, and the computer program is operable to cause a computer to execute part or all of the steps of any one of the methods recorded in the above method embodiments.

[0142] Those skilled in the art can clearly understand that the technical solution of the present application can be implemented with the help of software and / or hardware. The "unit" and "module" in this specification refer to software and / or hardware that can independently complete or cooperate with other components to complete specific functions, where the hardware can be, for example, a field programmable gate array (FPGA), an integrated circuit (IC), etc.

[0143] It should be noted that, for the aforementioned method embodiments, for the sake of simplicity, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the described order of actions, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0144] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0145] In the several embodiments provided in the present application, it should be understood that the disclosed devices can be implemented in other ways. For example, the device embodiments described above are only schematic, such as the division of units, which is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, and the indirect coupling or communication connection of devices or units can be electrical or other forms.

[0146] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0147] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0148] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable memory. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a memory and includes several instructions for a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of each embodiment method of the present application. The aforementioned memory includes: U disk, read-only memory (ROM), random access memory (RAM), mobile hard disk, disk or optical disk, etc., and other media that can store program codes.

[0149] A person of ordinary skill in the art can understand that all or part of the steps in the various methods of the above embodiments can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable memory, which can include: a flash drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0150] The above is only an exemplary embodiment of the present disclosure, and the scope of the present disclosure cannot be limited thereto. That is, any equivalent changes and modifications made according to the teachings of the present disclosure are still within the scope of the present disclosure. After considering the specification and practicing the disclosure here, those skilled in the art will easily think of other embodiments of the present disclosure. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary technical means in the technical field not recorded in the present disclosure. The description and examples are only regarded as exemplary, and the scope and spirit of the present disclosure are defined by the claims.

Claims

1. A method for optimizing the transportation of goods by scheduled passenger buses, characterized in that: Including: Calculating the idle transport capacity of intervals on the target passenger transport line, where the idle transport capacity is the cargo weight corresponding to the difference between the approved full-load number of passengers of the vehicle and the actual number of passengers. An interval is between two adjacent nodes on the passenger transport line; Calculating the costs required for transporting goods via different paths according to the origin and destination of the freight, including the costs for transporting goods via paths that utilize the idle transport capacity of each interval and the costs for transporting goods via paths that do not utilize the idle transport capacity of the interval; Optimizing the goods transport path with the goal of minimizing the freight, where the total weight of goods carried by the passenger vehicle within the same passenger transport interval for each path is not greater than the idle transport capacity of that interval.

2. The method according to claim 1, characterized in that Calculating the idle transport capacity of intervals on the target passenger transport line, including: Calculating the difference between the approved full-load number of passengers and the actual number of passengers for each interval based on the number of passengers getting on and off at each stop of the passenger bus on the target passenger transport line; Calculating the idle transport capacity of each interval according to the difference and the passenger-cargo transport capacity conversion coefficient, where the passenger-cargo transport capacity conversion coefficient is the cargo weight that can be loaded more by reducing one passenger.

3. The method according to claim 1, characterized in that Calculating the costs required for transporting goods via different paths according to the origin and destination of the freight, including: The freight rate for goods carried by the passenger vehicle on the passenger transport line is a yuan / ton-kilometer, and the freight rate for goods not carried by the passenger vehicle is b yuan / ton-kilometer, where a < b. When the goods are transported by the passenger vehicle on the passenger transport line, the freight is calculated according to the freight rate a for goods carried by the passenger vehicle. When the goods are transported on a non-passenger transport line, the freight is calculated according to the freight rate b for goods not carried by the passenger vehicle. One transport can pass through the passenger transport line at most once; Calculating the costs required for transporting goods by the passenger vehicle and the costs required for transporting goods not by the passenger vehicle from the place of dispatch to the place of receipt according to the weight, path, and corresponding freight rates of goods transported by the passenger vehicle and not by the passenger vehicle, and calculating the total cost.

4. The method according to claim 3, characterized in that: Calculating the costs required for transporting goods by the passenger vehicle and the costs required for transporting goods not by the passenger vehicle from the place of dispatch to the place of receipt according to the weight, path, and corresponding freight rates of goods transported by the passenger vehicle and not by the passenger vehicle, and calculating the total cost, including: Suppose there are M shipping locations and N receiving locations. A bus with goods is delivered at node u of the passenger line. Node v leaves the passenger line. According to the freight origin and destination OD, the distance d between shipping location i and highway node u is calculated. i,u ,i=1,…,M,u=1,…,Q; the distance s between the delivery location j and the road node v j,v ,j=1,…,N,v=1,…,Q; and the shortest path distance z between the shipping place i and the receiving place j i,j ; The total weight of the goods transported from the shipping place i to the receiving place j is w i,j , transported via one route, or divided into multiple parts and transported via different routes, each route corresponding to the cargo weight w i,j,u,v , the cargo weight expression is as follows: Where u, v = [0, 1, …, Q], u, v = 0 corresponds to the path without using the passenger vehicle to carry goods, and u, v ≠ 0 corresponds to the path with the passenger vehicle carrying goods on the way; u and v represent the starting and ending nodes of the passenger vehicle carrying goods respectively; For the path with the passenger vehicle carrying goods on the way, the total freight required for the whole journey is calculated by Equation (2): <h2 style=";text-align:left;direction:ltr">c<h2 style=";text-align:left;direction:ltr"> i,j,u,v <h2 style=";text-align:left;direction:ltr"> =w<h2 style=";text-align:left;direction:ltr"> i,j,u,v <h2 style=";text-align:left;direction:ltr"> [b(d<h2 style=";text-align:left;direction:ltr"> i,u <h2 style=";text-align:left;direction:ltr"> +s<h2 style=";text-align:left;direction:ltr"> j,v <h2 style=";text-align:left;direction:ltr"> )+al<h2 style=";text-align:left;direction:ltr"> u,v <h2 style=";text-align:left;direction:ltr"> ] (2) Among them, u,v≠0, c i,j,u,v is the total freight, d i,u +s j,v is the distance that goods are transported on non-passenger routes, l u,v is the distance between the passenger line node u and node v; When the idle transport capacity of the passenger transport line is not sufficient to transport all the goods, or the OD points are far from the passenger transport line and it is not cost-effective for the passenger vehicle to carry goods, the goods are directly transported from the place of dispatch to the place of receipt without the passenger vehicle carrying goods, and the required freight is calculated by Equation (3): c i,j,0,0 =w i,j,0,0 bz i,j (3) Among them, c i,j,0,0 The freight charges for not using passenger vehicles to carry goods; The total freight required for all the goods is expressed as Equation (4): Among them, c i,j The freight required for all goods from the shipping place i to the receiving place j.

5. The method according to claim 4, characterized in that The distance therein is the length of the shortest path between two points on the map; in the case of lacking road mileage information, the distance therein is the Euclidean distance between two points.

6. The method according to claim 4, characterized in that Optimizing the goods transport path with the goal of minimizing the freight, including: Under the constraint of the idle transport capacity of the passenger transport line, finding the transport plan with the least cost required for transporting all the goods.

7. The method according to claim 6, characterized in that Under the constraint of the idle transport capacity of the passenger transport line, finding the transport plan with the least cost required for transporting all the goods, including: For a single freight origin and destination, the full freight rate is c i,j Taking minimization as the goal, the optimization of cargo transportation path is given by equations (5) and (6): Optimization goal: minimize c i,j (5) Where Equation (6) indicates that the total weight of goods carried by the passenger vehicle within the same passenger transport interval for each path is not greater than the idle transport capacity of that interval; When there are multiple freight origins and destinations, with the goal of minimizing freight costs, there are M shipping locations and N receiving locations. The optimization of freight transportation routes for multiple freight origins and destinations is given by equations (7) and (8): Optimization goal: in, 8. The method according to claim 7, characterized in that Under the constraint of idle capacity of passenger lines, find the transportation plan with the lowest cost for transporting all goods, including: Step 1: Search for the route with the lowest freight cost from the place of shipment to the place of consignment, that is, the route with the lowest cost per unit weight of goods from the place of shipment to the place of consignment, unit: yuan / ton; Step 2: In step 1, the minimum idle capacity among multiple passenger transport sections passed by the path is obtained as the cargo weight of the path. If the minimum idle capacity is zero, that is, the allocated cargo weight is zero, the path is deleted; Step 3: Subtract the capacity occupied by the path from the passenger transport section passed by the path in step 2, that is, the cargo weight of the path, and recalculate the free capacity of each section; Step 4: In the road network after the capacity is updated in step 3, repeat steps 1 to 3 to assign the cargo weight to the next route until all cargo weights are assigned; Step 5: For each road section, calculate the sum of the cargo weights passing through the route as the cargo weight allocated to the section, and allocate transportation capacity according to the cargo weight of each road section.

9. A device for optimizing the transportation of goods by scheduled passenger buses, characterized in that: include: The capacity module is used to calculate the idle capacity of the target passenger route. The idle capacity is the cargo weight corresponding to the difference between the approved full load and the actual load of the vehicle. An interval is between two adjacent nodes on the passenger route. Cost module, used to calculate the cost of transporting goods by different routes according to the starting and ending locations of the freight, including the cost of transporting goods by utilizing the idle capacity of each section and the cost of transporting goods by not utilizing the idle capacity of each section; The optimization module is used to optimize the cargo transportation routes with the goal of minimizing freight costs, where the total weight of cargo carried by buses on each route within the same passenger transport section is not greater than the idle capacity of the section.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

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