Line bus with freight transport optimization method and device

Abstract

The application belongs to the computer field and particularly relates to a bus line passenger vehicle freight transportation optimization method and device. The method comprises the following steps: calculating the interval idle carrying capacity of a target passenger line, the idle carrying capacity being the carrying capacity corresponding to the difference between the vehicle's approved full load number and the actual load number, and two adjacent nodes on the passenger line forming an interval; calculating the cost of transporting goods by different paths according to the freight origin-destination position, wherein the cost of transporting goods by paths using the idle carrying capacity of each interval and the cost of transporting goods by paths not using the idle carrying capacity of each interval are included; and optimizing the freight transportation path with the minimum transportation cost as the target, wherein the total weight of the passenger vehicle carrying goods in each path in the same passenger interval is not greater than the idle carrying capacity of the interval. The application can utilize the idle carrying capacity of passenger transportation, increase passenger transportation income and reduce freight transportation cost.

Description

Technical Field

[0001] This application relates to the field of computer technology, specifically to a method and apparatus for optimizing freight transportation on scheduled passenger buses. Background Technology

[0002] With the increase in high-speed rail and private car travel, the demand for commercial road passenger transport has decreased year by year. The passenger transport market is shrinking, empty load rates are rising, revenue is decreasing, and the economic benefits of existing scheduled passenger transport routes are declining, putting significant pressure on operations. Online shopping has led to a rapid increase in rural logistics demand. Due to the vast area and dispersed population of rural areas, it is costly to dedicate vehicles to delivering a small number of packages, resulting in low logistics efficiency and high costs. In some remote areas, these deliveries are even outside the designated delivery range, hindering the development of rural e-commerce and impacting the economic and social progress of rural areas. Summary of the Invention

[0003] This application provides a method and apparatus for optimizing scheduled passenger bus freight transportation, which can increase the revenue of scheduled passenger buses and reduce freight transportation costs.

[0004] In a first aspect, embodiments of this application provide an optimization method for scheduled passenger bus freight transportation, including:

[0005] Calculate the available capacity of the target passenger route, where the available capacity is the cargo weight corresponding to the difference between the vehicle's approved full load capacity and the actual load capacity. A section is defined as the distance between two adjacent nodes on the passenger route.

[0006] The cost of transporting goods via different routes is calculated based on the origin and destination of the freight, including the route cost of transporting goods using available capacity in each section and the route cost of transporting goods without using available capacity in each section.

[0007] The goal is to optimize freight transportation routes by minimizing freight costs, where the total weight of goods carried by passenger vehicles on each route within the same passenger transport section does not exceed the available transport capacity of that section.

[0008] Secondly, embodiments of this application provide an optimization device for freight transportation on scheduled passenger buses, comprising:

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

[0010] The cost module is used to calculate the cost of transporting goods via different routes based on the origin and destination of the freight, including the cost of transporting goods via routes that utilize the available capacity of each section and the cost of transporting goods via routes that do not utilize the available capacity of the section.

[0011] The optimization module is used to optimize cargo transportation routes with the goal of minimizing freight costs, wherein the total weight of cargo carried by passenger vehicles on each route within the same passenger transport section does not exceed the available transport capacity of that section.

[0012] Thirdly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in any of the above-mentioned embodiments.

[0013] Fourthly, embodiments of this application 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 method described in any of the above-mentioned embodiments. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 A flowchart illustrating the optimized method for freight transportation on scheduled buses according to an embodiment of this application is shown.

[0016] Figure 2 This diagram illustrates the calculation of available transport capacity in the scheduled passenger bus freight transport optimization method according to an embodiment of this application.

[0017] Figure 3 This illustration shows a schematic diagram of the transportation process in the scheduled passenger bus freight transportation optimization method according to an embodiment of this application;

[0018] Figures 4a to 4f The following are schematic diagrams illustrating six transportation schemes in the optimized method for freight transportation on scheduled buses according to embodiments of this application;

[0019] Figure 5 This diagram illustrates a multi-OD bus freight transport organization scheme in the scheduled bus freight transport optimization method of this application embodiment;

[0020] Figure 6 This diagram illustrates a single-OD four-route node network in the scheduled passenger bus freight transportation optimization method of this application embodiment;

[0021] Figure 7 This illustrates the cargo weight distribution results for each route segment in the scheduled passenger bus freight transportation optimization method according to an embodiment of this application;

[0022] Figure 8This is a schematic diagram of the structure of the scheduled passenger bus freight transportation optimization device according to an embodiment of this application;

[0023] Figure 9 This diagram illustrates the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0025] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that comprises a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0026] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0027] See Figure 1 This application provides an optimization method for scheduled passenger bus freight transportation, including:

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

[0029] The cost of transporting goods via different routes is calculated based on the origin and destination of the freight, including the cost of transporting goods via routes that utilize available capacity in each section and the cost of transporting goods via routes that do not utilize available capacity in each section.

[0030] The goal is to optimize freight transportation routes by minimizing freight costs, where the total weight of goods carried by passenger vehicles on each route within the same passenger transport section does not exceed the available transport capacity of that section.

[0031] In the embodiments of the present application, by calculating the interval idle carrying 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 carrying capacity of the passenger car on each path from the place of dispatch to the place of receipt can be calculated. Optimizing the goods transportation path with the goal of minimizing the freight can reasonably utilize the idle carrying capacity of the passenger car, increase the income of passenger transport, and reduce the total cost of goods transportation.

[0032] In some embodiments, calculating the interval idle carrying 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 stop on the target passenger transport line; calculating the idle carrying capacity of each interval according to the difference and the passenger-cargo carrying capacity conversion coefficient, where the passenger-cargo carrying capacity conversion coefficient is the weight of goods that can be loaded more by reducing one passenger.

[0033] When calculating the idle carrying 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 carrying capacity of the corresponding interval.

[0034] The conversion between the number of passengers and the weight can be calculated through the passenger-cargo carrying capacity conversion coefficient λ. The passenger-cargo carrying 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 running goods may utilize the interval idle carrying capacity or may not utilize the interval idle carrying capacity. 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 carrying capacity and the costs required for transporting goods on the paths that do not utilize the interval idle carrying 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 a 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 a passenger car on the passenger transport line, the freight is calculated according to the freight rate a for the passenger car carrying goods. When the goods are transported on a non-passenger transport line, the freight is calculated according to the freight rate b for non-passenger-car carrying goods, and the goods are transported 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 costs for transporting goods by passenger vehicle and non-passenger vehicle from the place of origin to the place of destination are calculated separately based on the weight, route, and corresponding freight rate of the goods transported by passenger vehicle and non-passenger vehicle, and the total cost is calculated. This includes: assuming M places of origin and N places of destination, a passenger vehicle carrying goods is delivered at node u on the passenger route, and node v leaves the passenger route. Based on the origin and destination positions OD of the freight, the distance d between the place of origin 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 highway node v j,v j = 1, ..., N, v = 1, ..., Q; and the shortest path distance z between the shipping location i and the receiving location j. i,j The total weight of the goods transported from the point of origin i to the point of destination j is w. i,j The goods can be transported via a single route, or divided into multiple parts and transported via different routes, with each route corresponding to a different cargo weight w. i,j,u,v The expression for cargo weight is as follows:

[0038]

[0039] Where u,v=[0,1,…,Q], u,v=0 corresponds to the path where the bus does not carry goods, u,v≠0 corresponds to the path where the bus carries goods along the way; u and v represent the nodes where the bus carries goods at the beginning and end, respectively;

[0040] For passenger vehicles carrying goods along the way, the total freight cost is calculated using 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] Where u,v≠0, c i,j,u,v For the total shipping cost, d i,u +s j,v For the distance of goods transported on non-passenger routes, l u,v The distance between node u and node v of the passenger transport route;

[0043] When the available capacity of the passenger transport route is insufficient to transport all the goods, or when the distance between the OD point and the passenger transport route is far and it is not cost-effective for the bus to carry the goods, the goods can be transported directly from the place of origin to the place of destination without the bus carrying them. 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 represents the freight cost when passenger vehicles are not used for carrying goods;

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

[0047]

[0048] Among them, c i,j The freight cost for all goods from the origin i to the destination 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 freight transport routes with the goal of minimizing freight costs includes finding the transport scheme that minimizes the cost of transporting all goods, while constraining the available capacity of passenger lines.

[0051] In some embodiments, under the constraint of available capacity on passenger routes, the goal is to find the transportation scheme that minimizes the cost of transporting all goods, including:

[0052] For a single origin and destination location, the total freight cost is calculated as c. i,j With minimization as the objective, the optimization of cargo transportation routes is given by equations (5) and (6):

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

[0054]

[0055] Equation (6) indicates that the total weight of goods carried by passenger vehicles on each route within the same passenger transport section is not greater than the available transport capacity of that section.

[0056] With multiple origin and destination locations, aiming to minimize freight costs, the optimal freight transportation route for M origin and destination locations is given by equations (7) and (8):

[0057] Optimization goal:

[0058]

[0059] in,

[0060] In some embodiments, under the constraint of available capacity on passenger routes, the goal is to find the transportation scheme that minimizes the cost of transporting all goods, including:

[0061] Step 1: Search for the route with the lowest freight cost from the origin to the destination, i.e., the route with the lowest cost per unit weight of goods from the origin to the destination, in yuan / ton;

[0062] Step 2: Among the multiple passenger transport sections obtained in Step 1, the minimum idle capacity is taken as the freight weight of the route. If the minimum idle capacity is zero, that is, the allocated freight weight is zero, then the route is deleted.

[0063] Step 3: Subtract the capacity occupied by the route from the passenger transport capacity of the route traversed in Step 2, i.e., the freight weight of the route, and recalculate the available capacity of each section.

[0064] Step 4: In the road network after updating the capacity in Step 3, repeat Steps 1 to 3 to assign cargo weight to the next route until all cargo weight has been assigned.

[0065] Step 5: For each route segment, calculate the sum of the cargo weights along the route, which will be used as the allocated cargo weight for that route segment. Allocate transport capacity according to the cargo weight of each route segment.

[0066] The principle of the optimized method for freight transportation on scheduled buses in this application embodiment is as follows:

[0067] Suppose there is a passenger transport route in a rural area; its length is L; including both ends of the route, there are a total of Q passenger and freight 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 available transport capacity in the interval

[0069] Define available capacity: the difference between the vehicle's rated full capacity (converted to weight including luggage) and the actual number of passengers.

[0070] Define the passenger-freight capacity conversion factor as the amount of cargo that can be carried with one less passenger, i.e., the equivalent cargo weight for one passenger. Let λ represent the passenger-freight capacity conversion factor. Without loss of generality, assume λ = 100 kg / person.

[0071] A passenger transport route is defined as a section between two adjacent nodes. Based on the number of passengers boarding and alighting at each stop, calculate the available passenger capacity (p) for each section. x,y Let |xy| represent the available capacity from node x to node y, where x, y = 1, ..., Q and |xy| = 1. The number of passengers boarding and alighting can be obtained through methods such as card swiping and in-vehicle video recording. Taking a passenger route with four nodes as an example, a bus trip from node 1 to node 4 has a capacity of 20 passengers, with an average weight of 100 kg per person (including luggage). Based on the number of passengers boarding and alighting at each node, the available capacity for each segment is calculated. The calculation process is shown below. Figure 2, and the results are shown in Table 1. In this way, by using the boarding and alighting historical data of multiple shuttle trips, the idle capacity of intervals within different time ranges can be calculated.

[0072] Table 1 Calculation Results of Interval Idle Capacity

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

[0074] (2) Calculate the path cost

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

[0076] Suppose there are M shipping locations and N receiving locations, and the bus carrying goods is delivered at the passenger transport line node u and leaves the passenger transport line at node v. According to the origin-destination (OD) of the freight transportation, calculate the distance d between the shipping location i and the highway node u i,u , i = 1, …, M, u = 1, …, Q; the distance s between the receiving location j and the highway node v j,v , j = 1, …, N, v = 1, …, Q; and the shortest path distance z between the shipping location i and the receiving location j i,j . The above distances are the lengths of the shortest paths between two points on the map; in the case of lacking 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 bus carrying goods, a path from the departure place to the receiving place consists of three sections A, B, and C. A is from the departure place to node 2, B is from node 2 to node 3, and C is from node 3 to the receiving place, where B is the section for bus carrying goods, and A and C are non-bus carrying sections; if transported in the way of non-bus carrying goods, it is path D.

[0077] Let the total weight of the goods transported from the shipping location i to the receiving location j be 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 the 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 bus carrying goods, u, v ≠ 0 corresponds to the path with bus carrying goods on the way; u and v represent the nodes where the bus starts and ends carrying goods respectively. For the way of 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] Where u,v≠0, c i,j,u,v For the total shipping cost, d i,u +s j,v For the distance of goods transported on non-passenger routes, l u,v denoted as the distance between node u and node v of the passenger transport route. When the remaining capacity of the passenger transport route is insufficient to transport all the goods, or when the distance between the OD point and the passenger transport route is too far and the bus carrying the goods is not cost-effective, the goods can be transported directly from the place of origin to the place of destination without the bus carrying the goods. 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 represents the freight cost without using passenger vehicles to carry goods. The total freight cost for all goods can be expressed as equation (4).

[0084]

[0085] Among them, c i ,j The freight cost for all goods from the origin i to the destination j.

[0086] (3) Freight transportation optimization model

[0087] In equation (1), all goods can be divided into multiple parts for transportation. The number of parts, the allocation of weight among them, and the transportation routes for each part are determined to form a transportation organization scheme. Each problem has multiple options, which, when combined, form a large number of alternative solutions. Transportation organization optimization refers to finding the scheme with the lowest cost for transporting all goods under the constraint of available passenger transport capacity. A shipping location and a receiving location constitute an OD (Original Demand). Based on the number of ODs, optimization is divided into single OD optimization and multi-OD optimization.

[0088] Taking a single OD as an example, Figures 4a to 4f Six transportation organization schemes are presented, from Scheme 1 to Scheme 6. Scheme 1 involves all goods being transported via passenger vehicles without any passenger transport. Schemes 2 and 3 involve all goods being transported via passenger vehicles along a single route. Schemes 4 and 5 involve goods being divided into two parts and transported via red and green routes respectively. Scheme 6 involves goods being divided into multiple parts and transported via different routes, such as... Figure 4fAs shown, different routes are represented by different colors. Goods entering the same node via different routes may be reassigned to outgoing routes. For example, goods entering node 2 via routes A and B, weighing 400 kg and 600 kg respectively, can be divided into 200 kg and 800 kg and transported out via routes C and D, or into 600 kg and 400 kg and transported out via routes C and D. Each option requires different freight costs and has different capacity requirements for each segment.

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

[0090] The total shipping cost is c i,j With minimization as the objective, the optimization problem of cargo transportation routes for a single OD is given by equations (5) and (6).

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

[0092]

[0093] Equation (6) indicates that the total weight of goods carried by passenger vehicles on each route within the same passenger transport section does not exceed the remaining transport capacity of that section. Equations (1) to (6) together constitute the single-OD passenger vehicle freight transport organization optimization model.

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

[0095] With the objective of minimizing freight costs, the multi-OD (Origin-Destination) freight transportation route optimization problem with M origins and N destinations can be formulated as follows:

[0096] Optimization goal:

[0097]

[0098] in,

[0099] by Figure 5 For example, there are 2 originating locations and 3 receiving locations, totaling 5 pairs of transport origin-destination (OD) pairs represented by different colors. Equations (1) to (8) together constitute a multi-OD bus-cargo transport organization optimization model. It is necessary to find the transport scheme with the lowest freight cost to complete the cargo transport.

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

[0101] For cases where the complexity increases geometrically with the number of nodes, resulting in excessive computation, optimization solver software such as Lingo can be used to solve the problem.

[0102] For situations such as rural areas with low road network density and a small number of road segments, the enumeration method can also be used to solve the problem in programming.

[0103] One embodiment of this application provides an optimization method that can improve computational efficiency. The optimization objective is equivalent to solving for the weight of goods allocated on each road segment, which is obtained through the following steps:

[0104] Step 1: Search for the lowest OD (Original Delivery) route, i.e., the route with the lowest cost per unit weight of goods from the origin to the destination, measured in yuan / ton. The search for the lowest cost route can be done by referring to the shortest path search algorithm in a network, replacing length with cost. The segment cost is obtained by multiplying the segment length by the freight rate.

[0105] Step 2: Among the multiple passenger transport sections obtained in Step 1, the minimum available capacity is taken as the freight weight for that route. If the minimum available capacity is zero, i.e., the assigned freight weight is zero, then the route is deleted.

[0106] Step 3: Subtract the capacity occupied by the route from the passenger transport capacity traversed by the route in Step 2, i.e., the freight weight of the route, and recalculate the remaining capacity of each section.

[0107] Step 4: In the road network after updating the capacity in Step 3, repeat Steps 1 to 3 to assign cargo weight to the next route until all cargo weight has been assigned.

[0108] Step 5: For each route segment, calculate the sum of the cargo weights along the route, and use this as the allocated cargo weight for that segment. Allocate transport capacity according to the cargo weight of each route segment.

[0109] Application Example 1

[0110] Taking a passenger transport route with one origin-destination (OD) and four nodes as an example, see... Figure 6 The shipping location, receiving location, and the path distances (non-linear distances) between the four nodes are shown in Table 2. Figure 6 The bid was successful. 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 10 tons of cargo to be transported per day at OD; and 5 passenger bus trips per day, with the average remaining capacity per trip as shown in Table 1, the daily remaining capacity for intervals 1 to 3 is 6 tons, 3.5 tons, and 2.5 tons, respectively.

[0111] Table 2. Location Spacing (Unit: km)

[0112]

[0113]

[0114] The available paths from the shipping location to the receiving location are shown in Table 3, where 1 represents passing through the node and 0 represents not passing through it.

[0115] Table 3 Path Via Nodes

[0116]

[0117] Based on Table 3, the route segments and mileage traversed by each path from the origin to the destination are statistically analyzed. Table 4 shows the distance between each node along each path and the previous node. In the table, (non-) indicates non-passenger bus freight segments, and (passenger) indicates scheduled passenger bus freight segments. For example, in path 4, the route from the origin to the destination passes through nodes 1, 2, and 3, with distances of 2, 5, 8, and 8 (km) for each segment, respectively. Based on the mileage of scheduled and non-scheduled routes, and the freight rates for both, the OD (Original Demand) freight rate per unit weight for each path is calculated.

[0118] Table 4. Route Mileage Table

[0119]

[0120] Following steps one through four of the optimization solution method in Section 3, the route with the lowest OD freight cost is searched. The weight of the cargo is assigned to each segment along this route, and the remaining capacity of the passenger transport sections is subtracted. This process is iterated, and the route number and remaining capacity of each selected route are shown in Table 5. After three iterations, a total of 6 tons of cargo were transported via passenger bus freight transport.

[0121] Table 5. Route selection and remaining capacity for each iteration

[0122]

[0123]

[0124] Corresponding to step five of the method in Section 3, the freight weight allocated in each iteration for each road segment is calculated, and the results are shown in Table 6. The sum of the freight weight allocated to the same road segment across multiple iterations is used as the basis for the capacity allocation of that road segment, thus completing the transportation organization optimization. Figure 7 The red line represents the freight volume carried by passenger buses on each route. According to... Figure 7 The planned transportation organization method achieves the lowest freight cost of 666 yuan, as shown in Table 6. Without using passenger buses to carry cargo, transporting all 10 tons of goods via the traditional shortest route between the origin and destination (OD) would cost 920 yuan (23 kilometers). The optimized passenger bus cargo transport method saves 254 yuan in transportation costs.

[0125] Table 6. Calculation results of cargo weight and freight costs allocated to each road segment in each iteration.

[0126]

[0127]

[0128] This application utilizes the idle capacity of scheduled passenger buses to transport goods at a relatively low additional cost. Furthermore, the centralized distribution of goods from passenger transport stations reduces the number of logistics distribution points, significantly lowering logistics costs. The fixed departure frequency of passenger routes ensures timely delivery. Fully leveraging the existing passenger transport network and capacity can promote cost reduction and efficiency improvement in rural logistics, while simultaneously enhancing the economic benefits of commercial passenger transport.

[0129] This application establishes a theoretical model for the joint optimization of scheduled passenger bus freight transport and traditional logistics, and provides algorithms and implementation examples for solving transportation organization optimization problems such as route selection, capacity allocation, and loading / unloading locations. It fills a research gap in this field and provides technical methods for the transportation organization of scheduled passenger buses carrying freight.

[0130] This application provides a device for optimizing the transportation of goods on scheduled passenger buses. The device of this application can implement the methods of the above embodiments. The above method embodiments can be used to understand the device of this application, and the description of the device embodiments below can also be used to understand the methods of the above embodiments.

[0131] See Figure 8 The scheduled passenger bus freight transportation optimization device according to this application includes a capacity module, a cost module, and an optimization module. The capacity module is used to calculate the available capacity of the target passenger route. The available capacity is the freight weight corresponding to the difference between the vehicle's approved full load capacity and the actual load capacity. The interval between two adjacent nodes on the passenger route is a section. The cost module is used to calculate the cost required to transport goods via different routes based on the origin and destination of the freight, including the cost required to transport goods via routes utilizing the available capacity of each interval and the cost required to transport goods via routes not utilizing the available capacity of the interval. The optimization module is used to optimize the freight transportation route with the goal of minimizing freight costs, wherein the total weight of the freight carried by the passenger bus within the same passenger interval on each route is not greater than the available capacity of that interval.

[0132] This 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 executes the computer program to implement any of the methods described above.

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

[0134] The communication bus 602 is used to enable communication between these components.

[0135] The user interface 603 may include a display screen and a camera. Optionally, the 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] The processor 601 may include one or more processing cores. The processor 601 connects to various parts within the terminal 600 using various interfaces and lines, and performs various functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in the memory 605, and by calling data stored in the memory 605. Optionally, the processor 601 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 601 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the content required for display; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor 601 and may be implemented as a separate chip.

[0138] The memory 605 may include random access memory (RAM) or read-only memory. Optionally, the memory 605 may include a non-transitory computer-readable storage medium. The memory 605 can be used to store instructions, programs, code, 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 touch function, sound playback function, image playback function, etc.), instructions for implementing the above-described method embodiments, etc.; the data storage area may store data involved in the above-described method embodiments, etc. Optionally, the memory 605 may also be at least one storage device located remotely from the aforementioned processor 601. Figure 9 As shown, the memory 605, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and application programs.

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

[0140] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described method. The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, DVDs, CD-ROMs, microdrives, as well as magneto-optical disks, ROMs, RAMs, EPROMs, EEPROMs, DRAMs, VRAMs, flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0141] This application also provides a computer program product including a non-transitory computer-readable storage medium storing a computer program operable to cause a computer to perform some or all of the steps of any of the methods described in the above method embodiments.

[0142] Those skilled in the art will clearly understand that the technical solutions of this application can be implemented using software and / or hardware. In this specification, "unit" and "module" refer to software and / or hardware capable of independently performing or cooperating with other components to perform specific functions. Hardware may include, for example, a Field-Programmable Gate Array (FPGA), an Integrated Circuit (IC), etc.

[0143] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0144] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0145] In the several embodiments provided in this application, it should be understood that the disclosed apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical or other forms.

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

[0147] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0148] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage device (CMD). Based on this understanding, the technical solution of this application, in essence, 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. This computer software product is stored in a memory and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned memory includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0149] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, which may include: a flash drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, etc.

[0150] The foregoing description is merely an exemplary embodiment of this disclosure and should not be construed as limiting the scope of this disclosure. Any equivalent changes and modifications made in accordance with the teachings of this disclosure shall still fall within the scope of this disclosure. Other embodiments of this disclosure will be readily apparent to those skilled in the art upon consideration of the specification and practice of the disclosure herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not described herein. The specification and embodiments are to be considered exemplary only, and the scope and spirit of this disclosure are defined by the claims.

Claims

1. A method for optimizing the transport of goods with a scheduled passenger vehicle, characterized in that, include: Calculate the available capacity of the target passenger route, where the available capacity is the cargo weight corresponding to the difference between the vehicle's approved full load capacity and the actual load capacity. A section is defined as the distance between two adjacent nodes on the passenger route. Calculating the available capacity of the target passenger route includes: calculating the difference between the vehicle's approved full load capacity and the actual load capacity for each section based on the number of passengers getting on and off the passenger bus at each stop on the target passenger route; calculating the available capacity of each section based on the difference and the passenger-freight capacity conversion coefficient, where the passenger-freight capacity conversion coefficient is the amount of cargo that can be loaded after reducing one passenger. The costs for transporting goods via different routes are calculated based on the origin and destination of the freight, including the costs for routes utilizing available capacity within each section and the costs for routes not utilizing available capacity. The costs for transporting goods via different routes based on the origin and destination of the freight also include: the freight rate for passenger vehicles carrying goods on passenger routes. The freight rate for non-passenger vehicles carrying cargo is [price per ton-kilometer]. Yuan / ton-kilometer When goods are transported by passenger buses on passenger routes, the freight rate for goods transported by passenger buses shall apply. For freight calculation, the freight rate for goods transported on non-passenger routes is the same as that for goods transported on non-passenger vehicles. Calculate freight costs, with each transport route passing through a passenger transport line at most once; calculate the costs for transporting goods by passenger vehicle and goods by non-passenger vehicle from the place of origin to the place of destination based on the weight, route, and corresponding freight rates, and calculate the total cost. Calculate the costs for transporting goods by passenger vehicle and non-passenger vehicle from the point of origin to the point of destination, based on the weight, route, and corresponding freight rates. Then calculate the total cost, including: provided with one origin and one destination, at the passenger line node deliver the passenger car with the freight, at the node leave the passenger line, according to the freight origin-destination position OD, calculate the distance from the passenger line node , , , from the destination to the passenger line node , , , , , and the shortest path distance between the origin and the destination , ; From the dispatch location to the delivery location The total weight of the transported goods is , transported via one route, or divided into multiple parts, transported via different routes, each route corresponding to a weight The weight of the goods is expressed as follows: （1） wherein, , corresponding to a path without using a passenger car to carry goods, corresponding to a path using a passenger car to carry goods during the trip; and respectively represent a node where the passenger car starts and ends to carry goods. For passenger vehicles carrying goods along the way, the total freight cost is calculated using formula (2): （2） wherein, , is the total distance of the shipment, is the distance of the shipment on non-passenger routes, is the distance between the passenger route node and the node . When the available capacity of the passenger transport route is insufficient to transport all the goods, or when the distance between the OD point and the passenger transport route is far and the cost of carrying goods by bus is not cost-effective, the goods can be transported directly from the place of origin to the place of destination without being carried by bus. The required freight is calculated by formula (3): （3） wherein, is the freight without the passenger car with goods; The total freight cost for all goods is expressed as formula (4): （4） Where, To the place of delivery To the place of delivery Total freight required for the entire shipment; Optimizing freight transportation routes with the goal of minimizing freight costs, where the total weight of goods carried by passenger vehicles within the same passenger transport segment on each route does not exceed the available capacity of that segment; optimizing freight transportation routes with the goal of minimizing freight costs includes: Under the constraint of idle capacity on passenger routes, find the transportation scheme with the lowest cost for transporting all goods; Given the constraint of available capacity on passenger routes, the goal is to find the transportation scheme with the lowest cost for transporting all goods, including: Full freight for single shipment The objective of minimization, the freight transportation path optimization is given by equation (5) and equation (6): Optimization objectives: (5) （6） wherein, represents the free capacity from the node to the node , and , formula (6) indicates that the total weight of the passenger cars with goods in each path in the same passenger section is not greater than the free capacity of the section. For multi-shipment origin-destination location, the objective is to minimize the total shipping cost, one shipment origin and one shipment destination, the shipment routing optimization for multi-shipment origin-destination location is given by equation (7) and equation (8): Optimization objectives: (7) （8）。 2. The method of claim 1, wherein, The distance is the length of the shortest path between two points on the map; if road mileage information is missing, the distance is the Euclidean distance between the two points.

3. The method of claim 1, wherein, Given the constraint of available capacity on passenger routes, the goal is to find the transportation scheme with the lowest cost for transporting all goods, including: Step 1: Search for the route with the lowest freight cost from the origin to the destination, i.e., the route with the lowest cost per unit weight of goods from the origin to the destination, in yuan / ton; Step 2: Among the multiple passenger transport sections obtained in Step 1, the minimum idle capacity is taken as the freight weight of the route. If the minimum idle capacity is zero, that is, the allocated freight weight is zero, then the route is deleted. Step 3: Subtract the capacity occupied by the route from the passenger transport capacity of the route traversed in Step 2, i.e., the freight weight of the route, and recalculate the available capacity of each section. Step 4: In the road network after updating the capacity in Step 3, repeat Steps 1 to 3 to assign cargo weight to the next route until all cargo weight has been assigned. Step 5: For each route segment, calculate the sum of the cargo weights along the route, which will be used as the allocated cargo weight for that route segment. Allocate transport capacity according to the cargo weight of each route segment.

4. A bus line passenger vehicle with cargo transportation optimization device, characterized by, The apparatus for implementing the method of claim 1 includes: The capacity module is used to calculate the available capacity of the target passenger route. The available capacity is the cargo weight corresponding to the difference between the vehicle's approved full load capacity and the actual load capacity. The interval between two adjacent nodes on the passenger route is a section. a cost module configured to calculate costs of transporting the freight along different paths according to the freight's origin and destination locations, wherein the costs include costs of transporting the freight along paths that utilize idle capacity of the sections and costs of transporting the freight along paths that do not utilize idle capacity of the sections; an optimization module configured to optimize the paths of transporting the freight with the objective of minimizing the costs, wherein the total weight of the passenger cars with the freight along each path in the same section is not greater than the idle capacity of the section.

5. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, The processor implements the method of any one of claims 1-3 when executing the computer program.

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