Warehouse allocation method and device

Abstract

The invention provides a warehouse allocation method and device. The method comprises the following steps: acquiring a first allocation amount of a supply warehouse and a planned allocation amount of the supply warehouse to warehouses with different requirements; screening out a first type of transportation routes of which the planned loading rates do not conform to the target loading rate and a second type of transportation routes of which the planned loading rates conform to the target loading rate; determining a second allocation amount according to the first allocation amount of the supply warehouse and the planned allocation amount of the different transportation routes; determining the actual allocation amount of each transportation route according to the planned loading rate of the first type of transportation routes, the target loading rate range and the second adjustable amount; and allocating the different transportation routes according to the actual allocation amount. According to the method and the device, for the to-be-adjusted transportation route which does not conform to the target loading rate range, the actual allocation amount can meet the target loading rate range by increasing or reducing the number of the single items, so that the allocation amount of the single items is dynamically adjusted in the allocation process, the loading rate reaches the optimal interval, and the overall operation efficiency of the supply chain is improved.

Description

Technical Field

[0001] The present application relates to the field of logistics and transportation technology, and in particular to a warehouse allocation method and device. Background Art

[0002] With the acceleration of globalization, the importance of supply chain management has become increasingly prominent. Enterprises need to efficiently dispatch resources across multiple regions to meet the growing needs of consumers. Among them, the optimization of transportation efficiency has become one of the core issues of supply chain management.

[0003] The traditional supply chain allocation model is often driven by demand, but in actual operation, this approach may lead to low vehicle loading rates and waste of transportation resources. If the loading rate is simply maximized, it may lead to excessive allocation, which in turn may cause downstream inventory backlogs or oversupply problems.

[0004] Therefore, how to maximize the loading rate of transport vehicles and reduce inventory backlogs caused by inefficient and overloaded transportation is directly related to the company's cost control and service level improvement. Summary of the invention

[0005] In view of the difficulty in balancing the vehicle loading rate and supply demand in the prior art, the present application aims to provide a warehouse allocation method and device, which can dynamically adjust the allocation quantity of single products during the allocation process so that the loading rate reaches the optimal range without affecting the overall balance of the supply chain.

[0006] In a first aspect, an embodiment of the present application provides a warehouse transfer method, the method comprising:

[0007] Obtaining the first available allocation quantity of the supply warehouse and the planned allocation quantity of the supply warehouse to different demand warehouses, wherein there are transportation routes between the supply warehouse and the different demand warehouses, and each transportation route is allocated once and only once within the allocation cycle;

[0008] According to the planned transfer volume of different transportation routes, the first type of transportation routes whose planned loading rates do not meet the target loading rate range and the second type of transportation routes whose planned loading rates meet the target loading rate range are respectively screened out;

[0009] Determine a second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocable quantities of different transportation routes;

[0010] Determine the actual allocation quantity of each first-category transportation route according to the planned loading rate of the first-category transportation route, the target loading rate range and the second available allocation quantity of the supply warehouse;

[0011] Allocation is made to different transport routes according to the actual allocation quantity of each first-class transport route and the planned allocation quantity of each second-class transport route.

[0012] In a possible embodiment, the method of screening out first-category transportation routes whose planned loading rates do not meet the target loading rate range and second-category transportation routes whose planned loading rates meet the target loading rate range respectively according to the planned allocation amounts of different transportation routes includes:

[0013] Determine the planned loading rates for different transport routes based on the planned transfer volumes for different transport routes;

[0014] Compare the planned loading rates for different transport routes with the target loading rate ranges;

[0015] If the planned loading rate of the transport route is less than the lower limit of the target loading rate range or greater than the upper limit of the target loading rate range, the transport route is determined to be a first-class transport route; otherwise, the transport route is determined to be a second-class transport route.

[0016] In a possible embodiment, determining the second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocable quantities of different transportation routes includes:

[0017] Determine the total planned transfer volume for all transportation routes based on the planned transfer volume for different transportation routes;

[0018] The second allocatable quantity of the supply warehouse is determined according to the first allocatable quantity of the supply warehouse and the total planned allocation amount of all transportation routes.

[0019] In a possible embodiment, determining the actual allocation quantity of each first-category transportation route according to the planned loading rate of the first-category transportation route, the target loading rate range, and the second available allocation quantity of the supply warehouse includes:

[0020] Determining a first priority for each transport route in the first category of transport routes;

[0021] For the transportation route to be adjusted with the highest first priority among the first category of transportation routes, determining the actual allocation quantity of the transportation route to be adjusted according to the planned loading rate, the target loading rate range and the second allocation quantity of the supply warehouse of the transportation route to be adjusted;

[0022] The adjusted first-category transportation route is added to the second-category transportation route, and the second transferable quantity of the supply warehouse is updated;

[0023] Repeat the above operation for the remaining first-class transportation routes until the actual allocation quantities of all first-class transportation routes are obtained.

[0024] In a possible embodiment, determining the actual allocation quantity of the transportation route to be adjusted according to the planned loading rate of the transportation route to be adjusted, the target loading rate range, and the second allocable quantity of the supply warehouse includes:

[0025] Determine the adjusted loading rate of the transportation route to be adjusted according to the planned loading rate and target loading rate range of the transportation route to be adjusted;

[0026] Determine the adjustment allocation quantity to be increased or decreased for the transportation route to be adjusted according to the adjustment loading rate and full load allocation quantity of the transportation route to be adjusted;

[0027] If the transport route to be adjusted is to reduce the adjusted allocation quantity, and the quantity of all large items in the planned allocation quantity is less than the adjusted allocation quantity that needs to be reduced for the transport route to be adjusted, then the actual allocation quantity of the transport route to be adjusted is determined according to the planned allocation quantity of the transport route to be adjusted and the quantity of all large items in the planned allocation quantity, where the large items are items that meet the preset conditions;

[0028] If the transport route to be adjusted is to increase the adjustment allocation quantity, and the sum of the quantities of different large items in the second allocable quantity is greater than the adjustment allocation quantity that needs to be increased for the transport route to be adjusted, then the actual allocation quantity of the transport route to be adjusted is determined according to the quantity of different large items in the second allocable quantity and the adjustment allocation quantity that needs to be increased for the transport route to be adjusted.

[0029] In a possible embodiment, determining the adjusted loading rate of the to-be-adjusted transport route according to the planned loading rate and the target loading rate range includes:

[0030] Determine the upper and lower limits of the target load factor range;

[0031] If the planned loading rate of the transport route to be adjusted is less than the lower limit of the target loading rate range, the adjusted loading rate that needs to be increased for the transport route to be adjusted is determined based on the planned loading rate and the lower limit of the target loading rate range;

[0032] If the planned loading rate of the transport route to be adjusted is greater than the upper limit of the target loading rate range, the adjusted loading rate that needs to be reduced for the transport route to be adjusted is determined based on the planned loading rate and the upper limit of the target loading rate range.

[0033] In a possible embodiment, the method further includes:

[0034] If the transport route to be adjusted is to reduce the adjusted allocation quantity, and the quantity of large items in the planned allocation quantity is greater than the adjusted allocation quantity reduced by the transport route to be adjusted, the actual allocation quantity of the transport route to be adjusted is determined according to the planned allocation quantity and the adjusted allocation quantity of the transport route to be adjusted.

[0035] In a possible embodiment, determining the actual allocation quantity of the transportation route to be adjusted according to the quantity of different large items in the second allocable quantity and the adjusted allocation quantity that needs to be increased for the transportation route to be adjusted includes:

[0036] Obtain an average daily forecast quantity of different large items in the demand warehouse in the transportation route to be adjusted, wherein the average daily forecast quantity is determined according to the historical daily forecast quantity of different large items in the demand warehouse;

[0037] Determine the first adjustment days of the transportation route to be adjusted according to the average daily forecast quantity of different large items and the adjustment allocation quantity required to be increased for the transportation route to be adjusted;

[0038] Determine the designated transfer quantity of different large items based on the first adjustment day and the average daily forecast quantity of different large items;

[0039] The quantity of the first category of large single products in the second available allocation quantity is used as the designated allocation quantity of the corresponding large single product. The large single products in the first category of large single products meet the following conditions: the quantity of the large single products in the second available allocation quantity is less than the designated allocation quantity of the corresponding designated large single product. The remaining large single products that are not the first category of large single products are the second category of large single products.

[0040] The sum of the designated transfer quantities of all different large items is taken as the actual transfer quantity of the transportation route to be adjusted.

[0041] In a possible embodiment, before taking the sum of the designated allocation quantities of all different large items as the actual allocation quantity of the transportation route to be adjusted, the method further includes:

[0042] Determine the second priority of each large single product in the second category of large single products;

[0043] According to the principle of second priority from high to low, the average daily forecast quantity is allocated from the second category of large items in the second available allocation quantity to the designated allocation quantity of the corresponding large items in turn, until the actual loading rate of the transportation route to be adjusted meets the target loading rate range or the remaining quantity of each large item in all second category large items is less than the average daily forecast quantity of the corresponding large item.

[0044] In a second aspect, the embodiment of the present application further provides a stock transfer device, including:

[0045] An acquisition module, used for acquiring a first transferable quantity of a supply warehouse and a planned transfer quantity of the supply warehouse to different demand warehouses, wherein there is a transportation route between the supply warehouse and the different demand warehouses, and the transportation route is transferred once and only once in the transfer cycle;

[0046] A screening module is used to screen out first-category transport routes whose planned loading rates do not meet the target loading rate range and second-category transport routes whose planned loading rates meet the target loading rate range, respectively, according to the planned allocation quantities of different transport routes;

[0047] A first determining module is used to determine a second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocable quantities of different transportation routes;

[0048] A second determination module is used to determine the actual allocation quantity of each first-category transportation route according to the planned loading rate of the first-category transportation route, the target loading rate range, and the second available allocation quantity of the supply warehouse;

[0049] The allocation module is used to allocate different transportation routes according to the actual allocation quantity of each first-class transportation route and the planned allocation quantity of each second-class transportation route.

[0050] In a third aspect, an embodiment of the present application further provides an electronic device, comprising: a processor, and a memory communicatively connected to the processor;

[0051] The memory stores computer-executable instructions;

[0052] The processor executes the computer-executable instructions stored in the memory to implement the method in any possible implementation manner of the first aspect.

[0053] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer execution instructions, and when the computer execution instructions are executed by a processor, they are used to implement the method in any possible implementation of the above-mentioned first aspect.

[0054] The present application provides a warehouse allocation method and device, wherein the warehouse allocation method includes: first obtaining the first allocable quantity of the supply warehouse and the planned allocation quantity from the supply warehouse to different demand warehouses, and there are transportation routes between the supply warehouse and the different demand warehouses; then, according to the planned allocation quantities of different transportation routes, respectively screening out the first-class transportation routes that do not meet the target loading rate range; determining the second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocation quantities of different transportation routes; determining the actual allocation quantity of each first-class transportation route according to the planned loading rate of the first-class transportation route, the target loading rate range and the second allocable quantity of the supply warehouse; allocating different transportation routes according to the actual allocation quantity of each first-class transportation route and the planned allocation quantity of each second-class transportation route. The present application aims at the transportation routes to be adjusted that do not meet the target loading rate range, by increasing or decreasing the number of single products, so that the actual allocation quantity can meet the target loading rate range, thereby dynamically adjusting the allocation quantity of the single product during the allocation process, so that the loading rate reaches the optimal range, and improving the overall operation efficiency of the supply chain. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0056] Figure 1 A schematic diagram of an application scenario of an inventory transfer method for this application;

[0057] Figure 2 A flow chart of a warehouse transfer method provided in an embodiment of the present application;

[0058] Figure 3 A flow chart of another warehouse transfer method provided in an embodiment of the present application;

[0059] Figure 4 A flow chart of another warehouse transfer method provided in an embodiment of the present application;

[0060] Figure 5 A flow chart of another warehouse transfer method provided in an embodiment of the present application;

[0061] Figure 6 A schematic diagram of the module structure of a stock transfer device provided in an embodiment of the present application;

[0062] Figure 7 A hardware structure diagram of an electronic device provided in an embodiment of the present application.

[0063] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments.

[0064] Description of reference numerals:

[0065] 101-first terminal; 102-second terminal; 103-server;

[0066] 601-acquisition module; 602-screening module; 603-first determination module; 604-second determination module; 605-allocation module;

[0067] 701 - processor; 702 - memory; 703 - communication interface; 704 - communication bus. DETAILED DESCRIPTION

[0068] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0069] In the embodiments of the present application, words such as "first" and "second" are used to distinguish between identical or similar items with substantially the same functions and effects. Those skilled in the art will understand that words such as "first" and "second" do not limit the quantity and execution order, and words such as "first" and "second" do not necessarily limit the difference. It should be noted that words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in this application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way. In the embodiments of the present application, "at least one" refers to one or more, and "more" refers to two or more.

[0070] It should be noted that the "at..." in the embodiment of the present application can be the instant when a certain situation occurs, or it can be a period of time after a certain situation occurs, and the embodiment of the present application does not specifically limit this. In addition, the warehouse transfer method provided in the embodiment of the present application is only used as an example, and the warehouse transfer method can also include more or less content.

[0071] In order to clearly describe the technical solutions of the embodiments of the present application, some terms and technologies involved in the embodiments of the present application are briefly introduced below:

[0072] SKU: Stock keeping unit, refers to the smallest divisible management unit in inventory management.

[0073] Available quantity: The maximum inventory quantity in a supply warehouse that can be transferred to other demand warehouses.

[0074] Remaining transfer quantity: the quantity of goods that can be transferred after the transfer.

[0075] Purchase in transit: This means that the company has placed a purchase order with the supplier, the supplier has shipped the goods, but the goods are still in transit and have not yet arrived at the company's warehouse.

[0076] Loading rate: The volume or weight of cargo loaded on a vehicle as a percentage of the vehicle's maximum loading capacity.

[0077] Daily forecast quantity: The number of items that the demand warehouse is expected to sell every day.

[0078] Big single product: a single product with a certain market sales scale.

[0079] Box specification: refers to the specifications and requirements for packing goods, which can specifically refer to the size and type of the box.

[0080] With the acceleration of globalization, the importance of supply chain management has become increasingly prominent. Enterprises need to efficiently dispatch resources across multiple regions to meet the growing needs of consumers. Among them, the optimization of transportation efficiency has become one of the core issues of supply chain management.

[0081] The traditional supply chain allocation model is often driven by demand, but in actual operation, this approach may lead to low vehicle loading rates and waste of transportation resources. If the loading rate is simply maximized, it may lead to excessive allocation, which in turn may cause downstream inventory backlogs or oversupply problems.

[0082] In supply chain management, current warehouse allocation algorithms mainly include linear programming, dynamic programming, heuristic algorithms, and traditional demand-driven static allocation strategies. However, these methods cannot guarantee the balance of loading rate and dynamically adjust the allocation volume to improve the operating efficiency of the supply chain.

[0083] In order to solve the above problems, the embodiments of the present application provide a warehouse transfer method and device, through which the inventory transfer between different warehouses can be processed in a dynamic environment, thereby improving the response speed and flexibility of the supply chain.

[0084] Figure 1This is a schematic diagram of an application scenario of an inventory transfer method of the present application. In this application scenario, a first terminal 101, a second terminal 102, and a server 103 are included, wherein the first terminal 101 is a supply warehouse that sends transferable goods, and the second terminal 102 is a demand warehouse that receives goods transfers, wherein the goods include a variety of different items. The server 103 receives the transferable quantity from the first terminal 101 and the planned transfer quantities from different second terminals 102, and can calculate the actual transfer quantity from the supply warehouse to each demand warehouse, thereby reasonably allocating the transferable quantity.

[0085] The first terminal 101 contains the available quantity data of different items of the supply warehouse, and the second terminal 102 contains the planned quantity data of the demand warehouse.

[0086] The first terminal 101 and the second terminal 102 are electronic devices used by the target object, and the electronic devices may be personal computers, mobile phones, tablet computers, notebooks, e-book readers, vehicle-mounted terminals, etc. In addition, the first terminal 101 and the second terminal 102 may be installed with a client related to warehouse allocation, and the client may be software (for example, APP, browser, etc.), or a web page, applet, etc. The target object may use the client related to warehouse allocation through the first terminal 101 and the second terminal 102 to perform allocation-related operations.

[0087] Server 103 can be an independent physical server or an edge device in the field of cloud computing. It can also be a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud storage, cloud functions, network services, cloud communications, middleware services, domain name services, security services, content delivery networks (CDN), as well as big data and artificial intelligence platforms.

[0088] There is no restriction on the number of the first terminal 101, the second terminal 102 and the server 103. However, in order to simplify the description of the technical solution of the present application, one first terminal 101, multiple second terminals 102 and one server 103 may be considered.

[0089] It should be noted that the warehouse allocation method in the embodiment of the present application can be executed separately by the first terminal 101, the second terminal 102 or the server 103, or can be executed jointly by them.

[0090] The following describes the warehouse transfer method provided by the exemplary embodiment of the present application in combination with the above-mentioned application scenarios and with reference to the accompanying drawings. It should be noted that the above-mentioned application scenarios are only shown to facilitate understanding of the spirit and principles of the present application, and the implementation methods of the present application are not subject to any limitations in this regard.

[0091] Figure 2 A flow chart of a warehouse transfer method provided in an embodiment of the present application. Figure 2 As shown, here the warehouse transfer method is introduced with the server 103 as the execution subject. The specific implementation process of the method includes:

[0092] S210: Acquire the first available transfer quantity of the supply warehouse and the planned transfer quantities from the supply warehouse to different demand warehouses. There are transportation routes between the supply warehouse and the different demand warehouses, and each transportation route is transferred only once in the transfer cycle.

[0093] In the embodiment of the present application, the first transferable quantity refers to the total quantity of various items that the supply warehouse can transfer out. The first transferable quantity includes not only the available inventory quantity of the supply warehouse, but also the purchase quantity in transit. Therefore, the first transferable quantity = available inventory + purchase in transit.

[0094] The planned transfer quantity refers to the total quantity of different items that a demand warehouse needs to obtain from the supply warehouse in order to meet the target inventory during the transfer cycle.

[0095] It should be noted that there is a transportation route between the supply warehouse and different demand warehouses means that the supply warehouse can transport the single product to the corresponding demand warehouse, and the supply warehouse to the designated demand warehouse is not limited to only one transportation route. This limitation is only to illustrate that there is a supply and demand relationship between the supply warehouse and each demand warehouse. In order to more conveniently explain this application, in each embodiment, the single product from the supply warehouse to the designated demand warehouse is limited to only be allocated once within the allocation cycle in order to avoid the problem of being unable to calculate the actual allocation amount due to multiple separate allocations within one allocation cycle.

[0096] The following is a specific example for illustration. Assume that there is a supply warehouse (hereinafter referred to as the main warehouse) and five demand warehouses (hereinafter referred to as branch warehouses). The planned transfer quantity of each demand warehouse is shown in Table 1:

[0097] Table 1

[0098]

[0099] As can be seen from Table 1, the first available allocation quantity of the supply warehouse is 500 units of the single product, and the planned allocation quantities of the five demand warehouses are 80, 85, 90, 100, and 105 respectively. In this embodiment, in order to illustrate the allocation process, the quantity of each single product in the supply warehouse and the quantity of different single products required to be allocated to each demand warehouse are not limited here, and this situation will be explained separately in other embodiments.

[0100] S220: According to the planned transfer quantities of different transportation routes, first-category transportation routes whose planned loading rates do not meet the target loading rate range and second-category transportation routes whose planned loading rates meet the target loading rate range are respectively selected;

[0101] In the embodiment of the present application, after the planned allocation quantities of different transportation routes are obtained, it is necessary to first calculate the corresponding planned loading rates according to the planned allocation quantities of different transportation routes. There are two specific calculation methods as follows:

[0102] (1) Weight loading rate: The planned loading rate for different transport routes is determined based on the weight of the planned transfer volume for different transport routes and the full load weight of vehicles on different routes;

[0103] (2) Volume loading rate: The planned loading rate of different transportation routes is determined based on the volume occupied by the planned allocation volume of different transportation routes and the full load volume of different routes;

[0104] In some embodiments, the maximum value of the above two loading rates may be taken as the planned loading rate.

[0105] The planned loading rate is then compared with the target loading rate range. If the planned loading rate is within the target loading rate range, it means that the transport route is a transport route that does not need to be adjusted; if the planned loading rate is not within the target loading rate range, that is, the planned loading rate of the transport route is less than the lower limit of the target loading rate range or greater than the upper limit of the target loading rate range, it means that the planned loading rate of the transport route is a transport route that needs to be adjusted to the target loading range, and the loading rate adjustment of this transport route is the problem to be solved in this embodiment.

[0106] In order to distinguish the above two types of transportation routes, in each embodiment of the present application, the transportation routes that need to adjust the planned loading rate are classified as the first type of transportation routes, and the transportation routes that do not need to adjust the planned loading rate are classified as the second type of transportation routes.

[0107] Assume that the vehicle type of each transport route is the same by default, so the full load transfer quantity (weight or volume) is also the same by default, such as 100, and the target loading rate range is 90% to 100%. Then in Table 1, the planned loading rate of branch warehouse 1 (80%) is less than 90%, the planned loading rate of branch warehouse 2 (85%) is less than 90%, and the planned loading rate of branch warehouse 5 (105%) is greater than 100%. Therefore, branch warehouses 1, 2 and 5 do not meet the target loading rate range. Therefore, the transportation routes from the main warehouse to branch warehouses 1, 2 and 5 belong to the first type of transportation routes, and the transportation routes from the main warehouse to branch warehouses 3 and 4 belong to the second type of transportation routes.

[0108] S230: determining a second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocable quantities of different transportation routes;

[0109] In the embodiment of the present application, the main function of this step is to determine the second allocable quantity in the supply warehouse that can be used to adjust the planned allocation quantity of the first type of transportation route.

[0110] Specifically, determining the second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocable quantities of different transportation routes includes:

[0111] S231: determining the total planned allocation amount of all transportation routes according to the planned allocation amounts of different transportation routes;

[0112] In the embodiment of the present application, for the second type of transportation routes that do not require adjustment, their planned loading rate meets the target loading rate range, so this part of the planned allocation quantity needs to be issued from the supply warehouse by default.

[0113] In order to calculate the remaining available transfer quantity from the supply warehouse that can be adjusted for the first type of transportation route, it is necessary to calculate the total planned transfer quantity to be allocated to different transportation routes by default.

[0114] Taking Table 1 as an example, the total planned allocation volume of the five demand warehouses = 80+85+90+100+105=460 units.

[0115] S232: Determine the second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the total planned allocation quantity of all transportation routes.

[0116] In the embodiment of the present application, since the supply warehouse allocates the planned allocation amount to the first type of transportation routes in addition to the planned allocation amount of the second type of transportation routes, in this embodiment, the first allocatable amount of the supply warehouse is set by default to at least be able to meet the sum of the planned allocation amounts of all transportation routes. Then, after the planned allocation amount of all transportation routes is allocated, the remaining number of items in the supply warehouse, that is, the second allocatable amount, is used to adjust the planned allocation amount of the first type of transportation routes.

[0117] Taking Table 1 as an example, the second available quantity of the supply warehouse is 500-460=40 units.

[0118] S240: determining the actual allocation quantity of each first-category transportation route according to the planned loading rate of the first-category transportation route, the target loading rate range, and the second available allocation quantity of the supply warehouse;

[0119] In an embodiment of the present application, after determining the second allocable quantity that the supply warehouse can allocate to the first category transportation routes, it is also necessary to determine the quantity required to adjust the planned loading rate of each transportation route to the target loading rate range based on the planned loading rate and the target loading rate range in the first category transportation routes, thereby determining the actual allocation quantity that needs to be actually allocated from the supply warehouse when the planned loading rate of each first category transportation route meets the target loading rate range.

[0120] When the planned loading rate is less than the lower limit of the target loading rate range, it means that the planned allocation quantity of the corresponding transport route needs to be increased so that the loading rate corresponding to the increased actual allocation quantity meets the target loading rate range; when the planned loading rate is greater than the upper limit of the target loading rate range, it means that the planned allocation quantity of the corresponding transport route needs to be reduced so that the loading rate corresponding to the reduced actual allocation quantity meets the target loading rate range.

[0121] It should be noted that the actual allocation amount after adjustment is not necessarily required to reach the lower limit or the upper limit of the target loading rate range. The loading rate can also be within the target loading rate range under the actual allocation amount.

[0122] Also based on Table 1, the actual allocation volume of the first type of transportation route is shown in Table 2:

[0123] Table 2

[0124]

[0125] It can be seen that for branch warehouse 1, the planned allocation amount needs to be increased from 80 to the actual allocation amount of 90-100 in order to meet the target loading rate range; for branch warehouse 2, the planned allocation amount needs to be increased from 85 to the actual allocation amount of 90-100 in order to meet the target loading rate range; for branch warehouse 5, the planned allocation amount needs to be reduced from 85 to the actual allocation amount of 90-100 in order to meet the target loading rate range.

[0126] Specifically, determining the actual allocation quantity of each first-category transportation route according to the planned loading rate of the first-category transportation route, the target loading rate range, and the second available allocation quantity of the supply warehouse includes:

[0127] S241: Determine the first priority of each transport route in the first category of transport routes;

[0128] In the embodiment of the present application, when the second adjustable quantity fully meets the adjustment requirements of all first-class transportation routes, it is necessary to consider how the second adjustable quantity of the supply warehouse is allocated to the demand warehouse corresponding to the first-class transportation routes.

[0129] For example, a demand warehouse corresponding to a transportation route can be randomly selected from the first type of transportation route for allocation, or allocation can be performed according to the numbering order of the demand warehouses.

[0130] In the embodiment of this step, the first priority can be determined based on the average daily forecast quantity of all items in the demand warehouse corresponding to each transportation route in the first category of transportation routes. The average daily forecast quantity here is determined based on the historical daily forecast quantity of different items in the demand warehouse, and the historical daily forecast quantity is the number of items actually sold in the demand warehouse every day. In this way, the future demand inferred from the historical demand can be combined with the loading rate requirements, and the loading rate reaches the optimal range without affecting the overall balance of the supply chain.

[0131] For example, as shown in Table 3, in the first type of transportation route, the average daily forecast quantities of sub-warehouses 1, 2, and 5 are 15, 20, and 18, respectively.

[0132] Table 3

[0133] Demand Warehouse Branch warehouse 1 Warehouse 2 Warehouse 5 Planned transfer amount 80 85 105 Average daily forecast 15 20 18

[0134] S242: For the transportation route to be adjusted with the highest first priority among the first category transportation routes, determine the actual allocation quantity of the transportation route to be adjusted according to the planned loading rate of the transportation route to be adjusted, the target loading rate range, and the second available allocation quantity of the supply warehouse.

[0135] In the above steps, the larger the average daily forecast quantity of all items required by the demand warehouse, the higher the priority. Therefore, it can be considered that for the demand warehouse with the larger estimated sales volume, it should be allocated from the second available allocation quantity first. As can be seen from Table 3, the average daily forecast quantity of branch warehouse 2 is the largest, so it needs to be adjusted first.

[0136] In the embodiment of the present application, the transportation route to be adjusted with the highest first priority selected from the first category of transportation routes is taken as the adjustment object.

[0137] For the transport route to be adjusted, it is necessary to first determine how much the number of items needs to be increased or decreased so that the adjusted loading rate meets the target loading rate range, and then allocate the corresponding actual allocation quantity from the second available allocation quantity.

[0138] It can be seen from Table 3 that branch warehouse 2 needs to increase by at least 5 units (not more than 15 units), that is, when the actual allocation quantity is adjusted to 90-100 units, the loading rate can meet the target loading rate range.

[0139] S243: adding the adjusted first-category transportation route to the second-category transportation route, and updating the second available allocation quantity of the supply warehouse;

[0140] In the embodiment of the present application, after the first highest priority transportation route to be adjusted meets the target loading rate range after adjustment, the transportation route to be adjusted no longer needs to be adjusted, and can then be added to the second category of transportation routes. Accordingly, the second allocable amount needs to deduct the actual allocation amount required by the previous transportation route to be adjusted, so as to update the second allocable amount.

[0141] S244: Repeat the above operation for the remaining first-category transportation routes until the actual allocation quantities of all first-category transportation routes are obtained.

[0142] In the embodiment of the present application, this step is to use the updated second adjustable quantity to repeat steps S242 to S243 for the remaining first-category transportation routes until all the transportation routes in the first-category transportation routes have been adjusted.

[0143] Taking Table 3 as an example, after the transfer of branch warehouse 2 is completed, adjustments can be made to branch warehouse 5 and branch warehouse 1 in turn.

[0144] In this step, the second allocable amount is fully capable of supporting the allocation of the first type of transportation routes.

[0145] S250: Allocate to different transportation routes according to the actual allocation quantity of each first-category transportation route and the planned allocation quantity of each second-category transportation route.

[0146] After the above adjustment, the planned allocation quantity of each first-class transportation route can be adjusted to the actual allocation quantity, while the planned allocation quantity of the second-class transportation route remains unchanged. At this time, the supply warehouse can allocate according to the actual allocation quantity of the first-class transportation route and the planned allocation quantity of the second-class transportation route. At this time, the planned allocation quantity of the second-class transportation route is equal to the actual allocation quantity of the second-class transportation route.

[0147] In this step, the planned allocation amount shown in Table 1 can be adjusted according to the actual allocation amount shown in Table 2.

[0148] By adopting the warehouse allocation method provided in the embodiment of the present application, for the transportation routes to be adjusted whose loading rates do not meet the target loading rate range, the number of items is increased or decreased so that the loading rate corresponding to the actual allocation quantity can meet the target loading rate range, thereby dynamically adjusting the allocation quantity of the items during the allocation process so that the loading rate reaches the optimal range, thereby improving the overall operating efficiency of the supply chain.

[0149] Figure 3 Another warehouse transfer method flow chart provided in this embodiment of the present application. Figure 2 Based on the embodiment shown, the warehouse transfer method is specifically described. The warehouse transfer method of this embodiment includes:

[0150] S310: Acquire the first available transfer quantity of the supply warehouse and the planned transfer quantities from the supply warehouse to different demand warehouses. There are transportation routes between the supply warehouse and the different demand warehouses, and each transportation route is transferred only once in the transfer cycle.

[0151] In the embodiment of the present application, the specific content of S310 can refer to the description of S210 and will not be repeated here.

[0152] It should be added that the first available allocation quantity and planned allocation quantity here not only include the total quantity of single products, but also include the total quantity of large single products and non-large single products respectively.

[0153] S320: screening out the first type of transportation routes whose planned loading rates do not meet the target loading rate range and the second type of transportation routes whose planned loading rates meet the target loading rate range according to the planned allocation quantities of different transportation routes;

[0154] S330: determining a second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocable quantity of the second type of transportation route;

[0155] The specific contents of S320 to S330 can be found in the description of S220 to S230, which will not be repeated here.

[0156] It should be noted that the second adjustable quantity must at least include the total quantity of each non-large single product.

[0157] S340: determining the actual allocation quantity of each first-category transportation route according to the planned loading rate of the first-category transportation route, the target loading rate range, and the second available allocation quantity of the supply warehouse;

[0158] This step can refer to the relevant description of S241 to S242, but in this embodiment, the actual allocation quantity of the transportation route to be adjusted is determined according to the planned loading rate of the transportation route to be adjusted, the target loading rate range and the second allocation quantity of the supply warehouse, such as Figure 3 As shown, specifically including:

[0159] S341: determining an adjusted loading rate of the transportation route to be adjusted according to the planned loading rate and the target loading rate range of the transportation route to be adjusted;

[0160] In the embodiment of the present application, firstly, the planned loading rate of the transport route to be adjusted must be adjusted to the target loading rate range, and then the adjusted loading rate must be determined. The so-called adjusted loading rate is the difference between the planned loading rate and the target loading rate range.

[0161] Specifically, if the target loading rate is a fixed value, the absolute value of the difference between the planned loading rate and the target loading rate can be directly obtained. If the target loading rate is a range, the upper and lower limits of the target loading rate range need to be determined first.

[0162] If the planned loading rate of the transport route to be adjusted is less than the lower limit of the target loading rate range, the adjusted loading rate that needs to be increased for the transport route to be adjusted is determined based on the planned loading rate and the lower limit of the target loading rate range;

[0163] If the planned loading rate of the transport route to be adjusted is greater than the upper limit of the target loading rate range, the adjusted loading rate that needs to be reduced for the transport route to be adjusted is determined based on the planned loading rate and the upper limit of the target loading rate range.

[0164] Assuming that the target loading rate ranges from 90% to 100%, the adjusted loading rate of the first type of transportation route is shown in Table 4.

[0165] Table 4

[0166]

[0167] According to Table 4, the upper and lower limits of the target loading rate range are 90% and 100% respectively. Taking branch warehouse 1 as an example, its adjusted loading rate is increased by 10%, and the adjusted loading rate of branch warehouse 5 is reduced by 5%.

[0168] S342: determining the adjustment allocation amount to be increased or decreased for the transportation route to be adjusted according to the adjustment loading rate and the full load allocation amount of the transportation route to be adjusted;

[0169] After the adjusted loading rate is obtained in step S341, the adjusted allocation amount increased or decreased by the transportation route to be adjusted can be calculated as follows:

[0170] Increase or decrease in adjustment transfer amount = adjustment loading rate × full load transfer amount

[0171] Assuming that the full load rate is 100, the adjusted allocation quantities of branch warehouses 1, 2, and 5 in Table 4 are an increase of 10 units, an increase of 5 units, and a decrease of 5 units, respectively.

[0172] S343: If the transport route to be adjusted is to reduce the adjusted transfer quantity, and the quantity of all large items in the planned transfer quantity is less than the adjusted transfer quantity that needs to be reduced for the transport route to be adjusted, then the actual transfer quantity of the transport route to be adjusted is determined according to the planned transfer quantity of the transport route to be adjusted and the quantity of all large items in the planned transfer quantity, where the large items are items that meet the preset conditions;

[0173] In general, if the adjusted allocation quantity of the transport route to be adjusted is to reduce the number of items based on the planned allocation quantity, without considering the type of item, the planned allocation quantity can be directly reduced to the full load allocation quantity. At this time, the actual loading rate is the upper limit of the target loading rate range.

[0174] Then according to the branch warehouse 5 shown in Table 2, the actual allocation quantity should be 100.

[0175] In this embodiment, the reduction in the adjustment allocation quantity only considers large single products, because large single products are single products with a certain sales scale, mainly bulk single products and single products with larger volumes. Then in the planned allocation quantity, if the number of multiple large single products contained is less than the adjustment allocation quantity that needs to be reduced for the transportation route to be adjusted, that is to say, all the large single products in the planned allocation quantity are cancelled, and the planned loading rate is also higher than the upper limit of the target loading rate range. At this time, the adjustment allocation quantity only considers reducing the number of large single products contained in the planned allocation quantity, without reducing the planned allocation quantity to the full load allocation quantity. The calculation formula for the actual allocation quantity is as follows:

[0176] Actual transfer quantity = planned transfer quantity - quantity of all large items in the planned transfer quantity

[0177] Taking Table 2 as an example, if the number of large items (assuming 2 units) in the planned allocation quantity of branch warehouse 5 is less than the adjusted allocation quantity (5 units), the actual allocation quantity of branch warehouse 5 is 103 units.

[0178] It can be seen that when the number of large items contained in the planned allocation quantity is less than the adjusted allocation quantity that needs to be reduced for the adjusted transportation route, the loading rate corresponding to the actual allocation quantity is greater than the upper limit of the target loading rate range.

[0179] In another embodiment, also for the adjustment of large single products, if the transportation route to be adjusted is to reduce the adjusted allocation amount, and the number of large single products in the planned allocation amount is greater than the adjusted allocation amount reduced by the transportation route to be adjusted, the actual allocation amount of the transportation route to be adjusted is determined according to the planned allocation amount and the adjusted allocation amount of the transportation route to be adjusted. In other words, the number of multiple large single products contained in the planned allocation amount can meet the requirement of reducing the adjusted allocation amount, and the actual allocation amount satisfies:

[0180] Actual transfer amount = planned transfer amount - adjusted transfer amount

[0181] Among them, the adjusted allocation quantity is the number of large items that exceed the upper limit of the target loading rate range.

[0182] Taking Table 2 as an example, if the number of large items (assuming 10 units) in the planned allocation quantity of branch warehouse 5 is greater than the adjusted allocation quantity (5 units), the actual allocation quantity of branch warehouse 5 is 100 units.

[0183] S344: If the transport route to be adjusted is to increase the adjustment allocation quantity, and the sum of the quantities of different large items in the second allocable quantity is greater than the adjustment allocation quantity that needs to be increased for the transport route to be adjusted, then the actual allocation quantity of the transport route to be adjusted is determined according to the quantities of different large items in the second allocable quantity and the adjustment allocation quantity that needs to be increased for the transport route to be adjusted.

[0184] In general, if the adjusted transfer quantity of the transport route to be adjusted is to add items on the basis of the planned transfer quantity, without considering the type of items, the planned transfer quantity can be directly increased until the actual loading rate reaches the lower limit of the target loading rate range.

[0185] Taking branch warehouse 1 shown in Table 2 as an example, the actual allocation quantity should be 90.

[0186] In the embodiment of the present application, referring to step S343, the increase in the adjustment allocation quantity only considers large single products. Then in the second allocable quantity, if the number of different large single products contained is less than the adjustment allocation quantity that needs to be increased for the transportation route to be adjusted, that is to say, all the large single products in the second allocable quantity are added to the planned allocation quantity, and the loading rate is also lower than the lower limit of the target loading rate range. At this time, the adjustment allocation quantity only considers the number of large single products contained in the second allocable quantity, and there is no need to add other non-large single products (if any) in the second allocable quantity to the planned allocation quantity so that the loading rate reaches the lower limit of the target loading rate range. At this time, the calculation formula for the actual allocation quantity is as follows:

[0187] Actual transfer quantity = planned transfer quantity + quantity of all large items in the second transferable quantity

[0188] Taking branch warehouse 1 shown in Table 2 as an example, if the number of large items contained in the second allocable quantity (assuming it is 5 units) is less than the adjusted allocation quantity of branch warehouse 1 (10 units), the actual allocation quantity of branch warehouse 5 is 85 units.

[0189] It is clear that when the quantity of all large items contained in the second transferable quantity is less than the adjusted transfer quantity required to increase the transport route to be adjusted, the loading rate corresponding to the actual transfer quantity is still less than the lower limit of the target loading rate range.

[0190] In another application embodiment, also for the adjustment of large single products, if the transportation route to be adjusted is to increase the adjustment allocation amount, and the sum of the quantities of all large single products contained in the second transferable amount is greater than the increased adjustment allocation amount of the transportation route to be adjusted, the actual allocation amount of the transportation route to be adjusted is determined according to the planned allocation amount and the adjustment allocation amount of the transportation route to be adjusted. That is to say, when the quantities of multiple large single products contained in the second transferable amount can meet the increase requirement of the adjustment allocation amount, the actual allocation amount satisfies:

[0191] Actual transfer amount = planned transfer amount + adjusted transfer amount

[0192] Among them, adjusting the allocation quantity means increasing the planned loading rate to the number of large items required to reach the lower limit of the target loading rate range.

[0193] Taking branch warehouse 1 shown in Table 2 as an example, if the number of large items contained in the second allocable quantity (assuming it is 20 units) is greater than the adjusted allocation quantity of branch warehouse 1 (10 units), the actual allocation quantity of branch warehouse 5 is 90 units.

[0194] S350: Allocate to different transportation routes according to the actual allocation quantity of each first-category transportation route and the planned allocation quantity of each second-category transportation route.

[0195] After the above adjustment, the planned allocation quantity of each first-class transportation route can be adjusted to the actual allocation quantity, while the planned allocation quantity of the second-class transportation route remains unchanged. At this time, the supply warehouse can allocate according to the actual allocation quantity of the first-class transportation route and the planned allocation quantity of the second-class transportation route. At this time, the planned allocation quantity of the second-class transportation route is equal to the actual allocation quantity of the second-class transportation route.

[0196] In this step, if the second available allocation quantity contains 8 units of large single products, and the planned allocation quantity of branch warehouse 5 contains 5 units of large single products, based on the data shown in Table 2, the planned allocation quantity of the demand warehouse can be adjusted according to the actual allocation quantity shown in Table 5.

[0197] Table 5

[0198]

[0199] The specific allocation process is: according to the first priority, the planned allocation quantity of branch warehouse 2 is first increased by 5 units of large items to reach an actual allocation quantity of 90 units; then the large items of branch warehouse 5 are just reduced to reach an actual allocation quantity of 100 units. At this time, the second allocable quantity still contains 8 units of large items. According to the description of step S344, only 8 units of large items can be allocated to branch warehouse 1, reaching an actual allocation quantity of 88 units.

[0200] It should be noted that, taking branch warehouse 1 as an example, the embodiment of the present application does not require that the transportation routes to be adjusted that cannot meet the target loading rate range be added to the target loading rate range, because making up for it with other items will lead to excessive backlog of inventory in the demand warehouse. When only considering adjusting large items, there is no need to supplement other items.

[0201] By adopting the warehouse allocation method provided in the embodiment of the present application, only the increase or decrease of large items can be considered in the process of adjusting the loading rate. Since large items generally have the characteristics of large sales volume or large volume, when it is necessary to increase items, it is more conducive to meeting the sales requirements of the demand warehouse by supplementing large items.

[0202] Figure 4 Another warehouse transfer method flow chart provided in this embodiment of the present application. Figure 3 On the basis of the illustrated embodiment, a warehouse allocation method is provided for determining the actual allocation quantity by considering the average daily forecast quantity of different large items.

[0203] In step S344, when the transport route to be adjusted needs to add large single products, the classification of large single products is not taken into consideration, and any large single products in the second transferable quantity are directly added to the adjusted transfer quantity of the transport route to be adjusted. This results in a poor match between the types of large single products in the second transferable quantity and the types of large single products required by the demand warehouse in the transport route to be adjusted.

[0204] In order to solve this problem, the embodiment of the present application needs to determine the corresponding large single product allocation quantity from the second allocable quantity according to the future sales forecast of the large single product in the demand warehouse in the transportation route to be adjusted.

[0205] Specifically, the warehouse transfer method provided in this embodiment includes:

[0206] S410: Obtain the average daily forecast quantity of different large items in the demand warehouse in the transportation route to be adjusted, where the average daily forecast quantity is determined based on the historical daily forecast quantity of different large items in the demand warehouse;

[0207] In this step, the sales volume of different large items in the demand warehouse in the transportation route to be adjusted in the next stage is first obtained, that is, the average daily forecast volume, and the average daily forecast volume can be determined based on the historical daily forecast volume of different large items in the demand warehouse.

[0208] For example, there are n types of large single products SKU1, SKU2, SKU3...SKUn. Assuming that the daily forecast volume of large single product SKU1 in the past month is N1, N2,...N30 respectively, then the average daily forecast volume S1 of large single product SKU1 in 30 days can be used as the forecast daily sales volume for the next time period. That is:

[0209]

[0210] Similarly, the average daily forecast quantity of other large products is S2, S3, S4...Sn.

[0211] S420: determining the first adjustment days of the transportation route to be adjusted according to the average daily forecast quantity of different large items and the adjustment transfer quantity required to be increased for the transportation route to be adjusted;

[0212] When the average daily forecast quantity of different large single products is obtained according to step S410, the sum of the average daily forecast quantity of all large single products can be further obtained, that is, S1+S2+S3+…+Sn, which represents the average daily forecast total sales volume of n large single products.

[0213] In this way, the first adjustment days for the transport route to be adjusted can be obtained, that is, the first adjustment days = adjustment allocation quantity / the sum of the average daily forecast quantity of all large items. It means that as long as there are sufficient types of large items in the second allocable quantity, the planned loading rate of the transport route to be adjusted can be adjusted to the target loading rate range by allocating large items from the second allocable quantity according to the number of large items in the first adjustment days.

[0214] S430: Determine the designated transfer quantities of different large items according to the first adjustment days and the average daily forecast quantities of different large items;

[0215] After obtaining the first adjustment days, the designated allocation quantities of different large items can be determined based on the average daily forecast quantities of different large items.

[0216] For example, the designated allocation quantity of the large single product SKU1 = the first adjustment days × S1.

[0217] That is to say, after step S430, it can be determined that the adjusted allocation quantity of the demand warehouse in the to-be-adjusted transportation route is different from the designated allocation quantity of the large single product, and this designated allocation quantity needs to be allocated from the second allocable quantity of the supply warehouse.

[0218] S440: The quantity of the first category of large single products in the second transferable quantity is used as the designated transfer quantity of the corresponding large single product. The large single products in the first category satisfy: the quantity of the large single products in the second transferable quantity is less than the designated transfer quantity of the corresponding designated large single product, and the remaining large single products that are not the first category of large single products are the second category of large single products.

[0219] In the embodiment of the present application, the second adjustable quantity obtained through the aforementioned steps at least includes the respective quantities of different large single products.

[0220] In order to allocate different types of large single products from the second allocable quantity to the demand warehouse in the transportation route to be adjusted, it is first determined whether there is a quantity in the second allocable quantity that matches the specified allocation quantity of different large single products.

[0221] For example, for a large single product SKU1, if the remaining quantity of SKU1 in the second available allocation quantity is less than the specified allocation quantity of SKU1 in the adjusted allocation quantity, the large single product SKU1 is classified as a first-class large single product. Similarly, the classification of SKU2, SKU3, ... SKUn and other types of large single products can be completed. It can be seen that the first-class large single product means that the quantity of the large single product in the second available allocation quantity cannot meet the specified allocation quantity in the adjusted allocation quantity.

[0222] Naturally, this application classifies other large single products that do not meet the first category of large single product classification as the second category of large single products. The second category of large single products means that the quantity of the large single product in the second available allocation quantity can meet the specified allocation quantity in the adjusted allocation quantity. It can be seen that for the second category of large single products, since there is enough quantity in the second available allocation quantity, it is only necessary to allocate the large single product from the second available allocation quantity according to the quantity corresponding to the specified allocation quantity.

[0223] As for the first category of large single products, since there is not enough designated allocation quantity in the second allocable quantity, all the first category large single products in the second allocable quantity can only be allocated to the demand warehouse in the transportation route to be adjusted, that is, the quantity of the first category large single products in the second allocable quantity is assigned to the designated allocation quantity of the corresponding large single product. At this time, the designated allocation quantity corresponding to the first category large single product is adjusted to the remaining quantity of the corresponding large single product in the second allocable quantity.

[0224] S450: The sum of the designated transfer quantities of all different large items is taken as the actual transfer quantity of the transportation route to be adjusted.

[0225] Based on step S440, the designated allocation quantities of all different large single products can be obtained, including the updated designated allocation quantities of the first category of large single products and the original designated allocation quantities of the second category of large single products.

[0226] At this time, you only need to sum up the designated allocation quantities of all different large items to get the actual allocation quantity of the transportation route to be adjusted.

[0227] It should be noted that the actual allocation quantity at this time is not only the total allocation quantity of single products for different transportation routes, but also includes the allocation quantity information of different single products (including large single products), which is conducive to the supply warehouse to select the corresponding number of large single products to allocate to the demand warehouse.

[0228] By adopting the warehouse allocation method provided in the embodiment of the present application, considering that the predicted demand (average daily predicted quantity) of different large single products in the demand warehouse is different, the present embodiment can allocate according to the predicted demand in the future, thereby achieving a balance in the allocation of different large single products on the basis of ensuring the loading rate, and preventing the situation where some large single products are under-supplied and some are over-supplied. For example, for large single products with high predicted demand, more will be allocated, and vice versa.

[0229] Figure 5 Another warehouse transfer method flow chart provided in this embodiment of the present application. Figure 4 On the basis of the illustrated embodiment, the warehouse transfer method is implemented by determining the second priority based on the average daily predicted quantity of different large items.

[0230] exist Figure 4 In the illustrated embodiment, it can be seen that the second-category large single products with sufficient quantity are allocated according to the designated allocation quantity, and the first-category large single products with insufficient quantity are allocated to the designated allocation quantity according to the only large single products in the second allocationable quantity, which will cause the loading rate of the transportation route to be adjusted allocated in this way to be less than the lower limit of the target loading rate. This is because the lack of the first-category large single products is not compensated by the second-category large single products in the later stage, so that the loading rate meets the target loading rate range.

[0231] like Figure 5 As shown, the warehouse transfer method provided in this embodiment includes:

[0232] S510: Obtain the average daily forecast quantity of different large items in the demand warehouse in the transportation route to be adjusted, where the average daily forecast quantity is determined according to the historical daily forecast quantity of different large items in the demand warehouse;

[0233] S520: determining the first adjustment days of the transportation route to be adjusted according to the average daily forecast quantity of different large items and the adjustment transfer quantity required to be increased for the transportation route to be adjusted;

[0234] S530: Determine the designated transfer quantities of different large items according to the first adjustment days and the average daily forecast quantities of different large items;

[0235] S540: The quantity of the first category of large single products in the second transferable quantity is used as the designated transfer quantity of the corresponding large single product. The large single products in the first category of large single products meet the following conditions: the quantity of the large single products in the second transferable quantity is less than the designated transfer quantity of the corresponding designated large single product. The remaining large single products that are not the first category of large single products are the second category of large single products.

[0236] The specific contents of S510 to S540 can be found in the description of S410 to S440, which will not be repeated here.

[0237] This embodiment and Figure 4 The difference between the illustrated embodiment is that steps S550 and S560 are added.

[0238] Similarly, the second adjustable quantity here also includes the quantities of different large items.

[0239] S550: Determine the second priority of each large single product in the second category of large single products;

[0240] Based on the above problems, this embodiment considers to continue to allocate the excess large single products of the second category in the second available allocation quantity to the demand warehouse. At this time, how to choose which large single product in the second category to allocate and how much to allocate becomes the key.

[0241] Specifically, this embodiment can use the average daily forecast quantity of each large single product in the second category of large single products in the transportation route to be adjusted to determine the second priority. That is to say, the higher the average daily forecast quantity of the large single product, the higher its average sales volume and the higher its priority.

[0242] S560: According to the principle of second priority from high to low, the average daily forecast quantity is allocated from the second category of large single products in the second transferable quantity to the designated transfer quantity of the corresponding large single products in turn, until the actual loading rate of the to-be-adjusted transportation route meets the target loading rate range or the remaining quantity of each large single product in all the second category large single products is less than the average daily forecast quantity of the corresponding large single product.

[0243] According to the second priority determined in step S550, it can be understood that the larger items with higher average daily forecast quantity should be given priority in increasing the quantity of such larger items.

[0244] For example, after the allocation in steps S510 to S540, there are no large items of the first category in the second available allocation quantity, but there are large items of the second category that can be allocated. Assuming that the daily forecast quantity of the four large items in the second category is ranked as: S3>S4>S1>S2, then the second priority from high to low is SKU3, SKU4, SKU1, SKU2.

[0245] In order to meet the target loading rate, this embodiment first allocates the large single product SKU3 with a quantity of S3 from the second available allocation amount to the corresponding designated allocation amount, and then allocates the large single product SKU4 with a quantity of S4 from the second available allocation amount to the corresponding designated allocation amount. After completing the allocation of the four large single products, they are re-allocated according to the second priority until the actual loading rate of the transportation route to be adjusted meets the target loading rate range. In this case, it is assumed that the quantity of each large single product in the second category of large single products is sufficient.

[0246] If after several allocations, assuming that the remaining quantity of SKU1 in the second category of large single products cannot meet the daily forecast quantity S1 of the corresponding large single products, then there is no need to allocate the large single product SKU1 to the specified allocation quantity, but skip the allocation of the large single product, and continue to allocate the next priority large single product SKU2 until the actual loading rate of the transportation route to be adjusted meets the target loading rate range. In other embodiments, all large single product SKU1 whose remaining quantity is less than the daily forecast quantity can be allocated to the specified allocation quantity. In this case, the quantity of some large single products in the second category cannot be allocated until the loading rate meets the requirements, but it can also be supplemented by other large single products.

[0247] In another case, if after several allocations, the remaining quantity of each large single product in the second category is less than the average daily forecast quantity of the corresponding large single product, and the actual loading rate of the transportation route to be adjusted still does not meet the target loading rate range, then there is no need to allocate the remaining quantity of each large single product to the designated allocation quantity, which means that the current actual loading rate is the maximum value after allocating each large single product in the second category according to the daily forecast quantity. In other embodiments, all such large single products whose quantity is less than the daily forecast quantity can also be allocated to the designated allocation quantity.

[0248] S570: The sum of the designated transfer quantities of all different large items is taken as the actual transfer quantity of the transportation route to be adjusted.

[0249] According to steps S510 to S540, the updated designated allocation quantity of the first category of large single products can be obtained, and according to steps S550 to S560, the updated designated allocation quantity of the second category of large single products based on the original designated allocation quantity can be further obtained.

[0250] At this time, you only need to sum up the designated allocation quantities of all different large items to get the actual allocation quantity of the transportation route to be adjusted.

[0251] By adopting the warehouse allocation method provided in the embodiment of the present application, on the basis of adjusting and allocating large single products according to the proportion of predicted demand, when some large single products are insufficient and cannot meet the target loading rate, other sufficient large single products can be reasonably allocated, thereby further optimizing the loading rate.

[0252] In other embodiments, since the transportation routes from the supply warehouse to each demand warehouse are different, the types of transportation vehicles may also be different, and thus the specifications of the boxes transported by the vehicles may also be different.

[0253] The box specifications here only refer to the size of the box. For the same item, the same box specifications means that the box can accommodate the same number of items.

[0254] To simplify the description, in this embodiment, it is assumed that different transportation routes all use the same vehicle type and container specifications.

[0255] In the actual transportation process, single items are not transported separately, but are packed into boxes. Therefore, even if the single items cannot fill the box, these items will occupy the space of a box. Therefore, in this case, the actual transfer quantity needs to be recalculated based on the box specifications.

[0256] Specifically, assuming that the transfer quantity from the supply warehouse to each demand warehouse on different transportation routes is the final actual transfer quantity based on the box specifications, the final actual transfer quantity satisfies:

[0257]

[0258] in, The round-up symbol.

[0259] Figure 6 This is a schematic diagram of the module structure of a stock transfer device provided in an embodiment of the present application. The device may be in the form of software and / or hardware. Figure 6 As shown, a stock transfer device includes: an acquisition module 601, a screening module 602, a first determination module 603, a second determination module 604 and a transfer module 605.

[0260] The acquisition module 601 is used to acquire the first transferable quantity of the supply warehouse and the planned transfer quantities from the supply warehouse to different demand warehouses. There is a transportation route between the supply warehouse and the different demand warehouses, and the transportation route is transferred once and only once in the transfer cycle.

[0261] The screening module 602 is used to screen out first-category transport routes whose planned loading rates do not meet the target loading rate range and second-category transport routes whose planned loading rates meet the target loading rate range, respectively, according to the planned allocation quantities of different transport routes.

[0262] The first determining module 603 is used to determine the second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocable quantity of the second type of transportation route.

[0263] A second determining module 604 is used to determine the actual allocation quantity of each first-category transportation route according to the planned loading rate of the first-category transportation route, the target loading rate range, and the second available allocation quantity of the supply warehouse;

[0264] The allocation module 605 is used to allocate different transportation routes according to the actual allocation quantity of each first-category transportation route and the planned allocation quantity of each second-category transportation route.

[0265] In a possible embodiment, the screening module 602 is used to:

[0266] Determine the planned loading rates for different transport routes based on the planned transfer volumes for different transport routes;

[0267] Compare the planned loading rates for different transport routes with the target loading rate ranges;

[0268] If the planned loading rate of the transport route is less than the lower limit of the target loading rate range or greater than the upper limit of the target loading rate range, the transport route is determined to be a first-class transport route, otherwise the transport route is determined to be a second-class transport route.

[0269] In a possible embodiment, the first determining module 603 is used to:

[0270] Determine the total planned transfer volume for all transportation routes based on the planned transfer volume for different transportation routes;

[0271] The second allocatable quantity of the supply warehouse is determined according to the first allocatable quantity of the supply warehouse and the total planned allocation amount of all transportation routes.

[0272] In a possible embodiment, the second determining module 604 is used to:

[0273] Determining a first priority for each transport route in the first category of transport routes;

[0274] For the transportation route to be adjusted with the highest first priority among the first category of transportation routes, the actual allocation quantity of the transportation route to be adjusted is determined according to the planned loading rate of the transportation route to be adjusted, the target loading rate range and the second allocable quantity of the supply warehouse.

[0275] The adjusted first-category transportation route is added to the second-category transportation route, and the second transferable quantity of the supply warehouse is updated;

[0276] Repeat the above operation for the remaining first-class transportation routes until the actual allocation quantities of all first-class transportation routes are obtained.

[0277] In a possible embodiment, in the second determining module 604, the actual allocation quantity of the transportation route to be adjusted is determined according to the following method:

[0278] Determine the adjusted loading rate of the transportation route to be adjusted according to the planned loading rate and target loading rate range of the transportation route to be adjusted;

[0279] Determine the adjustment allocation quantity to be increased or decreased for the transportation route to be adjusted according to the adjustment loading rate and full load allocation quantity of the transportation route to be adjusted;

[0280] If the transport route to be adjusted is to reduce the adjusted transfer quantity, and the quantity of all large BOMs in the planned transfer quantity is less than the adjusted transfer quantity that needs to be reduced for the transport route to be adjusted, the actual transfer quantity of the transport route to be adjusted is determined based on the planned transfer quantity of the transport route to be adjusted and the quantity of all large BOMs in the planned transfer quantity. The large BOMs are the BOMs that meet the preset conditions.

[0281] If the transport route to be adjusted is to increase the adjustment allocation quantity, and the sum of the quantities of different large items in the second allocable quantity is greater than the adjustment allocation quantity that needs to be increased for the transport route to be adjusted, then the actual allocation quantity of the transport route to be adjusted is determined according to the quantity of different large items in the second allocable quantity and the adjustment allocation quantity that needs to be increased for the transport route to be adjusted.

[0282] In a possible embodiment, in the second determining module 604, the adjusted loading rate of the transportation route to be adjusted is determined according to the following method:

[0283] Determine the upper and lower limits of the target load factor range;

[0284] If the planned loading rate of the transport route to be adjusted is less than the lower limit of the target loading rate range, the adjusted loading rate that needs to be increased for the transport route to be adjusted is determined based on the planned loading rate and the lower limit of the target loading rate range;

[0285] If the planned loading rate of the transport route to be adjusted is greater than the upper limit of the target loading rate range, the adjusted loading rate that needs to be reduced for the transport route to be adjusted is determined based on the planned loading rate and the upper limit of the target loading rate range.

[0286] In a possible embodiment, the second determining module 604 is further configured to:

[0287] If it is determined that the transport route to be adjusted is to reduce the adjusted allocation quantity, and the number of large items in the planned allocation quantity is greater than the adjusted allocation quantity reduced by the transport route to be adjusted, the actual allocation quantity of the transport route to be adjusted is determined based on the planned allocation quantity and the adjusted allocation quantity of the transport route to be adjusted.

[0288] In a possible embodiment, the second determining module 604 determines the actual allocation quantity of the transportation route to be adjusted according to the quantity of different large items in the second available allocation quantity and the adjusted allocation quantity that needs to be increased for the transportation route to be adjusted, including:

[0289] Obtain the average daily forecast quantity of different large items in the demand warehouse in the transportation route to be adjusted. The average daily forecast quantity is determined based on the historical daily forecast quantity of different large items in the demand warehouse.

[0290] Determine the first adjustment days for the transportation route to be adjusted based on the average daily forecast quantity of different large items and the adjustment transfer quantity required for the transportation route to be adjusted;

[0291] Determine the designated transfer quantity of different large items based on the first adjustment day and the average daily forecast quantity of different large items;

[0292] The quantity of the first category of large single products in the second available allocation quantity is used as the designated allocation quantity of the corresponding large single products. The large single products in the first category meet the following conditions: the quantity of the large single products in the second available allocation quantity is less than the designated allocation quantity of the corresponding designated large single products. The remaining large single products that are not the first category of large single products are the second category of large single products.

[0293] The sum of the designated transfer quantities of all different large items is taken as the actual transfer quantity of the transportation route to be adjusted.

[0294] In a possible embodiment, the second determining module 604 is further configured to:

[0295] Determine the second priority of each large single product in the second category of large single products;

[0296] According to the principle of second priority from high to low, the average daily forecast quantity is allocated from the second category of large items in the second available allocation quantity to the designated allocation quantity of the corresponding large items in turn, until the actual loading rate of the transportation route to be adjusted meets the target loading rate range or the remaining quantity of each large item in all second category large items is less than the average daily forecast quantity of the corresponding large item.

[0297] The implementation principle and technical effects of the inventory transfer device provided in the embodiment of the present application are the same as those of the aforementioned warehouse transfer method embodiment. For the sake of brief description, for matters not mentioned in the device embodiment, reference may be made to the corresponding contents in the aforementioned warehouse transfer method embodiment.

[0298] In some possible implementations, the inventory transfer device according to the present application may include at least a processor and a memory. The memory stores program code, and when the program code is executed by the processor, the processor executes the steps of the inventory transfer method according to various exemplary implementations of the present application described in this specification. For example, the processor may execute the following steps: Figure 2 Follow the steps shown in .

[0299] Figure 7 A hardware structure diagram of an electronic device provided in an embodiment of the present application. This embodiment provides an electronic device, comprising: at least one processor 701, and a memory 702 in communication with the at least one processor 701; the memory 702 stores computer-executable instructions; the processor 701 executes the computer-executable instructions stored in the memory 702, so as to implement the warehouse transfer method described in any of the above embodiments.

[0300] Figure 7 The electronic device shown also includes a communication interface 703 and a bus 704, wherein the processor 701, the memory 702 and the communication interface 703 are connected to each other via the communication bus 704. The communication bus 704 can be divided into an address bus, a data bus, a control bus, etc. Figure 7 In the figure, only one thick line is used to represent the communication bus 704, but it does not mean that there is only one communication bus 704 or one type of communication bus 704. The processor 701 may also be called a controller, and there is no limitation on the name.

[0301] In the embodiment of the present application, the memory 702 stores instructions that can be executed by at least one processor 701. The at least one processor 701 can execute the warehouse transfer method discussed above by executing the instructions stored in the memory 702. The processor 701 can implement Figure 6 The functions of each module in the device shown.

[0302] Among them, the processor 701 is the control center of the device, and can use various interfaces and lines to connect the various parts of the entire control device. By running or executing instructions stored in the memory 702 and calling data stored in the memory 702, the various functions of the device and process data, the device can be monitored as a whole.

[0303] In one possible design, the processor 701 may include one or more processing units, and the processor 701 may integrate an application processor and a modem processor, wherein the application processor mainly processes an operating system, a user interface, and application programs, and the modem processor mainly processes wireless communications. It is understandable that the modem processor may not be integrated into the processor 701. In some embodiments, the processor 701 and the memory 702 may be implemented on the same chip, and in some embodiments, they may also be implemented separately on separate chips.

[0304] The processor 701 may be a general-purpose processor, such as a central processing unit (CPU), a digital signal processor, an application-specific integrated circuit, a field programmable gate array or other programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component, and may implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of the present application. A general-purpose processor may be a microprocessor or any conventional processor, etc. The steps of the warehouse transfer method disclosed in the embodiments of the present application may be directly embodied as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0305] The memory 702 is a non-volatile computer-readable storage medium that can be used to store non-volatile software programs, non-volatile computer executable programs and modules. The memory 702 may include at least one type of storage medium, such as a flash memory, a hard disk, a multimedia card, a card-type memory, a random access memory (Random Access Memory, RAM), a static random access memory (Static Random Access Memory, SRAM), a programmable read-only memory (Programmable Read Only Memory, PROM), a read-only memory (Read Only Memory, ROM), an electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, EEPROM), a magnetic memory, a disk, an optical disk, etc. The memory 702 is any other medium that can be used to carry or store a desired program code in the form of an instruction or data structure and can be accessed by a computer, but is not limited thereto. The memory 702 in the embodiment of the present application can also be a circuit or any other device that can realize a storage function, for storing program instructions and / or data.

[0306] By programming the processor 701, the code corresponding to the warehouse transfer method described in the above embodiment can be fixed into the chip, so that the chip can execute the code when running. Figure 2 The steps of the warehouse transfer method of the embodiment shown are as follows: How to design and program the processor 701 is a technique known to those skilled in the art and will not be described in detail here.

[0307] Based on the same inventive concept, the embodiment of the present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by the processor, they are used to implement the warehouse transfer method described in any of the above embodiments. Therefore, they will not be described in detail here. In addition, the description of the beneficial effects of the same method will not be described in detail. For technical details not disclosed in the computer storage medium embodiment involved in the present invention, please refer to the description of the method embodiment of the present invention.

[0308] In some possible implementations, various aspects of the warehouse allocation method provided in the present application may also be implemented in the form of a program product, which includes a program code. When the program product is run on an apparatus, the program code is used to enable the control device to execute the steps of the warehouse allocation method according to various exemplary embodiments of the present application described above in this specification.

[0309] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0310] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0311] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0312] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0313] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A warehouse transfer method, characterized in that: The method comprises: Obtaining the first available allocation quantity of the supply warehouse and the planned allocation quantity of the supply warehouse to different demand warehouses, wherein there are transportation routes between the supply warehouse and the different demand warehouses, and each transportation route is allocated once and only once within the allocation cycle; According to the planned transfer volume of different transportation routes, the first type of transportation routes whose planned loading rates do not meet the target loading rate range and the second type of transportation routes whose planned loading rates meet the target loading rate range are respectively screened out; Determine a second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocable quantities of different transportation routes; Determine the actual allocation quantity of each first-category transportation route according to the planned loading rate of the first-category transportation route, the target loading rate range and the second available allocation quantity of the supply warehouse; Allocation is made to different transport routes according to the actual allocation quantity of each first-class transport route and the planned allocation quantity of each second-class transport route.

2. The method according to claim 1, characterized in that The method of selecting, according to the planned allocation amount of different transportation routes, the first type of transportation routes whose planned loading rate does not meet the target loading rate range and the second type of transportation routes whose planned loading rate meets the target loading rate range respectively include: Determine the planned loading rates for different transport routes based on the planned transfer volumes for different transport routes; Compare the planned loading rates for different transport routes with the target loading rate ranges; If the planned loading rate of the transport route is less than the lower limit of the target loading rate range or greater than the upper limit of the target loading rate range, the transport route is determined to be a first-class transport route; otherwise, the transport route is determined to be a second-class transport route.

3. The method according to claim 1, characterized in that The step of determining the second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocable quantities of different transportation routes includes: Determine the total planned transfer volume for all transportation routes based on the planned transfer volume for different transportation routes; The second allocatable quantity of the supply warehouse is determined according to the first allocatable quantity of the supply warehouse and the total planned allocation amount of all transportation routes.

4. The method according to claim 1, characterized in that The step of determining the actual allocation quantity of each first-category transportation route according to the planned loading rate of the first-category transportation route, the target loading rate range, and the second available allocation quantity of the supply warehouse comprises: Determining a first priority for each transport route in the first category of transport routes; For the transportation route to be adjusted with the highest first priority among the first category of transportation routes, determining the actual allocation quantity of the transportation route to be adjusted according to the planned loading rate, the target loading rate range and the second available allocation quantity of the supply warehouse of the transportation route to be adjusted; The adjusted first-category transportation route is added to the second-category transportation route, and the second transferable quantity of the supply warehouse is updated; Repeat the above operation for the remaining first-class transportation routes until the actual allocation quantities of all first-class transportation routes are obtained.

5. The method according to claim 4, characterized in that The step of determining the actual allocation quantity of the transportation route to be adjusted according to the planned loading rate of the transportation route to be adjusted, the target loading rate range, and the second allocation quantity of the supply warehouse includes: Determine the adjusted loading rate of the transportation route to be adjusted according to the planned loading rate and target loading rate range of the transportation route to be adjusted; Determine the adjustment allocation quantity to be increased or decreased for the transportation route to be adjusted according to the adjustment loading rate and full load allocation quantity of the transportation route to be adjusted; If the transport route to be adjusted is to reduce the adjusted allocation quantity, and the quantity of all large items in the planned allocation quantity is less than the adjusted allocation quantity that needs to be reduced for the transport route to be adjusted, then the actual allocation quantity of the transport route to be adjusted is determined according to the planned allocation quantity of the transport route to be adjusted and the quantity of all large items in the planned allocation quantity, where the large items are items that meet the preset conditions; If the transport route to be adjusted is to increase the adjustment allocation quantity, and the sum of the quantities of different large items in the second allocable quantity is greater than the adjustment allocation quantity that needs to be increased for the transport route to be adjusted, then the actual allocation quantity of the transport route to be adjusted is determined according to the quantity of different large items in the second allocable quantity and the adjustment allocation quantity that needs to be increased for the transport route to be adjusted.

6. The method according to claim 5, characterized in that The step of determining the adjusted loading rate of the transport route to be adjusted according to the planned loading rate and the target loading rate range includes: Determine the upper and lower limits of the target load factor range; If the planned loading rate of the transport route to be adjusted is less than the lower limit of the target loading rate range, the adjusted loading rate that needs to be increased for the transport route to be adjusted is determined based on the planned loading rate and the lower limit of the target loading rate range; If the planned loading rate of the transport route to be adjusted is greater than the upper limit of the target loading rate range, the adjusted loading rate that needs to be reduced for the transport route to be adjusted is determined based on the planned loading rate and the upper limit of the target loading rate range.

7. The method according to claim 6, characterized in that The method further comprises: If the transport route to be adjusted is to reduce the adjusted allocation quantity, and the quantity of large items in the planned allocation quantity is greater than the adjusted allocation quantity reduced by the transport route to be adjusted, the actual allocation quantity of the transport route to be adjusted is determined according to the planned allocation quantity and the adjusted allocation quantity of the transport route to be adjusted.

8. The method according to claim 6, characterized in that The step of determining the actual allocation quantity of the transport route to be adjusted according to the quantity of different large items in the second allocable quantity and the adjusted allocation quantity required to be increased for the transport route to be adjusted includes: Obtain an average daily forecast quantity of different large items in the demand warehouse in the transportation route to be adjusted, wherein the average daily forecast quantity is determined according to the historical daily forecast quantity of different large items in the demand warehouse; Determine the first adjustment days of the transportation route to be adjusted according to the average daily forecast quantity of different large items and the adjustment allocation quantity required to be increased for the transportation route to be adjusted; Determine the designated transfer quantity of different large items based on the first adjustment day and the average daily forecast quantity of different large items; The quantity of the first category of large single products in the second available allocation quantity is used as the designated allocation quantity of the corresponding large single product. The large single products in the first category of large single products meet the following conditions: the quantity of the large single products in the second available allocation quantity is less than the designated allocation quantity of the corresponding designated large single product. The remaining large single products that are not the first category of large single products are the second category of large single products. The sum of the designated transfer quantities of all different large items is taken as the actual transfer quantity of the transportation route to be adjusted.

9. The method according to claim 8, characterized in that Before taking the sum of the designated allocation quantities of all different large items as the actual allocation quantity of the transportation route to be adjusted, the method further includes: Determine the second priority of each large single product in the second category of large single products; According to the principle of second priority from high to low, the average daily forecast quantity is allocated from the second category of large items in the second available allocation quantity to the designated allocation quantity of the corresponding large items in turn, until the actual loading rate of the transportation route to be adjusted meets the target loading rate range or the remaining quantity of each large item in all second category large items is less than the average daily forecast quantity of the corresponding large item.

10. A stock transfer device, characterized in that: include: An acquisition module, used for acquiring a first transferable quantity of a supply warehouse and a planned transfer quantity of the supply warehouse to different demand warehouses, wherein there is a transportation route between the supply warehouse and the different demand warehouses, and the transportation route is transferred once and only once in the transfer cycle; A screening module is used to screen out first-category transport routes whose planned loading rates do not meet the target loading rate range and second-category transport routes whose planned loading rates meet the target loading rate range, respectively, according to the planned allocation quantities of different transport routes; A first determining module is used to determine a second allocable quantity of the supply warehouse according to the first allocable quantity of the supply warehouse and the planned allocable quantity of the second type of transportation route; A second determination module is used to determine the actual allocation quantity of each first-category transportation route according to the planned loading rate of the first-category transportation route, the target loading rate range and the second available allocation quantity of the supply warehouse; The allocation module is used to allocate different transportation routes according to the actual allocation quantity of each first-class transportation route and the planned allocation quantity of each second-class transportation route.

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