Ground traffic network-based material allocation method

Abstract

The invention discloses a material allocation method based on a ground traffic network, and the method comprises the steps: constructing the ground traffic network, and carrying out the node coding; the overall process is refined, and the single-time allocation scale is determined; refining a material single-time allocation process; establishing a time function of a material allocation process; establishing a cost function of a material allocation process; dividing material demand stages; establishing a material allocation model in a rapid reaction stage; and establishing a material allocation model in the continuous allocation stage. The method is based on the ground traffic network, fully considers the possibility in the material allocation and transportation process, establishes the time function and the cost function for different road transportation, optimizes the expression form of the time function and the cost function, and reduces the establishment difficulty of the function.

Description

Technical Field

[0001] The present invention belongs to the technical field of material allocation and support, and in particular relates to a material allocation method based on a ground transportation network. Background Art

[0002] At present, most of the plans for material allocation are in the field of emergency support, mainly including emergency rescue material distribution, emergency resource mobilization and transportation scheduling. The distribution of emergency rescue materials is mainly about the transportation strategy of food transportation, tents and clothes and other daily necessities; emergency resource mobilization and transportation scheduling are mainly faced with the transfer of seriously injured people in the disaster area and the fixed-point transportation of rescue personnel. Emergency rescue material distribution comprehensively considers the continuous use and consumption of materials, and considers controlling transportation costs within the specified time to meet the allocation needs between material warehouses and demand points. The allocation method is mainly trucks. Emergency resource mobilization considers the uncertainty factors of disaster area demand and transportation time, and establishes an uncertainty parameter optimization model integrating emergency resource mobilization and transportation scheduling. The uncertainty parameter optimization model includes total cost optimization objectives and constraints; the robust optimization method is used to process the total cost optimization objectives and constraints under the uncertainty parameter conditions into robust corresponding total cost optimization objectives and robust corresponding constraints, and solves and outputs emergency resource mobilization and transportation scheduling plans.

[0003] Traditional material mobilization potential resource allocation methods usually lack a systematic optimization mechanism, and there may be resource waste or unreasonable allocation in the allocation process. The current methods for material mobilization and allocation are mostly emergency support for rescue materials and mobilization resources in disaster areas, which cannot cover all mobilization areas. Although the emergency support allocation of materials takes into account the cost and time costs, and considers the problem of multi-point matching, the transportation strategy is relatively simple and does not consider the allocation based on the ground transportation network. Summary of the invention

[0004] In view of the above-mentioned deficiencies in the prior art, the purpose of the present invention is to provide a material allocation method based on a ground transportation network to solve the problems of low comprehensive utilization rate of the transportation network and lack of detailed consideration in the mobilization stage in the existing material mobilization potential resource allocation methods.

[0005] To achieve the above object, the technical solution adopted by the present invention is as follows:

[0006] A material allocation method based on a ground transportation network of the present invention comprises the following steps:

[0007] 1) Based on the known material storage sites, vehicle parking sites and material demand sites, as well as the ground transportation network between material storage sites and vehicle parking sites, material storage sites and material demand sites, the nodes of the ground transportation network are sorted and coded;

[0008] 2) According to the actual situation of material storage sites and transportation vehicles, the overall process of material allocation is divided into several batches, and the material allocation process is set in batches;

[0009] 3) Set a single material allocation process, starting from the gathering of transport vehicles to the allocation of materials to the material demand location; then divide the single material allocation process into the transport vehicle gathering process, material loading and unloading process, and material transportation process;

[0010] 4) Establish the time function of the material allocation process based on the ground transportation network;

[0011] 5) Establish the cost function of the material allocation process based on the ground transportation network;

[0012] 6) Based on the progress of the incident, the material demand is divided into the rapid response stage and the continuous distribution stage;

[0013] 7) Establishing a deployment model for the rapid response stage with the purpose of minimizing the time function of the material deployment process in response to the needs of the rapid response stage, and realizing the material deployment in the rapid response stage through the deployment model;

[0014] 8) Analyze the demand situation in the continuous allocation stage, and establish a first single-objective allocation model with the goal of minimizing allocation time within the specified cost, a second single-objective allocation model with the goal of minimizing allocation cost within the specified time, and a multi-objective allocation model with the goal of minimizing allocation time and cost. Through the established three allocation models, material allocation in the continuous allocation stage can be achieved.

[0015] Furthermore, the step 1) specifically includes: constructing a ground transportation network between the material storage site and the material demand site, with the direction pointing to the material demand site as the longitude of the ground transportation network, and the route intersecting the longitude as the latitude; setting the material storage site code to 0, the material demand site code to 0′, and starting numbering along the latitude direction from the ground transportation network nodes close to the material storage site until all nodes have unique numbers;

[0016] Construct a ground transportation network from the vehicle parking lot to the material distribution point, with the direction from the vehicle parking lot to the material distribution point as the longitude of the ground transportation network, and the latitude that intersects with the longitude. Set the code of the material storage place to O′, the code of the vehicle parking lot to O, and start numbering from the ground transportation network node close to the vehicle parking lot along the latitude direction until all nodes have unique numbers.

[0017] Furthermore, the material distribution point includes a material storage location and a location where vehicles are replaced midway.

[0018] Furthermore, the step 2) specifically includes: analyzing the material allocation needs to obtain at least one material storage location that responds to the needs, and the material storage location is capable of simultaneously loading materials into multiple transport vehicles; dividing the overall process of material allocation into several batches based on the transport vehicles that can be loaded at the same time, and setting the ground transportation network to be able to carry one batch of vehicles for simultaneous transportation.

[0019] Furthermore, the step 3) specifically includes:

[0020] The vehicle gathering process is that empty vehicles gather at the material distribution point to load materials. The material distribution point includes the material storage place and the material transfer point. Specifically, when the material distribution starts, the transport vehicles gather from the vehicle parking place to the material storage place; when the railway transportation is converted to road transportation, the transport vehicles gather from the vehicle parking place to the material transfer point; the material distribution point searches for nearby transport vehicles based on the distribution needs and sends distribution instructions with each point as the center; after receiving the instructions, the vehicle plans and generates a driving route plan, selects the optimal route plan, and drives to the destination;

[0021] The material loading and unloading process is the process of loading materials onto transport vehicles, transport trains, and unloading them from transport vehicles;

[0022] The material transportation process is the process of transporting materials to the material demand location in the ground transportation network after the materials are loaded, including road transportation and rail transportation.

[0023] Furthermore, the step 4) specifically includes:

[0024] According to the single material allocation process, a time function of the material allocation process based on the ground transportation network is established; according to the setting of the single material allocation process, the construction steps of the time function are divided into the construction of the time function of the vehicle gathering process, the construction of the time function of the material loading and unloading process, the construction of the time function of the material transportation process and the construction of the time function of the material allocation process;

[0025] The vehicle gathering process only considers the driving situation on the road, and sets the vehicle gathering process as the gathering process from the vehicle parking place to the material distribution point; the arrival time of a single vehicle is T1 D for:

[0026]

[0027] In the formula, corresponds to a driving route in the ground transportation network, with the start node and the end node numbered i and j respectively; is the distance length of the driving route whose starting node and ending node are numbered i and j respectively; It is a 0-1 variable, and the vehicle passes by 1 when driving route, otherwise 0; v k0 is the average speed of the vehicle when it is unloaded;

[0028] It is assumed that the transport vehicle responds immediately. If there is no response, the next transport vehicle is switched immediately. The time function T1 for the collection of vehicles for a single transport is:

[0029] T1=max{T1 D}(2)

[0030] When materials are at the material distribution point, material loading and unloading (loading and unloading) occurs, resulting in material loading and unloading time; material loading and unloading time is related to the material quantity, labor, loading and unloading equipment model and performance, and is an interval quantity;

[0031] Material loading time t z It is expressed as:

[0032] t z =max{t dz}(3)

[0033] Where, t dz It is a function of the time required to load materials into a single transport vehicle;

[0034] Material unloading time t x It is expressed as:

[0035] t x =max{t dx}(4)

[0036] Where, t dx It is the time function for unloading materials from a single transport vehicle;

[0037] The material transportation process is divided into road transportation and rail transportation, and road transportation is divided into ordinary road transportation and expressway transportation; the single time function T of ordinary road transportation is DL Expressed as:

[0038]

[0039] Where, L ij is a driving route on an ordinary highway, with the starting node and the ending node numbered i and j respectively; d ij is the length of the route whose starting and ending nodes are numbered i and j respectively; Y ij is a 0-1 variable, and the vehicle passes through L ij 1 if route, 0 otherwise; v k It is the average speed of fully loaded vehicles traveling on ordinary roads;

[0040] Assuming that the transportation network can be cleared in time when it is blocked, the time T for a single transport vehicle to run on ordinary roads is L for:

[0041] T L =max{T DL}(6)

[0042] Single trip time T for highway transportation DH Expressed as:

[0043]

[0044] In the formula, is a driving route on a highway, with the start node and the end node numbered i and j respectively; is the distance length of the driving route whose starting node and ending node are numbered i and j respectively; It is a 0-1 variable, and the vehicle passes by 1 if route, 0 otherwise; v kh is the average speed of fully loaded vehicles traveling on the highway;

[0045] Assuming that the transportation network can be cleared in time when it is blocked, the time T for a single transport vehicle to run on the highway is H Then:

[0046] T H =max{T DH}(8)

[0047] Single time of railway transportation T DT Expressed as:

[0048]

[0049] In the formula, is a route on the railway, with the start node and the end node numbered i and j respectively; is the distance length of the driving route whose starting node and ending node are numbered i and j respectively; It is a 0-1 variable, and the vehicle passes by 1 if route, 0 otherwise; v T is the average speed of a fully loaded train running on the railway;

[0050] Assuming that the railway transportation is smooth, the time for a single transportation is T T for:

[0051] T T =max{T DT}(10);

[0052] Combining the time expression of single transportation of ordinary road transportation, highway transportation and railway transportation, considering the process of material allocation and transportation, the time function f1 of the material allocation process is obtained as follows:

[0053]

[0054] In the formula, K D A collection of trucks that can be used in the material storage area; K A is the set of trucks that can be deployed at the material demand location; T is the set of trains that can be deployed; are the material loading and unloading time of any vehicle respectively; The average speed of empty and fully loaded trucks for ordinary road transport; The average speed of empty and loaded trucks for highway transport; is the speed of the train during transportation; L c It is the common road network from the vehicle parking place to the fuel storage place; L cc It is a common road network from the oil storage area to the oil demand area; HL cc A highway network from oil storage to oil demand areas; TL cc The railway network from the oil storage area to the oil demand area; L ch A road network from the railway station where fuel is needed to the destination where fuel is needed; is the length of the ordinary road from point i to point j during the process of the vehicle stopping place to the fuel storage place; It is a 0-1 variable. When the vehicle stops at the station and moves from point i to point j, it is 1, otherwise it is 0. is the length of the ordinary highway from point i to point j in the process of vehicle storage to fuel demand; It is a 0-1 variable. When the vehicle moves from point i to point j during the process from the storage location to the fuel demand location, it is 1, otherwise it is 0. is the length of the railway from point i to point j in the process from the vehicle storage to the fuel demand location; It is a 0-1 variable. In the process from the vehicle storage to the fuel demand location, if the railway goes from point i to point j, it is 1, otherwise it is 0; is the length of the ordinary highway from point i to point j in the process of transporting materials from the railway station in the demand city to the material transportation destination; is a 0-1 variable. When the ordinary highway from point i to point j is used during the process from the railway station in the demand city to the material transportation destination, it is 1, otherwise it is 0; m k 、m T are the number of transport vehicles and transport trains mobilized in a single batch of transportation; Δt k , Δt TThey are the departure intervals of transport vehicles and transport trains respectively.

[0055] Furthermore, the step 5) specifically includes:

[0056] According to the single material allocation process, the material allocation cost is divided into the cost of the fuel storage site, the operating cost of the transport vehicle, and the fixed cost of the equipment. The operating cost of the transport vehicle includes the vehicle return cost. The cost function f2 of the material allocation process is as follows:

[0057] f2=C1+C2+C3(12)

[0058] Among them, C1, C2, and C3 are the cost of the oil storage site, the operating cost of the transportation vehicle, and the fixed cost of the equipment;

[0059] The cost of the oil storage site C1 includes the use cost and personnel charges, expressed as:

[0060]

[0061] Among them, O is the set of oil storage sites, F1 is the cost of oil storage sites, is the decision variable; when the oil storage is enabled, otherwise

[0062] The operating cost C2 of the transport vehicle includes the operating cost per kilometer of the transport vehicle when it is empty on the road F2, the operating cost per kilometer of the transport vehicle when it is fully loaded on the road F3, the operating cost per kilometer of the transport vehicle when it is empty on the highway F4, the operating cost per kilometer of the transport vehicle when it is fully loaded on the highway F5, the operating cost per kilometer of the empty train F6, and the operating cost per kilometer of the fully loaded train F7; the expression of C2 is:

[0063]

[0064] In the formula, is a 0-1 variable. When the train is returning, it is 1 if the railway runs from point i to point j, otherwise it is 0;

[0065] The inherent cost of equipment C3 includes the inherent cost of the vehicle F8 (rental, maintenance, driver wages, etc.), the inherent cost of the train F9 (rental, maintenance, driver wages, etc.), the inherent cost of the loading and unloading equipment F 10 (usage fees, maintenance fees, wages of stevedores, etc.), the expression of C3 is:

[0066]

[0067] Where, X n It is a 0-1 variable, which is 1 when the transport vehicle, train, or loading and unloading equipment is in use, and 0 otherwise.

[0068] Furthermore, the step 6) specifically includes: before or during an incident, it is necessary to urgently allocate materials to curb the adverse effects of the incident to the greatest extent possible. At this time, response time is the main contradiction, and it is a rapid response stage; when the incident develops to a stalemate stage, the time requirement for material allocation can be relaxed accordingly, and the weight of material allocation cost control can be increased, which is a continuous allocation stage.

[0069] Furthermore, the step 7) specifically includes:

[0070] In the rapid response phase, it is necessary to deploy materials to the places where materials are needed as quickly as possible to minimize the impact of emergencies and establish a deployment model as follows:

[0071]

[0072] Where n K 、n T are the number of vehicles and trains used to transport fuel to the fuel demand area; C K , C T are the loads of each vehicle and each train respectively; C TH is the total material consumption during the transportation process; C0 is the total demand for material allocation;

[0073] The first constraint in equation (16) indicates that in the ground transportation network, the fuel transport carrier can only move to the node close to the fuel demand location; the second to fourth constraints indicate that the fuel transport carrier can only move from one node to another at the same time; the fifth constraint indicates that the total fuel allocation amount is not less than the demand amount.

[0074] Furthermore, the step 8) specifically includes:

[0075] A first single-objective allocation model with the goal of minimizing the allocation time within the specified cost is established, a unilateral constraint condition is given to the material allocation cost, and by setting the specified allocation cost limit R0, dynamic regulation of the material allocation cost is achieved while pursuing the minimum time; the first single-objective allocation model is as follows:

[0076]

[0077] A second single-objective allocation model with the goal of minimizing allocation costs within a specified time is established. The material allocation costs are taken as the optimization target. A unilateral constraint condition is set based on the time function of the material allocation process and the specified allocation time limit T0 to dynamically adjust the allocation costs. The second single-objective allocation model is as follows:

[0078]

[0079] A multi-objective allocation model is established to minimize the allocation time within the specified time and the allocation cost within the specified cost. Two unilateral constraints are set based on the time function and cost function of the material allocation process to dynamically adjust the allocation time and allocation cost. The multi-objective allocation model is as follows:

[0080]

[0081] Beneficial effects of the present invention:

[0082] The present invention establishes a ground transportation network for material allocation, encodes nodes and paths of the ground transportation network, simplifies the expression method of the ground transportation network, and reduces the difficulty of expressing the transportation network.

[0083] The present invention is based on the ground transportation network, fully considers the possibilities in the material allocation and transportation process, establishes time functions and cost functions for different road transportation, optimizes the expression form of time and cost functions, and reduces the difficulty of establishing functions.

[0084] The present invention establishes a dispatching model in the emergency response phase, emphasizes the goal of minimizing transportation time, and limits the form and direction of transportation vehicles through constraints based on the ground transportation network, thereby improving the efficiency of searching and generating transportation routes.

[0085] The present invention establishes an allocation model for the continuous distribution stage, comprehensively considers the changes in the relative weights of cost and time, improves the applicability of the allocation model and the generation method based on the allocation model, and combines the allocation model for the emergency response stage to theoretically cover the material allocation needs of the entire process from the outbreak of an emergency to the subsequent stages. BRIEF DESCRIPTION OF THE DRAWINGS

[0086] Figure 1 Flow chart of the method of the present invention.

[0087] Figure 2 It is a schematic diagram of the ground transportation network in the present invention.

[0088] Figure 3 Schematic diagram of the vehicle search strategy in the area based on the central fuel storage location in the example.

[0089] Figure 4 Schematic diagram of the vehicle deployment strategy within the region based on the central fuel storage location in the example. DETAILED DESCRIPTION

[0090] In order to facilitate the understanding of those skilled in the art, the present invention is further described below in conjunction with embodiments and drawings. The contents mentioned in the implementation modes are not intended to limit the present invention.

[0091] Reference Figure 1As shown, a material allocation method based on a ground transportation network of the present invention comprises the following steps:

[0092] 1) Based on the known material storage sites, vehicle parking sites and material demand sites, as well as the ground transportation network between material storage sites and vehicle parking sites, material storage sites and material demand sites, the nodes of the ground transportation network are sorted and coded;

[0093] Reference Figure 2 As shown, a ground transportation network between the material storage area and the material demand area is constructed, with the direction pointing to the material demand area as the longitude of the ground transportation network, and the route intersecting with the longitude as the latitude; the material storage area code is set to 0, and the material demand area code is set to 0′, and the ground transportation network nodes close to the material storage area are numbered along the latitude direction until all nodes have unique numbers;

[0094] Reference Figure 4 As shown, a ground transportation network from the vehicle parking lot to the material distribution point is constructed, with the direction from the vehicle parking lot to the material distribution point as the longitude of the ground transportation network, and the latitude intersecting the longitude as the latitude. The material storage location code is set to O′, and the vehicle parking lot code is set to O. The ground transportation network nodes close to the vehicle parking lot are numbered along the latitude direction until all nodes have unique numbers.

[0095] The material distribution points include material storage locations and locations where vehicles are replaced midway.

[0096] 2) According to the actual situation of material storage sites and transportation vehicles, the overall process of material allocation is divided into several batches, and the material allocation process is set in batches;

[0097] The demand for material allocation is analyzed to obtain at least one material storage location that responds to the demand, and the material storage location is capable of simultaneously loading materials onto multiple transport vehicles. The overall process of material allocation is divided into several batches based on the transport vehicles that can load at the same time, and the ground transportation network is set up to be able to carry one batch of vehicles for simultaneous transportation.

[0098] 3) Set a single material allocation process, starting from the gathering of transport vehicles to the allocation of materials to the material demand location; then divide the single material allocation process into the transport vehicle gathering process, material loading and unloading process, and material transportation process;

[0099] The vehicle gathering process is that empty vehicles gather at the material distribution point to load materials. The material distribution point includes the material storage place and the material transfer point. Specifically, when the material distribution starts, the transport vehicles gather from the vehicle parking place to the material storage place; when the railway transportation is converted to road transportation, the transport vehicles gather from the vehicle parking place to the material transfer point; the material distribution point searches for nearby transport vehicles based on the distribution needs and sends distribution instructions with each point as the center; after receiving the instructions, the vehicle plans and generates a driving route plan, selects the optimal route plan, and drives to the destination;

[0100] The material loading and unloading process is the process of loading materials onto transport vehicles, transport trains, and unloading them from transport vehicles;

[0101] The material transportation process is the process of transporting materials to the material demand location in the ground transportation network after the materials are loaded, including road transportation and rail transportation.

[0102] 4) Establish the time function of the material allocation process based on the ground transportation network;

[0103] According to the single material allocation process, a time function of the material allocation process based on the ground transportation network is established; according to the setting of the single material allocation process, the construction steps of the time function are divided into the construction of the time function of the vehicle gathering process, the construction of the time function of the material loading and unloading process, the construction of the time function of the material transportation process and the construction of the time function of the material allocation process;

[0104] The vehicle gathering process only considers the driving situation on the road, and sets the vehicle gathering process as the gathering process from the vehicle parking place to the material distribution point; the arrival time of a single vehicle is T1 D for:

[0105]

[0106] In the formula, corresponds to a driving route in the ground transportation network, with the start node and the end node numbered i and j respectively; is the distance length of the driving route whose starting node and ending node are numbered i and j respectively; It is a 0-1 variable, and the vehicle passes by 1 when driving route, otherwise 0; v k0 is the average speed of the vehicle when it is unloaded;

[0107] It is assumed that the transport vehicle responds immediately. If there is no response, the next transport vehicle is switched immediately. The time function T1 for the collection of vehicles for a single transport is:

[0108] T1=max{T1 D}(2)

[0109] When materials are at the material distribution point, material loading and unloading (loading and unloading) occurs, resulting in material loading and unloading time; material loading and unloading time is related to the material quantity, labor, loading and unloading equipment model and performance, and is an interval quantity;

[0110] Material loading time t z It is expressed as:

[0111] t z =max{t dz}(3)

[0112] Where, t dz It is a function of the time required to load materials into a single transport vehicle;

[0113] Material unloading time t x It is expressed as:

[0114] t x =max{t dx}(4)

[0115] Where, t dx It is the time function for unloading materials from a single transport vehicle;

[0116] The material transportation process is divided into road transportation and rail transportation, and road transportation is divided into ordinary road transportation and expressway transportation; the single time function T of ordinary road transportation is DL Expressed as:

[0117]

[0118] Where, L ij is a driving route on an ordinary highway, with the starting node and the ending node numbered i and j respectively; d ij is the length of the route whose starting and ending nodes are numbered i and j respectively; Y ij is a 0-1 variable, and the vehicle passes through L ij 1 if route, 0 otherwise; v k It is the average speed of fully loaded vehicles traveling on ordinary roads;

[0119] Assuming that the transportation network can be cleared in time when it is blocked, the time T for a single transport vehicle to run on ordinary roads is L for:

[0120] T L =max{T DL}(6)

[0121] Single trip time T for highway transportation DH Expressed as:

[0122]

[0123] In the formula, is a driving route on a highway, with the start node and the end node numbered i and j respectively; is the distance length of the driving route whose starting node and ending node are numbered i and j respectively; It is a 0-1 variable, and the vehicle passes by 1 if route, 0 otherwise; v kh is the average speed of fully loaded vehicles traveling on the highway;

[0124] Assuming that the transportation network can be cleared in time when it is blocked, the time T for a single transport vehicle to run on the highway is H Then:

[0125] T H =max{T DH}(8)

[0126] Single time of railway transportation T DT Expressed as:

[0127]

[0128] In the formula, is a route on the railway, with the start node and the end node numbered i and j respectively; is the distance length of the driving route whose starting node and ending node are numbered i and j respectively; It is a 0-1 variable, and the vehicle passes by 1 if route, 0 otherwise; v T is the average speed of a fully loaded train running on the railway;

[0129] Assuming that the railway transportation is smooth, the time for a single transportation is T T for:

[0130] T T =max{T DT}(10);

[0131] In order to obtain the time function of the material allocation process, the material allocation process needs to be analyzed. Considering that there may be a certain distance between the oil storage site and the delivery destination, and there are various transportation methods, the present invention considers the possibility of railway transportation and road transportation. When only road transportation is considered, the oil can be directly transported to the distribution destination by transport vehicles, and only one loading and unloading process is considered separately; when considering railway transportation, the link is relatively complex. The oil must first be transported from the storage site to the freight railway station, and then transported by rail to the freight station in the destination city, and then transported to the distribution destination by transport vehicles. Three loading and unloading processes must be considered separately. What is the same in both is that they all need to mobilize nearby vehicles from their respective parking places to the oil storage place in advance. The basis for mobilization is the distance between the vehicle parking place and the oil storage place. The mobilization method is to search for mobilized vehicles within a circular range centered on the oil storage place, and issue mobilization instructions until the vehicle meets the requirements, such as Figure 3 If the distance between the vehicle parking place and the fuel storage place is the same, the vehicle demand of the fuel storage place is considered.

[0132] Combining the time expression of single transportation of ordinary road transportation, highway transportation and railway transportation, considering the process of material allocation and transportation, the time function f1 of the material allocation process is obtained as follows:

[0133]

[0134] In the formula, K D A collection of trucks that can be used in the material storage area; K A is the set of trucks that can be deployed at the material demand location; T is the set of trains that can be deployed; are the material loading and unloading time of any vehicle respectively; The average speed of empty and fully loaded trucks for ordinary road transport; The average speed of empty and loaded trucks for highway transport; is the speed of the train during transportation; L c It is the common road network from the vehicle parking place to the fuel storage place; L cc It is a common road network from the oil storage area to the oil demand area; HL cc A highway network from oil storage to oil demand areas; TL cc The railway network from the oil storage area to the oil demand area; L ch A road network from the railway station where fuel is needed to the destination where fuel is needed; is the length of the ordinary road from point i to point j during the process of the vehicle stopping place to the fuel storage place; It is a 0-1 variable. When the vehicle stops at the station and moves from point i to point j, it is 1, otherwise it is 0. is the length of the ordinary highway from point i to point j in the process of vehicle storage to fuel demand; It is a 0-1 variable. When the vehicle moves from point i to point j during the process from the storage location to the fuel demand location, it is 1, otherwise it is 0. is the length of the railway from point i to point j in the process from the vehicle storage to the fuel demand location; It is a 0-1 variable. In the process from the vehicle storage to the fuel demand location, if the railway goes from point i to point j, it is 1, otherwise it is 0; is the length of the ordinary highway from point i to point j in the process of transporting materials from the railway station in the demand city to the material transportation destination; is a 0-1 variable. When the ordinary highway from point i to point j is used during the process from the railway station in the demand city to the material transportation destination, it is 1, otherwise it is 0; m k 、m T are the number of transport vehicles and transport trains mobilized in a single batch of transportation; Δt k , Δt T They are the departure intervals of transport vehicles and transport trains respectively.

[0135] 5) Establish the cost function of the material allocation process based on the ground transportation network;

[0136] According to the single material allocation process, the material allocation cost is divided into the cost of the fuel storage site, the operating cost of the transport vehicle, and the fixed cost of the equipment. The operating cost of the transport vehicle includes the vehicle return cost. The cost function f2 of the material allocation process is as follows:

[0137] f2=C1+C2+C3(12)

[0138] Among them, C1, C2, and C3 are the cost of the oil storage site, the operating cost of the transportation vehicle, and the fixed cost of the equipment;

[0139] The cost of the oil storage site C1 includes the use cost and personnel charges, expressed as:

[0140]

[0141] Among them, O is the set of oil storage sites, F1 is the cost of oil storage sites, is the decision variable; when the oil storage is enabled, otherwise

[0142] The operating cost C2 of the transport vehicle includes the operating cost per kilometer of the transport vehicle when it is empty on the road F2, the operating cost per kilometer of the transport vehicle when it is fully loaded on the road F3, the operating cost per kilometer of the transport vehicle when it is empty on the highway F4, the operating cost per kilometer of the transport vehicle when it is fully loaded on the highway F5, the operating cost per kilometer of the empty train F6, and the operating cost per kilometer of the fully loaded train F7; the expression of C2 is:

[0143]

[0144] In the formula, is a 0-1 variable. When the train is returning, it is 1 if the railway runs from point i to point j, otherwise it is 0;

[0145] The inherent cost of equipment C3 includes the inherent cost of the vehicle F8 (rental, maintenance, driver wages, etc.), the inherent cost of the train F9 (rental, maintenance, driver wages, etc.), the inherent cost of the loading and unloading equipment F 10 (usage fees, maintenance fees, wages of stevedores, etc.), the expression of C3 is:

[0146]

[0147] Where, X n It is a 0-1 variable, which is 1 when the transport vehicle, train, or loading and unloading equipment is in use, and 0 otherwise.

[0148] 6) Based on the progress of the incident, the material demand is divided into the rapid response stage and the continuous distribution stage;

[0149] In the early stage or when an incident occurs, materials need to be urgently allocated to curb the adverse effects of the incident to the greatest extent possible. At this time, response time is the main contradiction, and it is the rapid response stage; when the incident develops to the stalemate stage, the time requirements for material allocation can be relaxed accordingly, and the weight of material allocation cost control can be increased, which is the continuous allocation stage.

[0150] 7) Establishing a deployment model for the rapid response stage with the purpose of minimizing the time function of the material deployment process in response to the needs of the rapid response stage, and realizing the material deployment in the rapid response stage through the deployment model;

[0151] In the rapid response phase, it is necessary to deploy materials to the places where materials are needed as quickly as possible to minimize the impact of emergencies and establish a deployment model as follows:

[0152]

[0153] Where n K 、n T are the number of vehicles and trains used to transport fuel to the fuel demand area; C K , CT are the loads of each vehicle and each train respectively; C TH is the total material consumption during the transportation process; C0 is the total demand for material allocation;

[0154] The first constraint in equation (16) indicates that in the ground transportation network, the fuel transport carrier can only move to the node close to the fuel demand location; the second to fourth constraints indicate that the fuel transport carrier can only move from one node to another at the same time; the fifth constraint indicates that the total fuel allocation amount is not less than the demand amount.

[0155] 8) Analyze the demand situation in the continuous allocation stage, establish the first single-objective allocation model with the goal of minimizing the allocation time within the specified cost, the second single-objective allocation model with the goal of minimizing the allocation cost within the specified time, and the multi-objective allocation model with the goal of minimizing the allocation time and cost. Through the three allocation models established, the material allocation in the continuous allocation stage is realized;

[0156] A first single-objective allocation model with the goal of minimizing the allocation time within the specified cost is established, a unilateral constraint condition is given to the material allocation cost, and by setting the specified allocation cost limit R0, dynamic regulation of the material allocation cost is achieved while pursuing the minimum time; the first single-objective allocation model is as follows:

[0157]

[0158] A second single-objective allocation model with the goal of minimizing allocation costs within a specified time is established. The material allocation costs are taken as the optimization target. A unilateral constraint condition is set based on the time function of the material allocation process and the specified allocation time limit T0 to dynamically adjust the allocation costs. The second single-objective allocation model is as follows:

[0159]

[0160] A multi-objective allocation model is established to minimize the allocation time within the specified time and the allocation cost within the specified cost. Two unilateral constraints are set based on the time function and cost function of the material allocation process to dynamically adjust the allocation time and allocation cost. The multi-objective allocation model is as follows:

[0161]

[0162] The present invention has many specific application paths. The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements can be made without departing from the principle of the present invention. These improvements should also be regarded as the protection scope of the present invention.

Claims

1. A material allocation method based on a ground transportation network, characterized in that: Here are the steps: 1) Based on the known material storage sites, vehicle parking sites and material demand sites, as well as the ground transportation network between material storage sites and vehicle parking sites, material storage sites and material demand sites, the nodes of the ground transportation network are sorted and coded; 2) According to the actual situation of material storage sites and transportation vehicles, the overall process of material allocation is divided into several batches, and the material allocation process is set in batches; 3) Set a single material allocation process, starting from the gathering of transport vehicles to the allocation of materials to the material demand location; then divide the single material allocation process into the transport vehicle gathering process, material loading and unloading process, and material transportation process; 4) Establish the time function of the material allocation process based on the ground transportation network; 5) Establish the cost function of the material allocation process based on the ground transportation network; 6) Based on the progress of the incident, the material demand is divided into the rapid response stage and the continuous distribution stage; 7) Establishing a deployment model for the rapid response stage with the purpose of minimizing the time function of the material deployment process in response to the needs of the rapid response stage, and realizing the material deployment in the rapid response stage through the deployment model; 8) Analyze the demand situation in the continuous allocation stage, and establish a first single-objective allocation model with the goal of minimizing allocation time within the specified cost, a second single-objective allocation model with the goal of minimizing allocation cost within the specified time, and a multi-objective allocation model with the goal of minimizing allocation time and cost. Through the established three allocation models, material allocation in the continuous allocation stage can be achieved.

2. The material allocation method based on the ground transportation network according to claim 1 is characterized in that: The step 1) specifically includes: constructing a ground transportation network between the material storage site and the material demand site, with the direction pointing to the material demand site as the longitude of the ground transportation network, and the route intersecting the longitude as the latitude; setting the material storage site code to 0, the material demand site code to 0′, and starting numbering along the latitude direction from the ground transportation network nodes close to the material storage site until all nodes have unique numbers; Construct a ground transportation network from the vehicle parking lot to the material distribution point, with the direction from the vehicle parking lot to the material distribution point as the longitude of the ground transportation network, and the latitude that intersects with the longitude. Set the code of the material storage place to O′, the code of the vehicle parking lot to O, and start numbering from the ground transportation network node close to the vehicle parking lot along the latitude direction until all nodes have unique numbers.

3. The material allocation method based on the ground transportation network according to claim 1 is characterized in that: The step 2) specifically includes: analyzing the demand for material allocation to obtain at least one material storage site that responds to the demand, where the material storage site can simultaneously load materials into multiple transport vehicles; dividing the overall process of material allocation into several batches based on the transport vehicles that can be loaded at the same time, and setting the ground transportation network to be able to carry one batch of vehicles for simultaneous transportation.

4. The material allocation method based on the ground transportation network according to claim 1 is characterized in that: The step 3) specifically includes: The vehicle gathering process is that empty vehicles gather at the material distribution point to load materials. The material distribution point includes the material storage place and the material transfer point. Specifically, when the material distribution starts, the transport vehicles gather from the vehicle parking place to the material storage place; when the railway transportation is converted to road transportation, the transport vehicles gather from the vehicle parking place to the material transfer point; the material distribution point searches for nearby transport vehicles based on the distribution needs and sends distribution instructions with each point as the center; after receiving the instructions, the vehicle plans and generates a driving route plan, selects the optimal route plan, and drives to the destination; The material loading and unloading process is the process of loading materials onto transport vehicles, transport trains, and unloading them from transport vehicles; The material transportation process is the process of transporting materials to the material demand location in the ground transportation network after the materials are loaded, including road transportation and rail transportation.

5. The material allocation method based on ground transportation network according to claim 1 is characterized in that: The step 4) specifically includes: According to the single material allocation process, a time function of the material allocation process based on the ground transportation network is established; according to the setting of the single material allocation process, the construction steps of the time function are divided into the construction of the time function of the vehicle gathering process, the construction of the time function of the material loading and unloading process, the construction of the time function of the material transportation process and the construction of the time function of the material allocation process; The vehicle gathering process only considers the driving situation on the road, and sets the vehicle gathering process as the gathering process from the vehicle parking place to the material distribution point; the arrival time of a single vehicle for: In the formula, corresponds to a driving route in the ground transportation network, with the start node and the end node numbered i and j respectively; is the distance length of the driving route whose starting node and ending node are numbered i and j respectively; It is a 0-1 variable, and the vehicle passes by 1 when driving route, otherwise 0; v k0 is the average speed of the vehicle when it is unloaded; It is assumed that the transport vehicle responds immediately. If there is no response, the next transport vehicle is switched immediately. The time function T1 for the collection of vehicles for a single transport is: When materials are at the material distribution point, material loading and unloading occurs, which generates material loading and unloading time. Material loading and unloading time is related to the material quantity, labor, loading and unloading equipment model and performance, and is an interval quantity. Material loading time t z It is expressed as: t z =max{t dz } (3) In the formula, t dz It is a function of the time required to load materials into a single transport vehicle; Material unloading time t x It is expressed as: t x =max{t dx } (4) Where, t dx It is the time function for unloading materials from a single transport vehicle; The material transportation process is divided into road transportation and rail transportation, and road transportation is divided into ordinary road transportation and highway transportation; Single time function T of ordinary road transport DL Expressed as: Where, L ij is a driving route on an ordinary highway, with the starting node and the ending node numbered i and j respectively; d ij is the length of the route whose starting and ending nodes are numbered i and j respectively; Y ij is a 0-1 variable, and the vehicle passes through L ij 1 if route, 0 otherwise; v k It is the average speed of fully loaded vehicles traveling on ordinary roads; Assuming that the transportation network can be cleared in time when it is blocked, the time T for a single transport vehicle to run on ordinary roads is L for: T L =max{T DL } (6) Single trip time T for highway transportation DH Expressed as: In the formula, is a driving route on a highway, with the start node and the end node numbered i and j respectively; is the distance length of the driving route whose starting node and ending node are numbered i and j respectively; It is a 0-1 variable, and the vehicle passes by 1 if route, 0 otherwise; v kh is the average speed of fully loaded vehicles traveling on the highway; Assuming that the transportation network can be cleared in time when it is blocked, the time T for a single transport vehicle to run on the highway is H Then: T H =max{T DH } (8) Single time of railway transportation T DT Expressed as: In the formula, is a route on the railway, with the start node and the end node numbered i and j respectively; is the distance length of the driving route whose starting node and ending node are numbered i and j respectively; It is a 0-1 variable, and the vehicle passes by 1 if route, 0 otherwise; v T is the average speed of a fully loaded train running on the railway; Assuming that the railway transportation is smooth, the time for a single transportation is T T for: T T =max{T DT } (10); Combining the time expression of single transportation of ordinary road transportation, highway transportation and railway transportation, considering the process of material allocation and transportation, the time function f1 of the material allocation process is obtained as follows: In the formula, K D A collection of trucks that can be used in the material storage area; K A is the set of trucks that can be deployed at the material demand location; T is the set of trains that can be deployed; are the material loading and unloading time of any vehicle respectively; The average speed of empty and fully loaded trucks for ordinary road transport; The average speed of empty and loaded trucks for highway transport; is the speed of the train during transportation; L c It is the common road network from the vehicle parking place to the fuel storage place; L cc It is a common road network from the oil storage area to the oil demand area; HL cc A highway network from oil storage to oil demand areas; TL cc The railway network from the oil storage area to the oil demand area; L ch A road network from the railway station where fuel is needed to the destination where fuel is needed; is the length of the ordinary road from point i to point j during the process of the vehicle stopping place to the fuel storage place; It is a 0-1 variable. When the vehicle stops at the station and moves from point i to point j, it is 1, otherwise it is 0. is the length of the ordinary highway from point i to point j in the process of vehicle storage to fuel demand; It is a 0-1 variable. When the vehicle moves from point i to point j during the process from the storage location to the fuel demand location, it is 1, otherwise it is 0. is the length of the railway from point i to point j in the process from the vehicle storage to the fuel demand location; It is a 0-1 variable. In the process from the vehicle storage to the fuel demand location, if the railway goes from point i to point j, it is 1, otherwise it is 0; is the length of the ordinary highway from point i to point j in the process of transporting materials from the railway station in the demand city to the material transportation destination; is a 0-1 variable. When the ordinary highway from point i to point j is used during the process from the railway station in the demand city to the material transportation destination, it is 1, otherwise it is 0; m k 、m T are the number of transport vehicles and transport trains mobilized in a single batch of transportation; Δt k , Δt T They are the departure intervals of transport vehicles and transport trains respectively.

6. The material allocation method based on ground transportation network according to claim 1 is characterized in that: The step 5) specifically includes: According to the single material allocation process, the material allocation cost is divided into the cost of the fuel storage site, the operating cost of the transport vehicle, and the fixed cost of the equipment. The operating cost of the transport vehicle includes the vehicle return cost. The cost function f2 of the material allocation process is as follows: f2=C1+C2+C3 (12) Among them, C1, C2, and C3 are the cost of the oil storage site, the operating cost of the transportation vehicle, and the fixed cost of the equipment; The cost of the oil storage site C1 includes the use cost and personnel charges, expressed as: Among them, O is the set of oil storage sites, F1 is the cost of oil storage sites, is the decision variable; when the oil storage is enabled, otherwise The operating cost C2 of the transport vehicle includes the operating cost per kilometer of the transport vehicle when it is empty on the road F2, the operating cost per kilometer of the transport vehicle when it is fully loaded on the road F3, the operating cost per kilometer of the transport vehicle when it is empty on the highway F4, the operating cost per kilometer of the transport vehicle when it is fully loaded on the highway F5, the operating cost per kilometer of the empty train F6, and the operating cost per kilometer of the fully loaded train F7; the expression of C2 is: In the formula, is a 0-1 variable. When the train is returning, it is 1 if the railway runs from point i to point j, otherwise it is 0; The inherent cost of equipment C3 includes the inherent cost of the vehicle F8, the inherent cost of the train F9, the inherent cost of the loading and unloading equipment F 10 , the expression of C3 is: Where, X n It is a 0-1 variable, which is 1 when the transport vehicle, train, or loading and unloading equipment is in use, and 0 otherwise.

7. The material allocation method based on the ground transportation network according to claim 6 is characterized in that: The step 7) specifically includes: In the rapid response phase, it is necessary to deploy materials to the places where materials are needed as quickly as possible to minimize the impact of emergencies and establish a deployment model as follows: Where n K 、n T are the number of vehicles and trains used to transport fuel to the fuel demand area; C K , C T are the loads of each vehicle and each train respectively; C TH is the total material consumption during the transportation process; C0 is the total demand for material allocation; The first constraint in equation (16) indicates that in the ground transportation network, the fuel transport carrier can only move to the node close to the fuel demand location; the second to fourth constraints indicate that the fuel transport carrier can only move from one node to another at the same time; the fifth constraint indicates that the total fuel allocation amount is not less than the demand amount.

8. The material allocation method based on ground transportation network according to claim 1 is characterized in that: The step 6) specifically includes: before or during an incident, it is necessary to urgently allocate materials to curb the adverse effects of the incident to the greatest extent possible. At this time, response time is the main contradiction, and it is a rapid response stage; when the incident develops to the stalemate stage, the time requirement for material allocation can be relaxed accordingly, and the weight of material allocation cost control can be increased, which is a continuous allocation stage.

9. The material allocation method based on ground transportation network according to claim 1 is characterized in that: The step 8) specifically includes: A first single-objective allocation model with the goal of minimizing the allocation time within the specified cost is established, a unilateral constraint condition is given to the material allocation cost, and by setting the specified allocation cost limit R0, dynamic regulation of the material allocation cost is achieved while pursuing the minimum time; the first single-objective allocation model is as follows: A second single-objective allocation model with the goal of minimizing allocation costs within a specified time is established. The material allocation costs are taken as the optimization target. A unilateral constraint condition is set based on the time function of the material allocation process and the specified allocation time limit T0 to dynamically adjust the allocation costs. The second single-objective allocation model is as follows: A multi-objective allocation model is established to minimize the allocation time within the specified time and the allocation cost within the specified cost. Two unilateral constraints are set based on the time function and cost function of the material allocation process to dynamically adjust the allocation time and allocation cost. The multi-objective allocation model is as follows:

10. The material allocation method based on ground transportation network according to claim 1, characterized in that: The material distribution points include material storage locations and locations where vehicles are replaced midway.

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