Method for platform delivery of diesel from a tank truck

Abstract

The application provides a method for platform distribution of diesel oil by tank trucks, relates to the technical field of electric digital data processing, and generates a distribution path stability index through analysis of road condition indexes and traffic safety risk indexes, so that a more safe and efficient suboptimal distribution path is screened out; secondly, the through blockage, car trapping risk and sight distance problem of the diesel oil filling area are comprehensively evaluated to generate a reliability index, intelligent strategies are provided for tank truck type selection, filling efficiency is optimized and the car trapping risk is reduced; finally, through comprehensive analysis of the resident complaint rate and sensitive factors, the balance between path optimization and resident satisfaction is realized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electric digital data processing, in particular to a method for platform distribution of diesel oil by tank truck. BACKGROUND

[0002] Tank trucks are widely used for diesel oil distribution, especially in rural farmland areas or construction sites where tank trucks cannot pass through, and its flexibility and efficiency are concerned by all parties. However, the traditional diesel oil distribution method is usually based on manual scheduling or simple route planning, and lacks precise data collection and analysis capabilities for multi-dimensional parameters (such as road conditions, traffic safety, diesel oil filling area environment and resident demand, etc.) in complex distribution scenarios, resulting in difficulty in effectively guaranteeing the actual distribution efficiency and safety. In the early stage of technological development, the selection of diesel oil distribution path relies more on experience and does not fully utilize modern intelligent scheduling technology and multi-source data analysis method. Especially in the complex distribution scene where the diesel oil filling area intersects with the resident concentrated area, how to realize the dynamic optimization of the diesel oil distribution path and the efficient management of the diesel oil filling process has become the core problem that the industry needs to solve.

[0003] In the prior art, the path optimization algorithm, system and device for secondary distribution vehicle of finished oil with publication number CN115965172B, the path optimization algorithm includes the following steps: problem analysis, through the business scene, the composition of the finished oil distribution network is determined, the finished oil transportation scheduling is equivalent to the finished oil transportation best path, and the finished oil transportation path cost is modeled into an operational optimization model; initial data processing, the planned distribution quantity is determined; generating an initial solution, under the randomly generated vehicle sequence, the planned initial solution is formed; evolution operation, the randomly generated vehicle sequence is selected, crossed and mutated to determine the initial distribution path of the vehicle;

[0004] Although the prior art preliminarily introduces the path planning system, there are generally many deficiencies and limitations. First, most of the existing path planning schemes only focus on the optimization of delivery time and distance, without considering important factors such as road conditions and safety, such as potential threats of roadside obstacles to tank trucks, safety risks of non-motor vehicle penetration, and possible vehicle trapping in diesel filling areas, etc. Such single-dimensional consideration not only limits the practical feasibility of path planning, but also may cause safety hazards in the delivery process. Secondly, in the diesel filling management of the diesel filling area, the prior art lacks in-depth analysis of the dynamic complexity of the internal environment of the diesel filling area, such as the traffic congestion problem of the diesel filling area, the vehicle trapping risk and the line-of-sight obstacle of the working environment, etc. These factors usually directly affect the delivery efficiency and the selection of tank truck equipment, but are not fully considered by the prior art. In addition, when the tank truck passes through the residential concentrated area, the prior art has weak response ability to the residents' appeal, lacks systematic evaluation of factors such as resident complaints and sensitive group demands, and cannot effectively balance the delivery efficiency and social acceptance;

[0005] The above information disclosed in the above background section is only used to strengthen the understanding of the background of the present disclosure, and therefore it can include information that does not constitute prior art known to those of ordinary skill in the art. SUMMARY

[0006] The purpose of the present application is to provide a method for platform delivery of diesel oil by tank truck to solve the problems raised in the above background.

[0007] To achieve the above purpose, the present application provides the following technical solutions:

[0008] The method for platform delivery of diesel oil by tank truck, the specific steps include:

[0009] Step S1: determining a plurality of initial delivery paths of diesel delivery orders, collecting road condition indicators and traffic safety risk indicators of each initial delivery path;

[0010] The road condition indicators include roadside obstacle potential invasion factors and road oil consumption factors;

[0011] The traffic safety risk indicators include the accident rate per kilometer of each initial delivery path in the accident history data within the current estimated travel time period, and the non-motor vehicle penetration frequency;

[0012] The road condition indicators and traffic safety risk indicators of each initial delivery path are analyzed and processed to comprehensively generate a delivery path stability index, and the delivery path stability index is used to select three suboptimal delivery paths from the plurality of initial delivery paths;

[0013] Step S2: Collect the traffic jam index, vehicle trapping index and sight distance disturbance index of the diesel filling area corresponding to each sub-optimal distribution path, and comprehensively analyze these indexes to generate a reliability index of the diesel filling area, which is used to provide an optimal strategy for the type of oil tank truck for each sub-optimal distribution path;

[0014] Step S3: For each sub-optimal distribution path passing through a resident concentrated area, collect the resident complaint rate and child and old person sensitive factor when different types of oil tank trucks pass through the resident concentrated area; by analyzing and processing the resident complaint rate and child and old person sensitive factor, a sub-optimal selection index is comprehensively generated; the sub-optimal selection index is used to screen out the optimal distribution path from the three sub-optimal distribution paths.

[0015] Compared with the prior art, the beneficial effects of the present application are: by analyzing the road condition index and traffic safety risk index, a distribution path stability index is generated to screen out a safer and more efficient sub-optimal distribution path; secondly, the traffic jam, vehicle trapping risk and sight distance problem of the diesel filling area are comprehensively evaluated to generate a reliability index, which provides an intelligent strategy for the selection of the type of oil tank truck, optimizes the filling efficiency and reduces the risk of vehicle trapping; finally, by introducing the comprehensive analysis of the resident complaint rate and sensitive factor, the balance between path optimization and resident satisfaction is realized; the overall scheme is multi-dimensional linkage, which not only solves the core problem of insufficient dynamic analysis of complex scenes in the prior art, but also effectively improves the precision, environmental protection and social benefits of distribution, making it more practical and valuable for promotion. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 The figure is a schematic diagram of the overall method of the present application. DETAILED DESCRIPTION

[0017] In order to make the purpose, technical scheme and advantages of the present application clearer, the present application is further described in detail below in combination with specific embodiments.

[0018] It should be noted that the technical terms or scientific terms used in the present application should be understood as the general meaning understood by those skilled in the art unless otherwise defined. The "first", "second" and similar words used in the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Include" or "contain" and similar words mean that the elements or objects before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connected" or "connected" and similar words are not limited to physical or mechanical connection, but can include electrical connection, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to represent the relative positional relationship, when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] Embodiment one:

[0020] Please refer to Figure 1 The present application provides a technical solution:

[0021] The method for platform distribution of diesel oil by tank truck is suitable for the scene where the terminal point of the distribution path is difficult for the tank truck to pass through, and the specific steps include:

[0022] Step S1: determining a plurality of initial distribution paths of the diesel oil distribution order, collecting road condition indicators and traffic safety risk indicators of each initial distribution path;

[0023] The road condition indicators include the roadside obstacle potential invasion factor and the road oil consumption factor;

[0024] The roadside obstacle potential invasion factor uses the obstacle distribution and the minimum safety distance scanned by the vehicle-mounted high-precision laser radar on both sides of the path, and the obstacle density;

[0025] The road oil consumption factor calculates the increased fuel consumption of the slope uphill of the initial distribution path;

[0026] The traffic safety risk indicators include the accident rate per kilometer in the accident history data of each initial distribution path in the current estimated travel time period, and the frequency of non-motor vehicle insertion;

[0027] The road condition indicators and the traffic safety risk indicators of each initial distribution path are analyzed and processed to comprehensively generate a distribution path stability index, and the distribution path stability index is used to select three suboptimal distribution paths from the plurality of initial distribution paths;

[0028] Further explanation: the calculation formula of the roadside obstacle potential invasion factor is as follows:

[0029]

[0030] wherein, is the potential encroachment factor of roadside obstacles of the ith initial delivery route, The larger the value, the worse the road condition of the ith initial delivery route; i represents the index mark of the initial delivery route;

[0031] is the total length of the ith initial delivery route;

[0032] is the total number of obstacles of the ith initial delivery route;

[0033] is the shortest distance between the jth obstacle on the ith initial delivery route and the center line of the lane; obtained by laser radar scanning;

[0034] is the weighting coefficient of the jth obstacle on the ith initial delivery route; used to measure the relative threat degree of the obstacle to the driving of the oil tank truck;

[0035] The obstacles include but are not limited to trees, height limit stands and width limit piers;

[0036] When , ;

[0037] and setting , the obstacle layout in the ith initial delivery route will affect the driving safety of the oil tank truck; is the alert threshold of the potential encroachment factor of roadside obstacles of the ith initial delivery route;

[0038] The calculation formula of the road fuel consumption factor is defined as follows:

[0039]

[0040] wherein, is the road fuel consumption factor of the ith initial delivery route, The larger the value, the greater the fuel consumption of the ith initial delivery route;

[0041] is the total number of uphill sections in the ith initial delivery route;

[0042] is the acceleration of gravity; is the slope angle of the uth uphill section in the ith initial delivery route;

[0043] is the length of the uth uphill section in the ith initial delivery route;

[0044] is the total mass of the oil tank truck; is the oil consumption increment coefficient in the i-th initial distribution path; is the total length of the i-th initial distribution path;

[0045] and define The calculation formula is as follows:

[0046]

[0047] wherein is the difference between the oil consumption of the current oil tank truck in the u-th uphill section of the i-th initial distribution path and the oil consumption of the oil tank truck on the flat road with a length of ;

[0048] The elevation change data of the i-th initial distribution path is analyzed, and based on the elevation change data, the uphill section areas are segmented from the i-th initial distribution path, and the slope angle and length of each uphill section are collected.

[0049] When , it indicates that the i-th initial distribution path is a high-oil-consumption path, is the warning threshold of the road oil consumption factor of the i-th initial distribution path; in this embodiment, the is set by the expert group through fuzzy analytic hierarchy process (FAHP).

[0050] The calculation formula of the accident rate per kilometer is defined as follows:

[0051]

[0052] wherein is the accident rate per kilometer in the i-th initial distribution path; The greater the value, the greater the probability of accidents on the i-th initial distribution path;

[0053] is the total number of historical accidents of the i-th initial distribution path in the current estimated travel time period in the accident history data; the accident records are obtained from the traffic management department. is the total length of the i-th initial distribution path;

[0054] When , it indicates that the traffic safety risk of the i-th initial distribution path is large, is the warning threshold of the accident rate per kilometer of the i-th initial distribution path; in this embodiment, the is determined by the expert group through fuzzy analytic hierarchy process (FAHP).

[0055] The calculation formula of the non-motor vehicle insertion frequency is defined as follows:

[0056]

[0057] wherein, is the estimated number of non-motor vehicle insertion roads in the i-th initial delivery path, is obtained by the i-th initial delivery path in the non-motor vehicle insertion history data in the past month; is the time length of the i-th initial delivery path in the current estimated travel time period, the unit is minute, and the time length of the estimated travel time period is obtained by the initial delivery path corresponding to the navigation system; is the influence factor of the i-th initial delivery path in the current estimated travel time period; ; is the total number of orders to be delivered by the h1-th delivery man in the i-th initial delivery path in the current estimated travel time period; is the number of express delivery orders of the h1-th delivery man in the i-th initial delivery path in the current estimated travel time period, and H1 is the total number of delivery men in the i-th initial delivery path in the current estimated travel time period; The larger the ratio is, the higher the probability of non-motor vehicle insertion road of the delivery man is; the probability of non-motor vehicle insertion road of the delivery man is higher than that of ordinary non-motor vehicle, so it is considered as an influencing factor alone, and the higher the number is, the greater the non-motor vehicle insertion frequency will be;

[0058] is the non-motor vehicle insertion frequency of the i-th initial delivery path, The larger the value is, the higher the probability of non-motor vehicle insertion of the i-th initial delivery path is, and the greater the influence on the driving safety of the oil tank truck is;

[0059] When the value of is greater than 0, it means that the non-motor vehicle insertion probability of the i-th initial delivery path is large; is the warning threshold of the non-motor vehicle insertion frequency of the i-th initial delivery path;

[0060] The calculation formula of the delivery path stability index is defined as follows:

[0061]

[0062] wherein, is the delivery path stability index of the i-th initial delivery path; The higher the value is, the more unstable the i-th initial delivery path is;

[0063] , , and are weight factors of the corresponding parameters, respectively, , , and all take values in the interval (0, 1), and ;

[0064] The initial setting of the embodiment is ;

[0065] The initial screening threshold value of is set to ; and ;

[0066] Set i∈{1, 2, …, N1}, where N1 is the total number of initial distribution paths;

[0067] The distribution path that meets is taken as an alternative distribution path;

[0068] The three smallest values are selected from the alternative distribution paths as suboptimal distribution paths;

[0069] and the three suboptimal distribution paths are respectively denoted as P1, P2 and P3; and set Ph∈{P1, P2, P3}, Ph is an index mark of any one of the three suboptimal distribution paths.

[0070] Step S2: Collect the traffic congestion index, the vehicle trapping index and the sight distance disturbance index of the diesel filling area corresponding to each suboptimal distribution path, and comprehensively analyze these indexes to generate a reliability index of the diesel filling area, which is used to provide an optimal strategy for the type of oil tank truck for each suboptimal distribution path;

[0071] Further explanation: The definition of the diesel filling area includes but is not limited to farmland areas or construction sites where it is difficult for oil tank trucks to pass through;

[0072] The traffic congestion index is a measure of the degree of congestion of the traffic path of the farmland area or the construction site through which the oil tank truck passes when entering the farmland area or the construction site for diesel filling; and reflects the traffic efficiency when entering the diesel filling area;

[0073] The traffic congestion index of the diesel filling area corresponding to the Phth suboptimal distribution path is denoted as ;

[0074] The calculation formula of the traffic congestion index is as follows:

[0075]

[0076] wherein, is the traffic congestion index of the diesel filling area corresponding to the Phth suboptimal distribution path;

[0077] is the actual estimated travel time when the tanker truck enters the diesel filling area in the Phth suboptimal distribution path; the unit is (seconds);

[0078] is the historical shortest travel time when the tanker truck enters the diesel filling area in the Phth suboptimal distribution path; the unit is (seconds), and the historical shortest travel time is obtained through standard testing or historical data.

[0079] The best travel time of the travel path in the diesel filling area under the condition of no congestion is obtained through field testing or historical data analysis.

[0080] is set , indicating that the actual estimated travel time is the same as the historical shortest travel time, and the travel path of the diesel filling area is not congested;

[0081] , indicating that the actual estimated travel time is prolonged, and the travel path of the diesel filling area is congested;

[0082] , indicating that the travel path of the diesel filling area is seriously congested, and it is suggested to adjust the distribution time or select a suitable tanker truck model; is the warning threshold of , and is initially set to ; the range value is adaptively adjusted based on actual user needs, and is not described in detail;

[0083] The vehicle trapping index is an evaluation of the frequency of vehicle trapping events of the tanker truck on the travel path of the diesel filling area, reflecting the stability and safety of the travel path;

[0084] The calculation formula of the vehicle trapping index is defined as follows:

[0085]

[0086] , wherein is the vehicle trapping index of the diesel filling area corresponding to the Phth suboptimal distribution path;

[0087] is the average number of vehicle trapping events recorded in a measurement period in the travel path of the diesel filling area corresponding to the Phth suboptimal distribution path; the average number of vehicle trapping events records trailer failure, vehicle landslide, and wheel anchoring and skidding in the diesel filling area, etc.

[0088] The vehicle trapping event number recorded in the measurement period in the embodiment is the average number of vehicle trapping events in the current month in the past 3 years;

[0089] is the total area of the passing path in the diesel filling area corresponding to the Phth suboptimal distribution path; the unit is (square meter), which is obtained through GPS trajectory data or land surveying system.

[0090] Deploy vehicle monitoring sensors or use on-board systems to record real-time records of truck accidents on the passing path of the diesel filling area, and apply to the management department to obtain historical vehicle accident records.

[0091] It means that the passing path of the Phth suboptimal distribution path corresponding to the diesel filling area has no truck accident, and the passing of the diesel filling area is stable.

[0092] It means that the passing path of the Phth suboptimal distribution path corresponding to the diesel filling area has a high frequency of truck accidents, and the passing path of the diesel filling area is unstable, and the distribution path needs to be replaced or the appropriate tanker type needs to be selected. is the warning threshold of , which is initially set to ; the range value is adaptively adjusted based on actual user needs, which is not described here.

[0093] The line-of-sight disturbance index is to evaluate the visibility distance of the tanker when entering the passing path of the diesel filling area; it affects the safety of vehicle operation, especially in areas with dense vegetation or complex terrain.

[0094] The calculation formula of the line-of-sight disturbance index is defined as follows:

[0095]

[0096] Among them, is the line-of-sight disturbance index of the Phth suboptimal distribution path corresponding to the diesel filling area.

[0097] is the standard line-of-sight of the passing path of the Phth suboptimal distribution path corresponding to the diesel filling area; the unit is (meter), which is set according to the safety standard of tanker operation (for example, the standard line-of-sight is set to 300 meters).

[0098] is the actual visibility distance of the passing path of the Phth suboptimal distribution path corresponding to the diesel filling area; the unit is (meter); Specifically considering the influence of obstacles such as vegetation, terrain, and fog weather;

[0099] Using laser range finder or high-precision GPS equipment, actual visual distance measurement is carried out in the diesel filling area to obtain the actual visual distance, or the customer end uploads the environment video of the passing path in the diesel filling area from the diesel distribution order, and the actual visual distance of the passing path is determined by image analysis on the environment video;

[0100] It indicates that the actual visual distance is consistent with the standard visual distance, and there is no line of sight obstruction.

[0101] It indicates that the actual visual distance is lower than the standard visual distance, there is a risk of tanker driving, and the type of tanker needs to be adjusted or auxiliary safety measures need to be added. is the warning threshold; the initial setting ; the range value is adaptively adjusted based on actual user demand, which is not described here.

[0102] The reliability index calculation formula is defined as follows:

[0103]

[0104] Among them, , and are the weight factors of the corresponding parameters, , and The values are in the interval (0, 1), and .

[0105] is the reliability index of the passing path in the diesel filling area corresponding to the Phth suboptimal distribution path.

[0106] This embodiment sets the following weight factors according to the distribution environment and safety requirements of the diesel filling area:

[0107] : Because the obstruction directly affects the distribution efficiency;

[0108] : Because the trapped car affects the passing stability;

[0109] : Because the visual distance affects the operation safety;

[0110] For each suboptimal distribution path P1, P2 and P3, the reliability index of the diesel filling area is calculated by applying the above formula .

[0111] The values of of each suboptimal distribution path are summarized to form a reliability report, which provides a basis for subsequent optimization selection of tanker type.

[0112] Set the judgment interval for ; and are the lower limit value and the upper limit value of the judgment interval, respectively; based on the expert group to determine ;

[0113] In this embodiment, set ; ;

[0114] The following definitions are made for large tank trucks, medium tank trucks and small tank trucks of the tank truck type:

[0115] The volume of a large tank truck is 20,000 liters or more;

[0116] The volume of a medium tank truck is between 5,000 liters and 20,000 liters;

[0117] The volume of a small tank truck is between 1,000 liters and 5,000 liters.

[0118] When , it means that the diesel filling area corresponding to the Phth suboptimal distribution path is a high reliability area; the high reliability area is suitable for large tank trucks; the advantage is that the distribution quantity is large at one time, reducing the distribution frequency;

[0119] When , it means that the diesel filling area corresponding to the Phth suboptimal distribution path is a medium reliability area; the medium reliability area is suitable for medium tank trucks; it can balance the diesel distribution quantity and flexibility;

[0120] When , it means that the diesel filling area corresponding to the Phth suboptimal distribution path is a low reliability area; the low reliability area is suitable for small tank trucks; it has high mobility and adapts to complex environments;

[0121] For each suboptimal distribution path, the most suitable tank truck type is selected according to the reliability index of its diesel filling area.

[0122] In the diesel distribution platform, the platform inputs the tank truck type demand corresponding to each path into the inventory management system.

[0123] The dispatch center allocates the corresponding type of tank truck to execute the distribution task according to the priority and resource situation.

[0124] Step S3: Collect the resident complaint rate and the child and old people sensitive factor when different types of tank trucks pass through the resident concentration area for each suboptimal distribution path; analyze and process the resident complaint rate and the child and old people sensitive factor, and comprehensively generate a suboptimal selection index; the suboptimal selection index is used to screen the optimal distribution path from the three suboptimal distribution paths.

[0125] Cooperate with local governments or community management departments to obtain resident complaint records when different types of tank trucks pass through each suboptimal distribution path;

[0126] Establish an online complaint platform to collect real-time complaints of residents on the passing of tank trucks;

[0127] Classify and organize the complaint data according to the type of tank truck, and record the number of complaints of each type of tank truck in each resident concentration area.

[0128] The calculation formula of the resident complaint rate is as follows:

[0129]

[0130] Among them, is the resident complaint rate of the Phth suboptimal distribution path selecting the rth type of tank truck, r∈{r1, r2, r3}, r1, r2, r3 represent large, medium and small tank trucks respectively;

[0131] is the number of complaints of the Phth suboptimal distribution path selecting the rth type of tank truck;

[0132] is the number of passes of the Phth suboptimal distribution path selecting the rth type of tank truck in the past year;

[0133] The larger the value, the greater the resident complaint trend when the Phth suboptimal distribution path selects the rth type of tank truck;

[0134] The calculation formula of the child and old people sensitive factor is as follows:

[0135]

[0136] Among them, is the child and old people sensitive factor comprehensive score when the Phth suboptimal distribution path selects the rth type of tank truck;

[0137] is the weight of the qth sensitive factor when the Phth suboptimal distribution path selects the rth type of tank truck, q∈{1, 2, …, Q}, Q is the total number of sensitive factor types;

[0138] is the score of the qth sensitive factor for children and the elderly when the rth type of tanker is selected in the Phth suboptimal distribution path selection;

[0139] The rules for scoring sensitive factors are as follows: the score values are set to 0, 1 and 2 in turn, and the higher the value, the higher the sensitivity of children and the elderly;

[0140] Sensitive factors include but are not limited to noise sensitivity, traffic safety concern and environmental impact awareness;

[0141] Examples are as follows:

[0142] Corresponding to noise sensitivity

[0143] 0 points represent no sensitivity:

[0144] Residents generally reflect that the noise impact during the tanker distribution process is minimal or non-existent.

[0145] The surrounding buildings in this area can effectively block sound, and the noise level meets the national standard, without the need for additional control measures.

[0146] 1 point represents moderate sensitivity:

[0147] Some residents reflect that the noise during the tanker distribution process has some impact and occasionally interferes with normal life.

[0148] Proper noise control measures need to be taken, such as limiting the distribution time period or using low-noise tankers.

[0149] 2 points represent high sensitivity:

[0150] Most residents indicate that the noise during the tanker distribution process significantly interferes with daily life.

[0151] Strict noise control measures must be taken, such as limiting distribution time, choosing silent tankers or adding noise barriers.

[0152] For traffic safety concern:

[0153] 0 points represent no concern:

[0154] Residents have no obvious concerns about traffic safety during tanker distribution activities.

[0155] The traffic conditions in this area are good, and the safety of tanker traffic is high, without the need for additional safety measures.

[0156] 1 point represents moderate concern:

[0157] Some residents express certain concerns about traffic safety during tanker distribution activities, such as pedestrian crossing safety or vehicle traffic safety.

[0158] Some traffic safety measures should be taken, such as setting up speed bumps, adding traffic signs, or arranging traffic guides.

[0159] 2 points represent high concern:

[0160] Most residents are highly concerned about traffic safety issues during tank truck distribution activities, and there are significant safety hazards.

[0161] Strict traffic safety management measures must be implemented, such as developing dedicated distribution routes, limiting distribution during peak hours, or strengthening traffic safety facilities.

[0162] Perception of environmental impact:

[0163] 0 points represent no perceived impact:

[0164] Residents generally believe that tank truck distribution activities have little or no impact on the environment.

[0165] The area has well-developed environmental protection facilities, and tank truck emissions meet environmental standards, without the need for additional environmental protection measures.

[0166] 1 point represents moderate perceived impact:

[0167] Some residents perceive that tank truck distribution activities have some impact on the environment, such as exhaust emissions or road stains.

[0168] Appropriate environmental protection measures should be taken, such as using low-emission tank trucks, regularly cleaning distribution routes, or strengthening environmental monitoring.

[0169] 2 points represent high perceived impact:

[0170] Most residents believe that tank truck distribution activities have a significant negative impact on the environment, such as severe exhaust pollution or deterioration of road environment.

[0171] Strict environmental protection control measures must be taken, such as replacing all tank trucks with environmentally friendly ones, optimizing distribution routes to reduce environmental impact, or implementing environmental compensation measures.

[0172] The calculation formula for defining the suboptimal selection index is as follows:

[0173]

[0174] where, is the suboptimal selection index when the Phth suboptimal distribution path selects the rth type of tank truck;

[0175] d1 and d2 are the weight factors of resident complaint rate and child and elderly sensitivity factors, respectively, with a total of 1;

[0176] The lower the value, the less the influence of the resident complaint and the sensitive factor on the selection of the rth type of oil tank truck from the Phth suboptimal distribution path;

[0177] Selecting the path with the lowest value from the suboptimal distribution paths P1, P2 and P3 as the optimal distribution path.

[0178] Through the above description of the embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software and necessary general hardware, and of course, it can also be implemented by hardware, but in many cases, the former is a better embodiment. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, and the computer software product can be stored in a computer readable storage medium, such as a floppy disk, a read-only memory (ROM), a random access memory (RAM), a FLASH, a hard disk or an optical disc, etc., including a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the method of each embodiment of the present application.

[0179] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application or part of the technical solutions or the part of the technical solutions that essentially contribute to the prior art can be embodied in the form of a software product, which is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method of each embodiment of the present application. The aforementioned storage medium includes a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disc, etc. various media that can store program codes.

[0180] ​The logic and / or steps represented in the flow diagrams or otherwise described herein, for example, can be considered as a sequence of executable instructions, and can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. In the context of this specification, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer-readable medium can be, for example but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, device, or propagation medium.

[0181] More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection (electronic) having one or more wires, a portable computer diskette (magnetic), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can also be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, for example via an optical scanner, then compiled, interpreted, or otherwise processed, and stored in a computer memory in a form that can be later executed by a computer. In some embodiments, the machine-readable medium can be a computer- readable storage medium.

[0182] It should be understood that aspects of the application can be implemented in hardware, software, firmware or combinations thereof. In the above embodiments, various steps or methods can be implemented in software or firmware that is stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, and in another embodiment, any of the following can be used: discrete logic circuitry having logic gates for implementing logic functions upon data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and so forth. It should be noted that the foregoing embodiments are merely examples of implementations of the technical solutions of the present application and are not limiting. Although the present application has been described in detail with reference to the preferred embodiments, it should be understood that the technical solutions of the present application can be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present application, and all such modifications or replacements should be encompassed in the scope of the claims of the present application.

[0183] It should be noted that the above examples are only used to illustrate the technical solutions of the present application but not limit the present application. Although the present application is described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present application can be modified or equivalently replaced, without departing from the spirit and scope of the technical solutions of the present application, which should be covered in the scope of the claims of the present application.

Claims

1. A method of platformed delivery of diesel fuel from a tank truck, characterized by, The specific steps include: Step S1: determining a plurality of initial delivery paths of the diesel delivery order, collecting road condition indicators and traffic safety risk indicators of each initial delivery path; The road condition indicators include roadside obstacle potential invasion factors and road fuel consumption factors; The traffic safety risk indicators include the accident rate per kilometer of each initial delivery path in the accident history data within the current estimated travel time period, and the frequency of non-motor vehicle insertion; The road condition indicators and the traffic safety risk indicators of each initial delivery path are analyzed and processed to comprehensively generate a delivery path stability index, and the delivery path stability index is used to screen three suboptimal delivery paths from the plurality of initial delivery paths; Step S2: collecting the traffic jam indicators, vehicle trapping indicators and sight distance disturbance indicators of the diesel filling area corresponding to each suboptimal delivery path, and comprehensively analyzing these indicators to generate a reliability index of the diesel filling area, and the reliability index is used to provide an optimal strategy for the tanker type of each suboptimal delivery path; Step S3: collecting the resident complaint rate and the child and old person sensitive factor when different types of tankers pass through the resident concentrated area for each suboptimal delivery path; the resident complaint rate and the child and old person sensitive factor are analyzed and processed to comprehensively generate a suboptimal selection index; the suboptimal selection index is used to screen the optimal delivery path from the three suboptimal delivery paths.

2. The method of delivering diesel fuel in bulk from a tank truck to a platform as defined in claim 1, wherein: The calculation formula of the roadside obstacle potential invasion factor is defined as follows: ； wherein, is a potential encroachment factor of a roadside obstacle of the i-th initial delivery route, The greater the value, the worse the road condition of the i-th initial delivery route; i represents an index mark of the initial delivery route. is the total length of the i-th initial delivery path; is the total number of obstacles of the i-th initial delivery path; is the shortest distance between the jth obstacle on the ith initial distribution path and the center line of the lane; is a weighting factor for the jth obstacle on the ith initial delivery path; When Time, ; and set When the obstacle layout in the ith initial distribution path affects the driving safety of the tank truck, is the alert threshold of the potential invasion factor of the roadside obstacle of the ith initial distribution path. The calculation formula of the road fuel consumption factor is defined as follows: ； wherein, is a road fuel consumption factor of the i-th initial distribution route, The greater the value, the greater the fuel consumption of the i-th initial distribution route. is the total number of uphill segments in the i-th initial delivery path; is the gravitational acceleration; is the slope angle of the u-th uphill section in the i-th initial distribution path; is the length of the u-th uphill section in the i-th initial distribution path; is the total mass of the tank truck; is the fuel consumption increment coefficient in the i-th initial distribution path; is the total length of the i-th initial distribution path; Setting when the i-th initial delivery route is a high-oil consumption route, is a warning threshold of the road oil consumption factor of the i-th initial delivery route. The calculation formula of the accident rate per kilometer is defined as follows: ； wherein, is the accident rate per kilometer in the i-th initial distribution path; The greater the value, the greater the probability of an accident occurring in the i-th initial distribution path. is the total number of historical accidents in the accident history data for the i-th initial delivery route in the current estimated travel time period; is the total length of the i-th initial delivery route. Setting when the traffic safety risk of the i-th initial distribution path is large, is a warning threshold of the accident rate per kilometer of the i-th initial distribution path. The calculation formula of the non-motor vehicle insertion frequency is defined as follows: ； wherein, is the estimated number of non-motor vehicle insertion roads in the i-th initial distribution path; is the time length of the i-th initial distribution path in the current estimated travel time period, in minutes; is the impact factor of the i-th initial distribution path in the current estimated travel time period; ; is the total number of orders to be delivered by the h1-th delivery man in the i-th initial distribution path in the current estimated travel time period; is the number of urgent delivery orders of the h1-th delivery man in the i-th initial distribution path in the current estimated travel time period, and H1 is the total number of delivery men in the i-th initial distribution path in the current estimated travel time period; The larger the ratio is, the higher the probability of non-motor vehicle insertion road for the delivery man is. is the non-motor vehicle insertion frequency of the i-th initial distribution path, The larger the value is, the higher the probability of the non-motor vehicle inserting the i-th initial distribution path is, and the greater the influence on the driving safety of the oil tank truck is. Setting when the i-th initial delivery route is represented by a non-motor vehicle insertion probability; is a warning threshold value of the non-motor vehicle insertion frequency of the i-th initial delivery route.

3. The method for platform delivery of diesel oil by tankers according to claim 2, characterized in that: The calculation formula of the delivery path stability index is defined as follows: ； wherein, is a delivery path stability index of the i-th initial delivery path; The higher the value, the more unstable the i-th initial delivery path is. , , and are weight factors for the respective parameters, , , and all take values in the interval (0,1) and ; Set the screening threshold for ; and ; Set i∈{1,2,…,N1}, where N1 is the total number of initial delivery paths; The delivery path that meets is taken as an alternative delivery path; Select the three paths with the smallest values from the alternative delivery paths as the suboptimal delivery paths; The three suboptimal delivery paths are denoted as P1, P2 and P3 respectively; and set Ph∈{P1, P2, P3}, Ph is the index mark of any one of the three suboptimal delivery paths.

4. The method of delivering diesel fuel in bulk from a tank truck according to claim 3, wherein: The definition of the diesel filling area includes farmland areas or construction sites where tankers are difficult to pass through; The traffic jam indicator is a measure of the degree of blockage of the passing path when the tanker enters the diesel filling area for diesel filling; The calculation formula of the traffic jam indicator is defined as follows: ； wherein, is the traffic congestion index of the diesel filling area corresponding to the Phth suboptimal distribution path; is the actual estimated transit time when the tank truck enters the diesel filling area in the Phth suboptimal distribution path; is the historical shortest travel time of the tank truck entering the diesel filling area in the Phth suboptimal distribution path; Setting Indicates that the actual estimated travel time is the same as the historical shortest travel time, and there is no congestion on the travel path of the diesel refueling area. represents that the actual estimated travel time is extended, and the travel path of the diesel refueling area is blocked; The passing path representing the diesel filling area is seriously congested, and it is suggested to adjust the delivery time or select the appropriate tank truck model; is the alert threshold, ; The vehicle trapping indicator is an evaluation of the frequency of vehicle trapping events on the passing path of the diesel filling area; The calculation formula of the vehicle trapping indicator is defined as follows: ； wherein, is the breakdown index of the diesel filling area corresponding to the Phth suboptimal distribution path; is the average number of vehicle stuck events recorded for the transit path in the diesel refueling area corresponding to the Ph-th suboptimal delivery path in one metering period; is the total area of the passing path in the diesel filling area corresponding to the Phth suboptimal distribution path; represents that there is no vehicle stuck event and the traffic is stable in the travel path in the diesel filling area corresponding to the Phth suboptimal delivery path. represents that the Phth suboptimal delivery path corresponds to a diesel filling area with a high frequency of stuck events for the travel path, the travel path is unstable, and the delivery path needs to be replaced or a suitable oil tanker type is selected; is the alert threshold, ; The sight distance disturbance indicator is an evaluation of the visible distance when the tanker enters the passing path of the diesel filling area; The calculation formula of the sight distance disturbance indicator is defined as follows: ； wherein, is the line-of-sight annoyance index of the diesel refueling area corresponding to the Phth suboptimal delivery path; is the standard sight distance of the passing path in the diesel filling area corresponding to the Phth suboptimal distribution path; is the actual visible distance of the passing path in the diesel filling area corresponding to the Phth suboptimal distribution path; represents that the actual visible distance is consistent with the standard sight distance, and there is no line-of-sight obstruction; represents that the actual visible distance is lower than the standard sight distance, there is a risk of tank truck driving, and the type of tank truck needs to be adjusted; is the warning threshold; .

5. The method for platform delivery of diesel oil by tankers according to claim 4, characterized in that: The calculation formula of the reliability index is defined as follows: ； wherein , and are weight factors for the respective parameters, , and all take values in the interval (0,1) and ; is the reliability index of the passing route in the diesel filling area corresponding to the Phth suboptimal distribution route; Set The judgment interval of ; And The lower limit value and the upper limit value of the judgment interval, respectively; When the Phth suboptimal distribution path corresponds to a high-reliability region; the high-reliability region is suitable for large tank trucks; When the Phth suboptimal distribution path corresponds to a medium reliability region; the medium reliability region is suitable for a medium-sized oil tank truck; When the Phth suboptimal distribution path corresponds to a diesel filling area of low reliability; the low reliability area is suitable for small tank trucks.

6. The method of delivering diesel fuel in bulk from a tank truck to a platform as defined in claim 5, wherein: The calculation formula of the resident complaint rate is defined as follows: ； wherein, is the resident complaint rate of the Phth suboptimal distribution path selection rth type tanker truck, r e {r1, r2, r3}, r1, r2, r3 represent the index marks of large, medium and small tanker trucks, respectively; is the number of complaints of the rth type of tanker under the Phth suboptimal distribution path selection; is the number of times the rth type tanker truck of the Phth best delivery route selection has passed by in the past year; The larger the value is, the greater the tendency of the residents' complaints is when the Phth suboptimal distribution path selects the rth type of oil tank truck. The calculation formula of the child and old person sensitive factor is defined as follows: ； wherein, is the comprehensive score of the child and the elderly sensitive factor when the Phth suboptimal distribution path selection rth type oil tank truck is selected. is the weight of the qth sensitive factor when the rth type tanker is selected for the Phth suboptimal distribution path, q e {1, 2, …, Q}, Q is the total number of sensitive factor types; is the score of the qth sensitive factor for children and the elderly when the rth type tanker is selected as the Phth suboptimal distribution path; The rules for scoring the sensitive factors are set as follows: the scoring values of the q-class sensitive factors are set as 0, 1 and 2 in turn, and the higher the value, the higher the sensitivity of children and the elderly; The sensitive factors include noise sensitivity, traffic safety concern and environmental impact perception.

7. The method of claim 6, wherein the method further comprises: The calculation formula of the suboptimal selection index is defined as follows: ； wherein, is the suboptimal selection index when the Phth suboptimal distribution path selection rth type tank truck is selected. d1 and d2 are weight factors of the resident complaint rate and the child and the elderly sensitive factor respectively, and the sum of d1 and d2 is 1; d1 and d2 are both in the interval (0, 1); The rules for scoring the sensitive factors are set as follows: the scoring values of the q-class sensitive factors are set as 0, 1 and 2 in turn, and the higher the value, the higher the sensitivity of children and the elderly; The sensitive factors include noise sensitivity, traffic safety concern and environmental impact perception.

7. The method of claim 6, wherein the method further comprises: The calculation formula of the suboptimal selection index is defined as follows: d1 and d2 are weight factors of the resident complaint rate and the child and the elderly sensitive factor respectively, and the sum of d1 and d2 is 1; d1 and d2 are both in the interval (0, 1); The lower the value, the smaller the impact of resident complaints and sensitive factors on the selection of the rth suboptimal distribution path for the rth type of oil tank truck. Select from the suboptimal delivery routes P1, P2, and P3 The path with the lowest value is selected as the optimal delivery path.

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