Method and system for planning vehicle full-load order matching of scattered logistics

Abstract

The application discloses a scattered logistics whole vehicle order matching planning method and system, relates to the technical field of logistics transportation data processing, and comprises the following steps: obtaining existing whole vehicle path data, loading data, operation resource data and to-be-matched order data to generate basic data; generating a saleable interval according to the remaining transport capacity of a path section, and determining a key interval in combination with the occupation of the to-be-matched order; generating an operation grid according to node operation resources, and generating a unloadable area in combination with the loading state and unloading operation conditions; generating a candidate path for a target order, screening a feasible path according to interval processing results, operation grid matching results and unloadable matching results, matching the target order into the existing whole vehicle path, and updating the saleable interval, the operation grid and the unloadable area to output an updated whole vehicle order matching path; and reducing the performance risk caused by unreasonable transport capacity occupation, unmatched loading and unloading conditions and blocked unloading on the way.

Description

Technical Field

[0001] This invention relates to the field of logistics transportation data processing technology, and more specifically, to a method and system for planning groupage of small-volume logistics shipments. Background Technology

[0002] LCL (Less-than-Truckload) logistics consolidation typically involves matching existing full-truckload routes with pending orders through logistics platforms to improve the utilization of vehicle load capacity, volume, and routes. Current consolidation planning methods often rely on factors such as the deviation of pickup and unloading nodes from existing routes, remaining vehicle load and volume, and the increased travel distance or time after consolidation to determine whether a pending order is suitable for inclusion in an existing full-truckload route. This approach can meet basic planning needs in scenarios with a small number of orders, simple loading and unloading conditions, or where vehicle routes do not yet have strong execution constraints. However, in full-truckload consolidation scenarios where LCL orders are continuously added, vehicles already have some orders, and route nodes have actual loading and unloading resource limitations, simply generating consolidation routes based on route similarity and remaining vehicle capacity can easily overlook the continuous occupancy relationships of orders on different route segments, the actual operational feasibility of pickup and unloading nodes, and the operability of unloading multiple shipments mid-journey after loading together. It is possible that the overall vehicle capacity may not exceed the limit and the route may appear to be relatively convenient, but the subsequent order acceptance capacity will decrease significantly after the order is added, the vehicle may not be able to be loaded and unloaded in time after arriving at the node, or the target goods may not be able to be unloaded in the predetermined order at the intermediate unloading node, which will ultimately affect the fulfillment stability of the whole vehicle grouping route.

[0003] How to reduce the risk of delivery failure in the actual execution of fragmented logistics full truckload consolidation routes due to unreasonable occupation of transportation capacity on route segments, failure to fulfill loading and unloading conditions at nodes, and obstruction of unloading midway is a technical problem that needs to be solved. Summary of the Invention

[0004] To overcome the aforementioned deficiencies in the prior art, this invention provides a method and system for planning bulk truckload logistics orders. This addresses the problem that existing bulk truckload logistics order planning relies excessively on route proximity and vehicle capacity, making it difficult to reflect the impact of order consolidation on the continuous carrying capacity of route segments, actual loading and unloading conditions at nodes, and the operability of unloading en route. This reduces the risk of order failures in actual execution due to unreasonable capacity utilization, unfulfilled loading and unloading resources, or obstructed unloading at the destination.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] Methods for planning groupage of small-volume logistics shipments, including:

[0007] S1. Obtain existing vehicle route data, loading data, operation resource data, and pending order data, and associate them with vehicle identifiers, route node order, and order identifiers to generate basic data;

[0008] S2. Determine the remaining capacity of the route segment based on the existing whole vehicle route data and loading data. Generate the route segments that continuously meet the carrying conditions of the orders to be combined into the available ranges. Determine the key range from the available ranges based on the order data to be combined.

[0009] S3. Generate work grids based on work resource data, and generate unloading areas corresponding to unloading nodes based on loading data and work resource data. Work grids include picking work grids and unloading work grids.

[0010] S4. Using the target order, available range, work grid, and unloading area in the pending order data as constraints, determine the pickup insertion position, unloading insertion position, and occupied range of the target order, and generate candidate paths that include work grid matching results and unloading matching results.

[0011] S5. Based on the overlap between the occupied interval and the key interval in the candidate path, determine whether the candidate path cuts the key interval, and generate the interval processing result based on the judgment result. The interval processing result includes at least one of the following: interval pass result, interval retention result, interval downgrade result, and alternative order recall result.

[0012] S6. Filter candidate paths using interval processing results, work grid matching results, and unloading matching results to obtain feasible paths. Add the target orders corresponding to the feasible paths to the existing whole vehicle paths, update the salable intervals, work grids, and unloading areas, and output the updated whole vehicle grouping path.

[0013] Preferably, S1 includes:

[0014] S1.1 Read the vehicle identifier, path node and node sequence number from the existing whole vehicle path data, and connect the pickup node, unloading node and passing node in sequence according to the path node order to generate the vehicle path chain;

[0015] S1.2 Extract the order identifier, pickup node, unloading node, weight, volume and loading / unloading attributes from the loading data and the order data to be combined. Associate the loaded orders and the orders to be combined with the corresponding path nodes and adjacent path segments in the vehicle path chain to generate order path records.

[0016] S1.3 Write the operation resource data into the order path record according to the path node and operation time period, mark the available platform, loading and unloading equipment, permitted cargo type and permitted loading and unloading direction corresponding to each path node, and generate basic data.

[0017] Preferably, S2 includes:

[0018] S2.1 Read the adjacent path nodes in the existing vehicle route data and the loaded order occupancy information in the loading data, deduct the load and volume occupied by the loaded orders between each adjacent path node, and obtain the remaining capacity of the route segment;

[0019] S2.2 Match the order carrying demand in the order data to be combined with the remaining capacity of the route segment segment by segment, mark the route segments that can continuously carry the same order to be combined, and obtain the route segment carrying mark;

[0020] S2.3 Merge path segments that have path segment carrying markers and are continuously distributed to generate a saleable section that includes the start point, end point and remaining capacity of the section.

[0021] Preferably, S2 further includes:

[0022] S2.4 Project the pickup and unloading nodes in the order data to be combined to the available sales range, determine the order occupancy sub-range of each order to be combined in the available sales range, and obtain the order projection result of the range;

[0023] S2.5. Compare the changes in the number of breakpoints and the remaining continuous length caused by different orders occupying sub-intervals on the same salable interval in the interval order projection results, and generate the interval cutting impact results;

[0024] S2.6. From the results of interval segmentation, filter out the saleable intervals that will reduce the acceptance capacity of orders to be consolidated with shorter pick-up and unload spans and consistent path directions after being occupied by orders to be consolidated from the interval segmentation results, and generate key intervals.

[0025] Preferably, S3 includes:

[0026] S3.1 Read the node location, operation period, platform resources, loading and unloading equipment, permitted cargo types and permitted loading and unloading directions from the operation resource data. Divide the operation period and operation resources that can be continuously occupied by vehicles within the same node into operation grids and mark them as pickup operation grids or unloading operation grids according to the operation purpose.

[0027] S3.2 Extract the location of loaded order goods, unloading node sequence and door position from the loading data, and combine them with the loading and unloading equipment and allowed loading and unloading direction in the unloading operation grid to determine the position of the compartment that can be directly unloaded when the vehicle arrives at the corresponding unloading node, and generate the unloading area corresponding to the unloading node.

[0028] S3.3 Associate the unloading operation grid with the unloading area according to the unloading node and operation time period to generate node operation unloading records for candidate path matching.

[0029] Preferably, S4 includes:

[0030] S4.1 Read the target order pickup node, target order unloading node, and target order carrying requirements from the order data to be combined. Match the target order pickup node and target order unloading node with the path nodes corresponding to the available range in order of position to generate pickup insertion position and unloading insertion position.

[0031] S4.2 Determine the continuous path segment between the pickup insertion position and the unloading insertion position as the occupied range of the target order, and perform inclusion matching between the occupied range and the available range to generate the occupied range matching result;

[0032] S4.3. Combining the occupied interval matching results, job grids and unloading areas, match the picking operation resources, unloading operation resources and unloading status of goods at unloading nodes of the target order to generate candidate paths that include job grid matching results and unloading matching results.

[0033] Preferably, S5 includes:

[0034] S5.1 Read the occupied intervals and key intervals in the candidate path, compare the overlapping start point, overlapping end point and remaining continuous length formed by the occupied intervals in the key intervals, and obtain the interval overlap result;

[0035] S5.2. Using the interval overlap result as input, identify whether the occupied interval has divided the key interval into the remaining interval that cannot continue to carry the long span of the pick-up and unload and the same path direction of the pending orders, and obtain the interval cutting judgment result.

[0036] S5.3 When the interval cutting judgment result is "not cut", generate the interval pass result. When the interval cutting judgment result is "cut", generate at least one of the following based on the remaining continuous length of the key interval and the carrying capacity of the order to be assembled: interval retention result, interval degradation result, and alternative order recall result.

[0037] Preferably, S5 also includes:

[0038] S5.4 When generating interval retention results, the path segments that will destroy the critical interval after being occupied are marked as retained path segments, and the picking insertion position and unloading insertion position that occupy the retained path segment are removed from the candidate path.

[0039] S5.5 When generating interval downgrade results, mark the remaining continuous path segments after the key interval is occupied as short interval available path segments, and output the remaining capacity and order range corresponding to the short interval available path segments.

[0040] S5.6 When generating alternative order recall results, take the interval segmentation judgment result, key interval and order data to be combined as input, filter alternative orders that do not segment the key interval from the order data to be combined, and send the alternative orders to S4 to generate candidate paths.

[0041] Preferably, S6 includes:

[0042] S6.1 Read the interval processing results, job grid matching results and unloading matching results, and perform joint screening of candidate paths based on passage conditions, job resource occupancy conditions and unloading accessibility conditions to obtain feasible paths;

[0043] S6.2 Write the target orders corresponding to the feasible paths into the existing vehicle paths, update the path node order and order path relationship according to the pickup insertion position, unloading insertion position and occupied interval, and generate the assembled vehicle paths;

[0044] S6.3. Using the combined vehicle route as input, recalculate the remaining capacity of the available sales area, mark the occupancy status of the work grid, update the unloading area corresponding to each unloading node, and output the updated combined vehicle route.

[0045] A fragmented logistics full-truckload grouping planning system, used to execute the method, including:

[0046] The basic data generation module acquires existing vehicle route data, loading data, operation resource data, and pending order data, and processes them by associating them with vehicle identifiers, route node order, and order identifiers to generate basic data.

[0047] The interval generation module determines the remaining capacity of the route segment based on the existing whole vehicle route data and loading data, generates the route segment that continuously meets the carrying conditions of the order to be combined as the available interval, and determines the key interval from the available interval based on the order to be combined data;

[0048] The task object generation module generates task cells based on task resource data and generates unloadable areas corresponding to unloading nodes based on loading data and task resource data. Task cells include picking task cells and unloading task cells.

[0049] The candidate path generation module uses the target order, available range, work grid, and unloading area in the order data to be combined as constraints to determine the pickup insertion position, unloading insertion position, and occupied range of the target order, and generates candidate paths that include work grid matching results and unloading matching results.

[0050] The interval processing module determines whether the candidate path should cut the key interval based on the overlap between the occupied interval and the key interval in the candidate path, and generates the interval processing result based on the determination result. The interval processing result includes at least one of the following: interval pass result, interval retention result, interval downgrade result, and alternative order recall result.

[0051] The path output module is used to filter candidate paths using interval processing results, work grid matching results, and unloading matching results to obtain feasible paths. It then merges the target orders corresponding to the feasible paths into the existing whole vehicle paths, updates the salable intervals, work grids, and unloading areas, and outputs the updated whole vehicle grouping path.

[0052] The technical effects and advantages of this invention are as follows:

[0053] 1. The remaining transportation capacity of the route segment is digitally mapped to the available sales area, the node operation resources are digitally mapped to the operation grid, and the vehicle loading status, unloading node sequence, door position and unloading operation conditions are digitally mapped to the unloading area. This makes the target order subject to the joint constraints of continuous transportation capacity, actual operation resources and unloading status at the station before it is added. This can reduce the risk of failure to fulfill the contract due to unreasonable transportation capacity occupation, failure to fulfill loading and unloading conditions and unloading obstruction in the middle of the journey.

[0054] 2. After mapping the remaining load and remaining volume of each route segment after deducting the occupied space of loaded orders to the available sales area, the remaining capacity of the vehicle is no longer represented only by the total surplus, but by the continuously available section resources along the route. This can reduce the situation where non-continuous remaining capacity is misjudged as available capacity.

[0055] 3. After the pickup and unloading nodes of the pending orders are projected to the available sales area, the changes in the order's occupied sub-interval, number of breakpoints, and remaining continuous length serve as the data basis for determining the key intervals. This enables the platform to identify the impact of short-span orders on the ability to accept long-span orders in the same direction, and to a certain extent, retains the ability to continuously group orders for existing full-vehicle routes.

[0056] 4. After the node operation time period, platform resources, loading and unloading equipment, permitted cargo types and permitted loading and unloading directions are digitally mapped into operation grids, the pickup node and unloading node of the target order need to match the operation grid. The node operation conditions are transformed from external resource information into candidate path generation conditions, which helps to reduce the situation where vehicles cannot be loaded or unloaded due to mismatch of operation resources after arrival.

[0057] 5. After the location of loaded goods, unloading node sequence, vehicle door position and unloading operation grid are digitally mapped to unloading areas, the reachability status of goods at the unloading node can be used to participate in path filtering through unloading matching results, thereby eliminating some candidate paths that are difficult to unload directly after arrival at the station.

[0058] 6. After a target order is added to an existing full-vehicle route, the available sales area, the occupancy status of the work grid, and the unloading area are updated synchronously. This ensures that the digital mapping objects are updated as the order combination results change, guaranteeing that the remaining transportation capacity, operational resources, and unloading accessibility used for subsequent orders to be combined correspond to the full-vehicle route after being added. Attached Figure Description

[0059] Figure 1 This is a flowchart of the present invention;

[0060] Figure 2 This is a system module block diagram of the present invention. Detailed Implementation

[0061] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0062] Refer to the instruction manual appendix Figure 1 This implementation provides a method for planning groupage orders for fragmented logistics, applicable to scenarios where logistics platforms continue to receive orders to be grouped based on existing full-truckload routes, and need to combine vehicle loading status, remaining capacity of route segments, node operation resources, and unloading accessibility to plan the grouping of these orders. During execution, the method correlates existing full-truckload route data, loading data, operation resource data, and order data to be grouped, generating basic data for subsequent grouping planning. It maps the remaining capacity of route segments to salable intervals, generates key intervals based on the occupancy of sub-intervals within the salable intervals and the interval segmentation effect of the orders to be grouped, maps node operation resources to operation grids, and maps vehicle loading status, unloading node sequence, door position, and unloading operation conditions to unloading areas. Candidate routes are then generated, and feasible routes are filtered using interval processing results, operation grid matching results, and unloading matching results to output updated full-truckload grouping routes. This implementation uses a fragmented logistics full-truckload grouping scenario with both urban periphery pickup nodes and intercity trunk line unloading nodes as an example.

[0063] S1. Before the whole vehicle group buying planning begins, a unified data foundation is established, providing data sources for subsequent generation of salable sections, key sections, work grids, unloading areas, and candidate routes, all under the same vehicle, same route node sequence, and same order identifier. During execution, existing whole vehicle route data, loading data, work resource data, and pending group buying order data are first accessed. Then, association processing is performed according to vehicle identifier, route node sequence, and order identifier, ensuring that vehicle driving nodes, order pick-up and unloading nodes, order-occupied route segments, and node work resources can correspond to each other in the basic data. The implementation process is as follows:

[0064] The system retrieves existing vehicle route data, loading data, operational resource data, and pending order data. Specifically, existing vehicle route data is read from the vehicle route records already generated in the logistics platform; loading data is read from the current vehicle loading record, which includes the vehicle's rated load capacity, rated vehicle volume, loaded orders, and the corresponding load and volume occupancy of the loaded orders; operational resource data is read from the operational resource records of the pickup and unloading nodes, which includes node location, operational time period, platform resources, loading and unloading equipment, permitted cargo types, and permitted loading and unloading directions; and pending order data is read from the pending order pool. All retrieved data retains the vehicle identifier, route node order, and order identifier as subsequent association fields.

[0065] Read the vehicle identifier, path node, and node sequence number from the existing whole vehicle route data; during execution, the vehicle identifier is used to distinguish different carrier vehicles, the path node is used to represent the pickup node, unloading node, and transit node, and the node sequence number is used to represent the sequential position of the path node in the existing whole vehicle route. The reading results are written to the data table corresponding to the existing whole vehicle route data.

[0066] The vehicle path chain is generated by sequentially connecting the pickup node, unloading node, and transit node. Specifically, the path nodes are arranged in ascending order of node sequence number, and adjacent path segments are formed between two adjacent path nodes. The vehicle path chain includes at least vehicle identifier, path nodes, node sequence number, and adjacent path segments, forming the basis for path segment calculation.

[0067] Extract order identifiers, pickup nodes, unloading nodes, weights, volumes, and loading / unloading attributes from loading data and pending order data. Specifically, loading data is used to extract order identifiers, pickup nodes, unloading nodes, weights, volumes, and loading / unloading attributes for loaded orders, while pending order data is used to extract order identifiers, pickup nodes, unloading nodes, weights, volumes, and loading / unloading attributes for pending orders. The extraction results are used to form order data records based on order identifiers.

[0068] The loaded orders and orders to be combined are associated with the corresponding path nodes and adjacent path segments in the vehicle path chain, respectively, to generate order path records. During execution, the pickup and unloading nodes of the loaded orders are matched with the path nodes in the vehicle path chain, and the loaded orders are associated with the adjacent path segments between the pickup and unloading nodes. The pickup and unloading nodes of the orders to be combined are matched with the path nodes in the vehicle path chain in sequence, and the orders to be combined are associated with the adjacent path segments that can form pickup and unloading insertion positions, thus clarifying the path range occupied by the orders.

[0069] Write the operation resource data into the order path record according to the path node and operation time period; specifically, read the node location, operation time period, platform resources, loading and unloading equipment, permitted cargo type and permitted loading and unloading direction in the operation resource data, match the node location with the pickup node, unloading node or transit node in the order path record, and write the corresponding operation time period into the resource field under the same path node in the order path record;

[0070] Mark the available platforms, loading and unloading equipment, permitted cargo types, and permitted loading and unloading directions corresponding to each path node; during execution, identify the resource status of the operation resource data already written to the order path record, mark the platforms that are in an available state as available platforms, mark the equipment that can meet the order loading and unloading attributes as loading and unloading equipment, mark the cargo type field that allows acceptance of the corresponding order cargo type as permitted cargo type, and write the permitted loading and unloading directions into the operation resource field of the corresponding path node. The marking results are written to the order path record along with the path node and operation period.

[0071] The data is generated by associating vehicle identification, route node order, and order identification. Specifically, the vehicle route chain, order route record, and the available platforms, loading and unloading equipment, permitted cargo types, and permitted loading and unloading directions corresponding to each route node are merged according to vehicle identification, route node order, and order identification to form basic data. The basic data is used to subsequently determine the remaining capacity, salable range, key range, work grid, unloading area, and candidate routes of the route segment to ensure consistency in subsequent association criteria.

[0072] The existing whole vehicle route data, loading data, operation resource data, and pending order data are unified into the vehicle route chain and order route record, enabling subsequent steps to be executed continuously under the same vehicle identifier, the same route node sequence, and the same order identifier. Taking an existing whole vehicle route of a carrier vehicle that includes one pickup node, one transit node, and two unloading nodes as an example, the logistics platform reads the vehicle identifier, route node, and node sequence number to generate the vehicle route chain. Then, it writes the order identifier, pickup node, unloading node, weight, volume, and loading / unloading attributes of loaded orders and pending orders into the corresponding route nodes and adjacent route segments. It also writes the available platforms, loading / unloading equipment, permitted cargo types, and permitted loading / unloading directions of each route node in the corresponding operation period into the order route record, ultimately generating basic data.

[0073] S2. After the basic data is generated, determine the remaining capacity between adjacent path nodes in the existing vehicle routes that can continue to accommodate shared orders, and map the remaining capacity of each path segment to a saleable interval. Then, identify key intervals that need to be avoided from being cut off by short-span orders based on the occupancy of the shared orders within the saleable interval, providing a path interval basis for subsequent candidate route generation and interval processing. During execution, first calculate the remaining capacity of the path segment based on the existing vehicle route data and loading data, then match the shared order data with the remaining capacity of the path segment segment segment by segment, and finally generate key intervals based on the occupancy of the shared orders within the saleable interval. The implementation process is as follows:

[0074] The remaining capacity of the route segment is determined based on the existing whole vehicle route data and loading data. Specifically, the basic data generated by S1 is used as the data source. The existing whole vehicle route data and loading data under the same vehicle identifier are read. The route segment between adjacent route nodes in the existing whole vehicle route is used as the capacity calculation object, and the load and volume occupied by the loaded orders in the corresponding route segment in the loading data are used as the deduction object.

[0075] Read adjacent path nodes from the existing vehicle path data and loaded order occupancy information from the loading data; during execution, determine the path segment between every two adjacent path nodes according to the path node order, and read the vehicle's rated load, vehicle's rated volume, the order identifier of the loaded orders, pickup node, unloading node, load occupancy and volume occupancy from the loading data, and map the loaded order occupancy information to the adjacent path segment between the pickup node and the unloading node;

[0076] The remaining capacity of a route segment is obtained by deducting the load and volume occupied by the loaded orders between each adjacent route node. Specifically, for each route segment between adjacent route nodes, the rated load of the vehicle is reduced by the load occupied by all loaded orders in the route segment, and the rated volume of the vehicle is reduced by the volume occupied by all loaded orders in the route segment to obtain the remaining load and volume of the route segment. The remaining load and volume are then written into the remaining capacity of the route segment to obtain the actual reserve of each route segment.

[0077] The system matches the order carrying capacity requirements in the order data to be combined with the remaining capacity of the route segment segment by segment. During execution, the system reads the weight and volume of each order to be combined from the order data to be combined as the order carrying capacity requirements, and compares the order carrying capacity requirements with the remaining load and remaining volume of the remaining capacity of each route segment to determine whether each route segment can carry the corresponding order to be combined.

[0078] A path segment carrying capacity marker is obtained by marking the path segments that can continuously carry the same order to be combined. Specifically, when the weight of the same order to be combined is not greater than the remaining load capacity of a certain path segment and the volume of the same order to be combined is not greater than the remaining volume of the path segment, the path segment is marked as being able to carry the corresponding order to be combined. Path segments that appear consecutively along the path nodes and can all carry the same order to be combined are formed as path segment carrying capacity markers.

[0079] Merge consecutively distributed path segments with path segment carrying capacity markers to generate a saleable section containing the section start point, section end point, and remaining capacity of the section. During execution, adjacent path segments that all have the same path segment carrying capacity marker corresponding to the same pending order are merged according to the path node order. The starting node of the first path segment after merging is taken as the section start point, and the ending node of the last path segment after merging is taken as the section end point. The remaining capacity of the section is formed by the minimum remaining load and minimum remaining volume of each path segment within the merged range, and a saleable section is generated to avoid overestimating the section carrying capacity.

[0080] Project the pickup and unloading nodes in the order data to be combined to the available sales area; specifically, read the pickup and unloading nodes of each order to be combined in the order data, and match the pickup and unloading nodes with the start and end points of the available sales area and the corresponding path nodes in sequence to determine the entry and exit positions of the order to be combined within the available sales area.

[0081] Determine the order-occupied sub-interval within the available sales range for each order to be consolidated, and obtain the interval order projection result; during execution, determine the continuous path segment between the corresponding position of the pickup node and the corresponding position of the unloading node of the order to be consolidated as the order-occupied sub-interval, and write the order identifier, the order-occupied sub-interval, the corresponding available sales range, and the occupancy order into the interval order projection result;

[0082] The interval cutting impact results are generated by comparing the number of breakpoints and the change in the remaining continuous length caused by different orders occupying sub-intervals in the interval order projection results. Specifically, within the same salable interval, the overlapping positions of the order-occupied sub-intervals of different orders to be combined with the salable interval are compared. The number of breakpoints formed in the salable interval after the order-occupied sub-intervals are inserted is counted, and the change in the length of the remaining continuous path segments on both sides of the breakpoint is calculated. The number of breakpoints and the change in the remaining continuous length are written into the interval cutting impact results to reflect the degree of interval cutting.

[0083] After being occupied by orders with shorter pick-up and unloading spans from the interval segmentation impact results, the available sales intervals that reduce the capacity to accept orders with longer pick-up and unloading spans and consistent path directions are generated as key intervals. During execution, from the orders corresponding to the same available sales interval, the number of path segments between the pick-up node and the unloading node is compared. Orders with relatively fewer path segments are considered to have shorter pick-up and unloading spans, while orders with relatively more path segments and whose order from the pick-up node to the unloading node is consistent with the existing vehicle path direction are considered to have longer pick-up and unloading spans and consistent path directions. The relative number of path segments is determined by sorting the order of path segments among the orders within the same available sales interval. If an available sales interval is occupied by orders with shorter pick-up and unloading spans, and the interval segmentation impact results show that the remaining continuous length is insufficient to continue accepting orders with longer pick-up and unloading spans and consistent path directions, then the corresponding available sales interval is selected as a key interval to retain continuous acceptance capacity.

[0084] The remaining capacity of vehicles in existing full-vehicle routes is mapped to saleable intervals. Furthermore, key intervals that are prone to reduced subsequent carrying capacity due to short-span orders are identified. This allows S4 to use saleable intervals as the basis for route occupancy when generating candidate routes, and enables S5 to make segmentation judgments around these key intervals. In implementation: For the same vehicle, different remaining load and volume are present on four adjacent route segments. The platform first deducts the load and volume occupied by loaded orders to obtain the remaining capacity of the route segment. Then, the weight and volume of the orders to be combined are matched segment by segment, merging consecutive route segments that meet the carrying capacity conditions to generate saleable intervals. Subsequently, the pickup and unloading nodes of each order to be combined are projected onto the saleable intervals. The number of breakpoints and the change in remaining continuous length after short pickup / unloading span orders are compared, and saleable intervals that reduce the carrying capacity of orders with longer pickup / unloading spans and consistent route directions are identified as key intervals.

[0085] S3. Further map the operational resource numbers of each path node into operational grids that can participate in candidate path matching. Combined with the vehicle's current loading status, unloading node sequence, door position, and unloading operation conditions, map the digital numbers of the locations where unloading nodes can be directly unloaded from the truck into unloading areas. This enables S4 to simultaneously generate candidate paths based on the target order's path occupancy, operational resource occupancy, and unloading accessibility. The implementation process is as follows:

[0086] Work grids are generated based on work resource data. Specifically, using the work resource data in the basic data generated by S1 as the data source, the work time period, platform resources, loading and unloading equipment, permitted cargo types and permitted loading and unloading directions corresponding to each path node are extracted, and the work resources that can be actually occupied by vehicles are organized into work grids.

[0087] Read the node location, operation period, platform resources, loading and unloading equipment, permitted cargo types, and permitted loading and unloading directions from the operation resource data; during execution, the node location is used to correspond to the pickup node, unloading node, or transit node in the vehicle path chain, the operation period is used to limit the time range during which vehicles can enter the node to perform operations, and the platform resources, loading and unloading equipment, permitted cargo types, and permitted loading and unloading directions are used to limit the types of loading and unloading operations that the corresponding node can undertake.

[0088] The operation time period and operation resources that can be continuously occupied by vehicles within the same node are divided into operation grids; specifically, under the same node location, the time period in which the same platform resources, the same loading and unloading equipment, the same permitted cargo type and the same permitted loading and unloading direction can jointly meet the continuous operation of vehicles is determined as an operation grid, and the node location, operation time period, platform resources, loading and unloading equipment, permitted cargo type and permitted loading and unloading direction are written into the operation grid to clarify the available units for node operation;

[0089] According to the purpose of the operation, the operation cell is marked as a picking operation cell or an unloading operation cell; during execution, the operation cell used to complete the picking and loading of the target order or the order to be consolidated is marked as a picking operation cell, and the operation cell used to complete the unloading of the target order or the order to be consolidated is marked as an unloading operation cell, and the marking result is written into the operation purpose field corresponding to the operation cell;

[0090] Extract the location of loaded order goods, unloading node sequence, and vehicle door position from the loading data; specifically, read the location of goods in the vehicle compartment for each loaded order from the loading data, read the unloading node sequence corresponding to each loaded order from the existing whole vehicle path data and order path records, and read the vehicle door position used for unloading as input for generating unloading areas.

[0091] By combining the loading and unloading equipment and permitted loading and unloading directions in the unloading operation grid, the position of the truck compartment that can be directly unloaded when the vehicle arrives at the corresponding unloading node is determined; during execution, the available loading and unloading equipment and permitted loading and unloading directions in the unloading operation grid are matched with the door position and the position of the loaded order goods to determine the position of the truck compartment that can be directly unloaded without moving the goods that have not yet arrived at the unloading node within the corresponding unloading node and operation period.

[0092] Based on loading data and operational resource data, unloading areas corresponding to unloading nodes are generated. Specifically, the location of the carriage that can be directly unloaded is associated with the corresponding unloading node. Combined with the location of the loaded order goods, the unloading node sequence, the door location, the loading and unloading equipment in the unloading operation grid and the allowed loading and unloading direction, the unloading area corresponding to the unloading node is generated, and the unloading range at the station is limited.

[0093] The unloading operation cells and unloading areas are associated according to the unloading node and operation period to generate node operation unloading records for candidate path matching. During execution, the unloading operation cells and unloading areas under the same unloading node and the same operation period are written into the same node operation unloading record, so that the subsequent S4 can use the node operation unloading record to generate operation cell matching results and unloading matching results.

[0094] The operational resource data is digitally mapped into operational grids that can be used for matching pickup and unloading. Loading data and operational resource data are also digitally mapped together into unloading areas corresponding to unloading nodes. This enables the generation of subsequent candidate paths to simultaneously obtain operational resource constraints and unloading reachability constraints for the target order. In practice: In the existing full-vehicle routes of the same carrier vehicle, the logistics platform reads the operation time period, platform resources, loading and unloading equipment, permitted cargo types, and permitted loading and unloading directions of a certain unloading node and then divides it into unloading operational grids. Combined with the location of loaded order goods, unloading node sequence, and door position in the vehicle loading data, the position of the compartment that can be directly unloaded when the vehicle arrives at the unloading node is determined, and the unloading operational grid is associated with the corresponding unloading area as a node operation unloading record.

[0095] S4. After S2 establishes the salable area and S3 establishes the work grid and unloading area, candidate paths are generated for the target orders in the order data to be consolidated. The path insertion relationship, path occupancy relationship, work resource matching relationship, and unloading reachability relationship of the target orders are written into the same candidate path, forming a digital mapping result of the target orders to be consolidated into the existing full vehicle path. This provides input for S5 to determine whether the candidate path cuts the critical section and S6 to screen feasible paths. The implementation process is as follows:

[0096] The constraints are the target order, available range, work grid, and unloading area in the pending order data; specifically, the target order is the order object that needs to be joined into the existing whole vehicle path, the available range is the path range that the target order can occupy, the work grid is the range of work resources required for the target order to pick up and unload, and the unloading area is the range of the target order that can be unloaded at the unloading node.

[0097] Read the target order's pickup node, unloading node, and carrying capacity from the data of orders to be consolidated; during execution, determine the target order from the data of orders to be consolidated according to the order identifier, and read the pickup node, unloading node, weight, and volume corresponding to the target order. Use the weight and volume as the carrying capacity of the target order for the subsequent generation of pickup insertion position, unloading insertion position, and occupied range;

[0098] The target order pickup node and target order unloading node are sequentially matched with the path nodes corresponding to the available sales area to generate pickup insertion positions and unloading insertion positions. Specifically, the target order pickup node is sequentially matched with the start point, end point, and intermediate path nodes within the available sales area to determine the pickup insertion position that can be connected to the target order pickup node. The target order unloading node is sequentially matched with the subsequent path nodes corresponding to the same available sales area to determine the unloading insertion position after the pickup insertion position.

[0099] The continuous path segment between the pickup insertion position and the unloading insertion position is determined as the occupied range of the target order; during execution, according to the path node order in the existing whole vehicle path, the continuous path segment from the pickup insertion position to the unloading insertion position is selected in sequence, and the continuous path segment is used as the occupied range of the vehicle's remaining transport capacity after the target order is loaded and before unloading.

[0100] The occupied interval is matched with the available interval to generate the occupied interval matching result. Specifically, the start point, end point and continuous path segments of the occupied interval are compared to see if they all fall within the same available interval. It is also determined whether each continuous path segment within the occupied interval meets the target order carrying requirements. The result of matching or not matching is written into the occupied interval matching result.

[0101] Combining the occupancy interval matching results, work cells, and unloading areas, the picking operation resources, unloading operation resources, and unloading status of goods at the unloading node of the target order are matched. During execution, in candidate cases where the occupancy interval matching result is valid, the picking node of the target order is matched with the picking work cell to obtain the picking operation resource matching status of the target order; the unloading node of the target order is matched with the unloading work cell to obtain the unloading operation resource matching status of the target order; then, based on the weight, volume, loading and unloading attributes, and unloading area of ​​the target order, the position of the goods corresponding to the unloading node of the target order is determined from the car positions reflected in the loading data that are not occupied by loaded orders and can be directly unloaded from the corresponding unloading node, and the position of the goods corresponding to the unloading node of the target order is matched with the unloading area to obtain the unloading status of the goods at the unloading node.

[0102] Generate candidate paths that include job grid matching results and unloading matching results; specifically, write the target order's pickup insertion position, unloading insertion position, occupied interval, occupied interval matching result, pickup operation resource matching status, unloading operation resource matching status, and unloading status of unloading node goods into the same candidate path, merge the pickup operation resource matching status and unloading operation resource matching status to form job grid matching results, write the unloading status of unloading node goods into the unloading matching results, centrally record candidate path constraints, and the candidate path forms a digital mapping result after the target order is to be incorporated into the existing full vehicle path;

[0103] This implementation process determines the pickup insertion position, unloading insertion position, and occupied area of ​​the target order within the existing vehicle route. The work grid matching results and unloading availability matching results are written into the candidate path, enabling the candidate path to simultaneously reflect the target order's path occupancy, work resource occupancy, and unloading accessibility status, serving as input for S5 and S6. During implementation: After selecting the target order from the pending order data, the logistics platform reads the target order's pickup node, unloading node, weight, and volume. It then performs position matching between the target order's pickup and unloading nodes and the corresponding path nodes within the available area to obtain the pickup and unloading insertion positions. The continuous path segment between these two positions is then determined as the occupied area. The process includes matching the occupied area with the available area, matching the target order with the work grid, and matching the target order's unloading node's cargo location with the unloading area, generating a candidate path containing both work grid matching results and unloading availability matching results.

[0104] S5. The overlapping and segmentation judgments of the occupied intervals in the candidate paths with the key intervals generated in S2 are performed, and interval processing results are generated based on the judgment results. This allows S6 to combine the interval processing results, job grid matching results, and unloading matching results to filter feasible paths. During execution, the overlap range between the occupied interval and the key interval is first determined, and then it is judged whether the overlap range impairs the key interval's ability to continue accepting consolidation orders with long pick-up and unloading spans and consistent path directions. Corresponding interval processing results are generated under different judgment results. The implementation process is as follows:

[0105] Read the occupied intervals and key intervals in the candidate paths; specifically, read the occupied intervals corresponding to the target order from the candidate paths generated in S4, and read the key intervals corresponding to the same vehicle identifier and the same path node sequence from the key intervals generated in S2, and use the occupied intervals and key intervals as the comparison objects in this step;

[0106] The overlapping start point, overlapping end point, and remaining continuous length of the occupied interval within the critical interval are compared to obtain the interval overlap result. During execution, the start and end points of the occupied interval are compared with the start and end points of the critical interval in the order of path nodes. The position where the occupied interval enters the critical interval is determined as the overlapping start point, and the position where the occupied interval exits the critical interval is determined as the overlapping end point. The continuous path segments retained before and after the overlapping range of the critical interval are counted to generate the interval overlap result containing the overlapping start point, overlapping end point, and remaining continuous length, thus quantifying the occupied overlapping range.

[0107] Using the interval overlap result as input, the system identifies whether the occupied interval has divided the critical interval into remaining intervals that cannot continue to support orders with long pick-up and unloading spans and consistent path directions, thus obtaining the interval cutting judgment result. Specifically, the remaining continuous length in the interval overlap result is compared with the continuous path segments required by the orders with long pick-up and unloading spans and consistent path directions in the order data. If the occupied interval makes the remaining part of the critical interval unable to continue to meet the carrying requirements of the corresponding order, then the candidate path is determined to cut the critical interval; otherwise, the candidate path is determined not to cut the critical interval, and this is written into the interval cutting judgment result to identify continuous interval destruction.

[0108] When the interval cutting judgment result is no cutting, an interval pass result is generated; during execution, the occupied interval, corresponding key interval, remaining continuous length and uncut status of the candidate path are written into the interval pass result, and the interval pass result is used as the interval processing result for the candidate path to continue entering the S6 filtering.

[0109] When the interval segmentation judgment result is segmentation, at least one of the following is generated based on the remaining continuous length of the key interval and the demand of the orders to be merged: interval retention result, interval degradation result, and alternative order recall result. Specifically, if the occupied interval of the candidate path makes the key interval unable to continue to accept the orders to be merged with a long pick-up and unload span and the same path direction, then an interval retention result is generated; if there are still remaining continuous path segments that can accept some of the orders to be merged after the key interval is occupied, then an interval degradation result is generated; if there are other orders to be merged that do not segment the key interval after being occupied in the order data, then an alternative order recall result is generated.

[0110] Based on the judgment result, an interval processing result is generated. The interval processing result includes at least one of the following: interval pass result, interval retention result, interval downgrade result, and alternative order recall result. During execution, the interval segmentation judgment result is associated with the corresponding generated interval pass result, interval retention result, interval downgrade result, or alternative order recall result, and the associated result is written into the interval processing result field corresponding to the candidate path to distinguish the different interval processing destinations.

[0111] When generating interval retention results, path segments that would destroy critical intervals after being occupied are marked as retained path segments; specifically, overlapping path segments that cause insufficient remaining continuous length of critical intervals are extracted from interval overlap results, and the overlapping path segments are written into the retained path segment field in the interval retention results.

[0112] Remove the pickup and unloading insertion positions that occupy reserved path segments from the candidate paths; during execution, read the pickup and unloading insertion positions in the candidate paths, and determine whether the occupied interval between the pickup and unloading insertion positions contains reserved path segments. If it contains reserved path segments, remove the corresponding pickup and unloading insertion positions from the candidate paths.

[0113] When generating the interval downgrade results, the continuous path segments remaining after the key interval is occupied are marked as short interval available path segments; specifically, the continuous path segments remaining before and after the key interval is occupied are read, and the continuous path segments that still have remaining capacity but cannot continue to carry orders to be consolidated with long pick-up and unloading spans and consistent path directions are marked as short interval available path segments.

[0114] Output the remaining capacity and order range that can be carried by the short-range available route segment; during execution, read the remaining load and remaining volume of each route segment within the short-range available route segment to form the remaining capacity corresponding to the short-range available route segment, and determine the order range that can be carried by the starting point, ending point and remaining capacity of the short-range available route segment.

[0115] When generating alternative order recall results, the interval segmentation judgment results, key intervals, and order data to be combined are used as inputs; specifically, the key intervals that have been segmented and the reasons for segmentation in the interval segmentation judgment results are read, and the order data to be combined that has not yet been combined into an existing full vehicle route is read from the order data to be combined as the data source for alternative order screening;

[0116] The process involves filtering alternative orders from the pending order data that do not require splitting the key interval; during execution, each pending order in the pending order data is matched with the key interval for occupied intervals, and orders that would cause the key interval to be divided into pending orders with long pick-up and unload spans and consistent path directions are excluded, thus obtaining alternative orders that do not require splitting the key interval; reducing the duplicate occupation of the key interval.

[0117] The substitute order is sent to S4 to generate candidate paths; specifically, the substitute order is written as the input of S4 as a new target order, so that S4 redetermines the pickup insertion position, unloading insertion position and occupied range of the substitute order, and generates the candidate path corresponding to the substitute order.

[0118] The impact of candidate routes on critical intervals is transformed into interval processing results. This allows candidate routes to clearly distinguish between different situations before entering the S6 screening process: uncut critical intervals, critical intervals that need to be retained, only remaining route segments that can be downgraded, and alternative orders that need to be recalled. The processing results are then passed on to the feasible route screening process. In practice: In the existing full vehicle routes of the same carrier vehicle, if the occupied interval formed by the target order overlaps with a certain critical interval, the platform first determines the overlapping start point, overlapping end point, and remaining continuous length. Then, it determines whether the occupied interval makes the critical interval unable to continue to carry orders with long pick-up and unloading spans and consistent route directions. If it is not cut, an interval pass result is generated. If it is cut, an interval retention result, an interval downgrade result, or an alternative order recall result is generated according to the remaining continuous length and the carrying requirements of the orders to be packed. The alternative orders are then sent to S4 to regenerate candidate routes.

[0119] S6. Combining the job grid matching results and unloading matching results generated in S4, the candidate routes are filtered for feasibility, and target orders that meet the filtering criteria are added to existing vehicle routes. At the same time, the saleable section, job grid, and unloading area are updated so that the updated vehicle grouping routes can continue to participate in the planning of subsequent orders to be grouped. The implementation process is as follows:

[0120] Read the interval processing results, job grid matching results, and unloadable matching results; specifically, obtain at least one of the interval passing results, interval retention results, interval downgrade results, or alternative order recall results corresponding to the candidate path from S5, obtain the job grid matching results and unloadable matching results corresponding to the candidate path from S4, and match the three types of results according to the candidate path identifier;

[0121] Candidate paths are jointly screened based on accessibility conditions, operational resource occupancy conditions, and unloading accessibility conditions to obtain feasible paths. During execution, if the interval processing result is an interval pass result, or an interval downgrade result and the target order belongs to the scalable order range corresponding to the short interval, then the candidate path is determined to meet the accessibility conditions. If the interval processing result is an interval retention result or a substitute order recall result, the corresponding candidate path is not directly determined as a feasible path, and the picking insertion position and unloading insertion position are re-removed according to the interval processing result of S5, or sent to S4 to generate candidate paths. If the job grid matching result shows that both the picking job grid and the unloading job grid of the target order are in an occupancy state, then the candidate path is determined to meet the operational resource occupancy conditions. If the unloading matching result shows that the goods position of the target order at the unloading node is within the unloading area, then the candidate path is determined to meet the unloading accessibility conditions. Candidate paths that simultaneously meet the accessibility conditions, operational resource occupancy conditions, and unloading accessibility conditions are determined as feasible paths, clarifying the feasible path screening boundaries.

[0122] Write the target order corresponding to the feasible path into the existing vehicle path; specifically, read the target order, pickup insertion position, unloading insertion position and occupied interval in the feasible path, write the target order as an already incorporated order into the order path relationship corresponding to the existing vehicle path, and retain the correspondence between the target order and the feasible path;

[0123] The order of path nodes and the relationship of order paths are updated according to the pickup insertion position, unloading insertion position and occupied interval, and a new vehicle path is generated after assembly. During execution, the pickup insertion position and unloading insertion position of the target order are written into the path node order of the existing vehicle path, the target order is associated with the occupied interval between the pickup insertion position and the unloading insertion position, and a new vehicle path containing the updated path node order and the updated order path relationship is generated, keeping the new path relationship consistent.

[0124] Using the route of the whole vehicle after being combined as input, the remaining capacity of the available range is recalculated; specifically, using the order of the route nodes and the order route relationship in the route of the whole vehicle after being combined as input, the load and volume occupied by the target order in the occupied range are deducted, the remaining load and volume of each route segment are obtained again, and the route segments that continuously meet the carrying conditions of the order to be combined are updated as new available ranges.

[0125] Mark the occupation status of the work cell; during execution, read the picking work cell and unloading work cell corresponding to the target order in the feasible path, mark the corresponding picking work cell and unloading work cell as occupied, and retain the correspondence between the work cell and the target order, the picking insertion position and the unloading insertion position;

[0126] Update the unloading area corresponding to each unloading node; specifically, based on the order path relationship in the assembled vehicle path, the cargo position of the target order at the unloading node, and the work grid occupancy status of each unloading node, redetermine the position of the truck bed that can be directly unloaded when the vehicle arrives at each unloading node, and write the redetermined truck bed position into the unloading area corresponding to each unloading node; simultaneously refresh the unloading reachability status.

[0127] Output the updated whole vehicle grouping route; during execution, associate the whole vehicle route after grouping, the recalculated available sales area, the updated work grid occupancy status, and the updated unloading area to generate the updated whole vehicle grouping route, and use the updated whole vehicle grouping route as the route basis for planning subsequent orders to be grouped.

[0128] The platform uses the results of interval processing, work grid matching, and unloading availability matching to filter candidate routes. After the target order is added to an existing full-truckload route, the available intervals, work grids, and unloading areas are updated synchronously. This ensures that the digital mapping objects corresponding to the remaining capacity of the route, node operation resources, and unloading accessibility change synchronously with the order combination results. The interval processing, operation resource matching, and unloading accessibility matching results formed in the previous steps are transformed into updated full-truckload combined routes. In practice: In the existing full-truck routes of the same carrier vehicle, after the platform reads the interval processing results, work grid matching results, and unloading availability matching results of a candidate route, if the candidate route meets the passage conditions, operation resource occupancy conditions, and unloading accessibility conditions, the target order is written into the existing full-truck route. The order path relationship is updated according to the pickup insertion position, unloading insertion position, and occupied interval. Then, the remaining capacity of the available intervals is recalculated, the work grid occupancy status is marked, and the unloading areas corresponding to each unloading node are updated. Finally, the updated full-truckload combined route is output.

[0129] Reference Figure 2 Furthermore, the present invention also provides a system for planning group-buying of small-volume logistics shipments, for executing a method, including:

[0130] The basic data generation module acquires existing vehicle route data, loading data, operation resource data, and pending order data, and processes them by associating them with vehicle identifiers, route node order, and order identifiers to generate basic data.

[0131] The interval generation module determines the remaining capacity of the route segment based on the existing whole vehicle route data and loading data, generates the route segment that continuously meets the carrying conditions of the order to be combined as the available interval, and determines the key interval from the available interval based on the order to be combined data;

[0132] The task object generation module generates task cells based on task resource data and generates unloadable areas corresponding to unloading nodes based on loading data and task resource data. Task cells include picking task cells and unloading task cells.

[0133] The candidate path generation module uses the target order, available range, work grid, and unloading area in the order data to be combined as constraints to determine the pickup insertion position, unloading insertion position, and occupied range of the target order, and generates candidate paths that include work grid matching results and unloading matching results.

[0134] The interval processing module determines whether the candidate path should cut the key interval based on the overlap between the occupied interval and the key interval in the candidate path, and generates the interval processing result based on the determination result. The interval processing result includes at least one of the following: interval pass result, interval retention result, interval downgrade result, and alternative order recall result.

[0135] The path output module is used to filter candidate paths using interval processing results, work grid matching results, and unloading matching results to obtain feasible paths. It then merges the target orders corresponding to the feasible paths into the existing whole vehicle paths, updates the salable intervals, work grids, and unloading areas, and outputs the updated whole vehicle grouping path.

[0136] Working principle: The logistics platform first links existing full-truckload routes, vehicle loading status, node operation resources, and orders to be consolidated into a unified whole, forming basic data under the same vehicle, route sequence, and order identifier. Then, it calculates the remaining available load and volume for each route segment, merges route segments that can accept consecutive orders into saleable intervals, and identifies key intervals that should not be fragmented by short orders. At the same time, the platform organizes the resources of each node, such as platforms, equipment, and operating time periods, into operation grids, and determines unloading areas based on the position of goods in the truck and unloading conditions. When a target order is ready to be consolidated, the platform determines the pickup insertion position, unloading insertion position, and occupied interval for the target order, forming candidate routes. It then judges whether the candidate route cuts into key intervals, whether it matches pickup and unloading operation grids, and whether it can unload smoothly at the unloading node. Finally, it selects feasible routes, consolidates the target order into the existing full-truckload route, and updates the saleable intervals, operation grids, and unloading areas simultaneously.

[0137] For example, a truck has already driven from a pickup point on the outskirts of the city to a cross-city trunk line unloading point, carrying some orders. Then, the platform receives a new, smaller order. The platform doesn't just consider whether the order is on the way or if there's space in the truck; it first examines the route this order will take from pickup to unloading. If the order is only a short-distance order but would cut off a continuous, sellable section that would be suitable for long-distance, same-direction orders, the platform will retain the critical section, downgrade the remaining short section, or recall alternative orders. If the route is acceptable, the platform will also check if the pickup and unloading points have available platforms, loading / unloading equipment, and operating hours, and determine if the goods are within a removable area when the vehicle arrives at the unloading point. Only when the route, operating resources, and unloading accessibility conditions are all met will the platform add the order to the vehicle's route and update subsequent available capacity and node resources.

[0138] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for planning bulk truckload logistics shipments, characterized in that: include: S1. Obtain existing vehicle route data, loading data, operation resource data, and pending order data, and associate them with vehicle identifiers, route node order, and order identifiers to generate basic data; S2. Determine the remaining capacity of the route segment based on the existing whole vehicle route data and loading data. Generate the route segments that continuously meet the carrying conditions of the orders to be combined into the available ranges. Determine the key range from the available ranges based on the order data to be combined. S3. Generate work grids based on work resource data, and generate unloading areas corresponding to unloading nodes based on loading data and work resource data. Work grids include picking work grids and unloading work grids. S4. Using the target order, available range, work grid, and unloading area in the pending order data as constraints, determine the pickup insertion position, unloading insertion position, and occupied range of the target order, and generate candidate paths that include work grid matching results and unloading matching results. S5. Based on the overlap between the occupied interval and the key interval in the candidate path, determine whether the candidate path cuts the key interval, and generate the interval processing result based on the judgment result. The interval processing result includes at least one of the following: interval pass result, interval retention result, interval downgrade result, and alternative order recall result. S6. Filter candidate paths using interval processing results, work grid matching results, and unloading matching results to obtain feasible paths. Add the target orders corresponding to the feasible paths to the existing whole vehicle paths, update the salable intervals, work grids, and unloading areas, and output the updated whole vehicle grouping path.

2. The method according to claim 1, characterized in that: S1 includes: S1.1 Read the vehicle identifier, path node and node sequence number from the existing whole vehicle path data, and connect the pickup node, unloading node and passing node in sequence according to the path node order to generate the vehicle path chain; S1.2 Extract the order identifier, pickup node, unloading node, weight, volume and loading / unloading attributes from the loading data and the order data to be combined. Associate the loaded orders and the orders to be combined with the corresponding path nodes and adjacent path segments in the vehicle path chain to generate order path records. S1.3 Write the operation resource data into the order path record according to the path node and operation time period, mark the available platform, loading and unloading equipment, permitted cargo type and permitted loading and unloading direction corresponding to each path node, and generate basic data.

3. The method according to claim 2, characterized in that: S2 includes: S2.1 Read the adjacent path nodes in the existing vehicle route data and the loaded order occupancy information in the loading data, deduct the load and volume occupied by the loaded orders between each adjacent path node, and obtain the remaining capacity of the route segment; S2.2 Match the order carrying demand in the order data to be combined with the remaining capacity of the route segment segment by segment, mark the route segments that can continuously carry the same order to be combined, and obtain the route segment carrying mark; S2.3 Merge path segments that have path segment carrying markers and are continuously distributed to generate a saleable section that includes the start point, end point and remaining capacity of the section.

4. The method according to claim 3, characterized in that: S2 further includes: S2.4 Project the pickup and unloading nodes in the order data to be combined to the available sales range, determine the order occupancy sub-range of each order to be combined in the available sales range, and obtain the order projection result of the range; S2.

5. Compare the changes in the number of breakpoints and the remaining continuous length caused by different orders occupying sub-intervals on the same salable interval in the interval order projection results, and generate the interval cutting impact results; S2.

6. From the results of interval segmentation, filter out the saleable intervals that will reduce the acceptance capacity of orders to be consolidated with shorter pick-up and unload spans and consistent path directions after being occupied by orders to be consolidated from the interval segmentation results, and generate key intervals.

5. The method according to claim 4, characterized in that: S3 includes: S3.1 Read the node location, operation period, platform resources, loading and unloading equipment, permitted cargo types and permitted loading and unloading directions from the operation resource data. Divide the operation period and operation resources that can be continuously occupied by vehicles within the same node into operation grids and mark them as pickup operation grids or unloading operation grids according to the operation purpose. S3.2 Extract the location of loaded order goods, unloading node sequence and door position from the loading data, and combine them with the loading and unloading equipment and allowed loading and unloading direction in the unloading operation grid to determine the position of the compartment that can be directly unloaded when the vehicle arrives at the corresponding unloading node, and generate the unloading area corresponding to the unloading node. S3.3 Associate the unloading operation grid with the unloading area according to the unloading node and operation time period to generate node operation unloading records for candidate path matching.

6. The method according to claim 5, characterized in that: S4 includes: S4.1 Read the target order pickup node, target order unloading node, and target order carrying requirements from the order data to be combined. Match the target order pickup node and target order unloading node with the path nodes corresponding to the available range in order of position to generate pickup insertion position and unloading insertion position. S4.2 Determine the continuous path segment between the pickup insertion position and the unloading insertion position as the occupied range of the target order, and perform inclusion matching between the occupied range and the available range to generate the occupied range matching result; S4.

3. Combining the occupied interval matching results, job grids and unloading areas, match the picking operation resources, unloading operation resources and unloading status of goods at unloading nodes of the target order to generate candidate paths that include job grid matching results and unloading matching results.

7. The method according to claim 6, characterized in that: S5 includes: S5.1 Read the occupied intervals and key intervals in the candidate path, compare the overlapping start point, overlapping end point and remaining continuous length formed by the occupied intervals in the key intervals, and obtain the interval overlap result; S5.

2. Using the interval overlap result as input, identify whether the occupied interval has divided the key interval into the remaining interval that cannot continue to carry the long span of the pick-up and unload and the same path direction of the pending orders, and obtain the interval cutting judgment result. S5.3 When the interval cutting judgment result is "not cut", generate the interval pass result. When the interval cutting judgment result is "cut", generate at least one of the following based on the remaining continuous length of the key interval and the carrying capacity of the order to be assembled: interval retention result, interval degradation result, and alternative order recall result.

8. The method according to claim 7, characterized in that: The S5 also includes: S5.4 When generating interval retention results, the path segments that will destroy the critical interval after being occupied are marked as retained path segments, and the picking insertion position and unloading insertion position that occupy the retained path segment are removed from the candidate path. S5.5 When generating interval downgrade results, mark the remaining continuous path segments after the key interval is occupied as short interval available path segments, and output the remaining capacity and order range corresponding to the short interval available path segments. S5.6 When generating alternative order recall results, take the interval segmentation judgment result, key interval and order data to be combined as input, filter alternative orders that do not segment the key interval from the order data to be combined, and send the alternative orders to S4 to generate candidate paths.

9. The method according to claim 8, characterized in that: S6 includes: S6.1 Read the interval processing results, job grid matching results and unloading matching results, and perform joint screening of candidate paths based on passage conditions, job resource occupancy conditions and unloading accessibility conditions to obtain feasible paths; S6.2 Write the target orders corresponding to the feasible paths into the existing vehicle paths, update the path node order and order path relationship according to the pickup insertion position, unloading insertion position and occupied interval, and generate the assembled vehicle paths; S6.

3. Using the combined vehicle route as input, recalculate the remaining capacity of the available sales area, mark the occupancy status of the work grid, update the unloading area corresponding to each unloading node, and output the updated combined vehicle route.

10. A system for planning group-buying of small-volume logistics shipments, used to execute the method described in any one of claims 1-9, characterized in that, include: The basic data generation module acquires existing vehicle route data, loading data, operation resource data, and pending order data, and processes them by associating them with vehicle identifiers, route node order, and order identifiers to generate basic data. The interval generation module determines the remaining capacity of the route segment based on the existing whole vehicle route data and loading data, generates the route segment that continuously meets the carrying conditions of the order to be combined as the available interval, and determines the key interval from the available interval based on the order to be combined data; The task object generation module generates task cells based on task resource data and generates unloadable areas corresponding to unloading nodes based on loading data and task resource data. Task cells include picking task cells and unloading task cells. The candidate path generation module uses the target order, available range, work grid, and unloading area in the order data to be combined as constraints to determine the pickup insertion position, unloading insertion position, and occupied range of the target order, and generates candidate paths that include work grid matching results and unloading matching results. The interval processing module determines whether the candidate path should cut the key interval based on the overlap between the occupied interval and the key interval in the candidate path, and generates the interval processing result based on the determination result. The interval processing result includes at least one of the following: interval pass result, interval retention result, interval downgrade result, and alternative order recall result. The path output module is used to filter candidate paths using interval processing results, work grid matching results, and unloading matching results to obtain feasible paths. It then merges the target orders corresponding to the feasible paths into the existing whole vehicle paths, updates the salable intervals, work grids, and unloading areas, and outputs the updated whole vehicle grouping path.

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