A concrete dynamic transportation scheduling planning method, system and medium

Abstract

The application relates to a concrete dynamic transportation order scheduling planning method, system and medium, and relates to the technical field of transportation path planning.The concrete dynamic transportation order scheduling planning method comprises the following steps: analyzing a concrete order, matching an allowable transportation time length in combination with a concrete time limit characteristic database, and generating a concrete transportation task order; calculating consumed time and theoretical residual distance time in combination with a vehicle real-time position according to a target transportation path, calculating a residual safety margin in combination with the allowable transportation time length; comparing the residual safety margin with a preset initial setting time threshold interval, determining a vehicle transportation state, and generating an order feedback instruction; correcting and sorting the concrete transportation task order in combination with the order feedback instruction and a discharging speed, and generating an optimal punctual task order; and actively avoiding a scrap risk by dynamically calculating the residual safety margin, optimizing the turnover rate of a rented vehicle, and reducing economic losses caused by improper scheduling.

Description

Technical Field

[0001] This application relates to the field of transportation route planning technology, and in particular to a method, system and medium for dynamic transportation scheduling planning of concrete. Background Technology

[0002] Concrete is a special commodity with an extremely short half-life. It must be completed within a limited time (usually 90-120 minutes) from the time the water is discharged from the mixing plant to the time it is poured on the construction site, otherwise it will be scrapped due to initial setting. Most existing logistics transportation scheduling systems (TMS) are based on general logistics logic and only consider the shortest distance or the vehicle's idle status when dispatching orders.

[0003] This general logic ignores the "slump loss" characteristic of concrete. In actual dispatching, there are often situations where vehicles are nearby but have to wait in long queues to unload, resulting in the entire truckload of concrete being scrapped; or the dispatching system fails to dynamically adjust the departure frequency according to road conditions, leading to material shortages or truck congestion at the construction site.

[0004] Existing patents disclose a dynamic scheduling method for concrete transport trucks, relating to the field of intelligent scheduling technology. This invention addresses the scheduling efficiency problem in situations with simultaneous demand from multiple construction sites by acquiring real-time location and status information of concrete transport trucks and combining this with demand data from various construction sites. It utilizes clustering and priority algorithms to generate efficient demand lists and scheduling plans. Furthermore, it determines the optimal travel route using Dijkstra's algorithm and real-time traffic data, effectively avoiding congestion, reducing fuel consumption and vehicle wear, thereby lowering transportation costs. In addition, it employs a multi-objective optimization model and genetic algorithm to comprehensively consider fuel consumption, vehicle wear, and empty-running rates, dynamically adjusting the task allocation scheme. This improves the flexibility and robustness of the scheduling method, ensuring the timeliness and reliability of concrete supply under changing traffic and demand conditions, ultimately optimizing the concrete transportation process.

[0005] The existing technical solutions described above have the following drawbacks: Existing scheduling software lacks the ability to couple the timeliness of concrete with dynamic changes in road conditions, making it unable to achieve optimal supply and demand matching in a dynamically changing traffic environment, resulting in huge waste of materials and transportation capacity. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this application aims to provide a method, system, and medium for dynamic concrete transportation scheduling. By transforming the physicochemical properties (timeliness) of concrete into constraints in the software algorithm, it achieves a shift in logistics scheduling from distance-first to time-first. Through dynamic calculation of remaining safety margins, it proactively avoids the risk of scrapping, optimizes the turnover rate of leased vehicles, and reduces economic losses caused by improper scheduling.

[0007] This was achieved using the following technical solutions: Firstly, this application provides a method for dynamic transportation scheduling planning of concrete, including: Analyze concrete orders, match allowable transportation time with the concrete time-sensitive characteristics database, and generate concrete transportation task orders; Based on the target transportation route and the real-time location of the vehicles, the time consumed and the theoretical remaining travel time are calculated. Combined with the allowable transportation time, the remaining safety margin is calculated. Based on the preset initial condensation time threshold range, the remaining safety margin is compared to determine the vehicle transportation status and generate a scheduling feedback instruction. Based on the scheduling feedback instructions, combined with the unloading speed correction and sorting of concrete transportation task orders, the optimal on-time task order is generated.

[0008] By adopting the above technical solution, the allowable transportation time is matched based on order parsing and concrete time-sensitivity database. Combined with real-time location and target path, the time already spent and theoretical remaining travel time are dynamically calculated to assess the remaining safety margin. Based on the initial setting time threshold, the vehicle status is determined and the scheduling feedback is generated. By correcting the unloading speed, the dynamic sorting optimization of the task order is achieved, which significantly improves the on-time rate and scheduling efficiency of concrete transportation.

[0009] This application is further configured to: parse concrete orders, match allowable transportation time with a database of concrete time-sensitive characteristics, and generate concrete transportation task orders, including: Analyze concrete orders to extract concrete grade and concrete formula; Based on the concrete aging characteristics database, the concrete formula is matched to obtain the benchmark initial setting time; The concrete transportation environment was tested, the ambient temperature was collected, and the allowable transportation time was calculated based on the benchmark initial setting time. Based on the concrete grade, the allowable transportation time is associated with the concrete order to generate a concrete transportation task order.

[0010] By adopting the above technical solution, based on the order parsing and formula matching algorithm, combined with the extraction of the benchmark initial setting time from the concrete aging characteristics database, and dynamically correcting the allowable transportation time according to the real-time ambient temperature, the final associated label generates an accurate transportation task order, realizing adaptive intelligent planning of concrete transportation timeliness, which significantly improves the workability and quality control level of concrete arriving at the site.

[0011] This application further specifies: based on the target transportation route and the real-time location of the vehicle, calculating the consumed time and the theoretical remaining travel time, and combining this with the permissible transportation time, calculating the remaining safety margin, including: Path planning is performed between the starting position and the target transportation position of the transport vehicle to generate the target transportation path; Discretize the target transportation route to generate a sequence of transportation route points; The total length of the transportation route is obtained by summing the sequence of transportation route points, and the allowable transportation time T is extracted. max ; The concrete transport vehicles are located to obtain their real-time positions, which are then mapped to a sequence of transport path points to obtain path matching points. The distance traveled is calculated by accumulating the starting position of the transport vehicle with the route matching points, and the time T consumed is then calculated. used ; The theoretical remaining travel time T is calculated based on the vehicle's speed and the speed coefficient corresponding to the road type and traffic conditions of the road segment to be traveled. eta ; Based on the consumed time and the theoretical remaining travel time, combined with the allowable transportation time, calculate the remaining safety margin R=T. max -(T used +T eta ).

[0012] By adopting the above technical solution, a dynamic monitoring method based on path planning and real-time positioning is used to calculate the sum of the time already consumed and the theoretical remaining travel time, and to assess the remaining safety margin in real time in conjunction with the allowable transportation time. This achieves refined time management of the concrete transportation process and effectively ensures the timeliness and safety of transportation.

[0013] This application is further configured to: determine the vehicle transportation status by comparing the remaining safety margin with a preset initial condensation time threshold range, and generate a scheduling feedback instruction, including: If the remaining safety margin is greater than the upper limit of the preset initial condensation time threshold range, the vehicle transportation status is determined to be safe, a no-change order instruction is generated, and the normal navigation route is displayed to maintain the current target transportation path. If the remaining safety margin is within the initial condensation time threshold range, the vehicle transportation status is determined to be an early warning, a route replanning instruction is generated, and the remaining time countdown of the vehicle is displayed. If the remaining safety margin is less than the lower limit of the preset initial setting time threshold range, the vehicle transportation status is determined to be urgent, a new order scheduling instruction is generated to block it, and the nearest compliant unloading point to the current location is pushed.

[0014] By adopting the above technical solutions, the remaining safety margin is monitored in real time, the vehicle status is determined in stages based on the initial setting time threshold range, and dynamic path replanning and scheduling algorithms are used to perform normal navigation, early warning route optimization, and emergency unloading point push respectively, which significantly improves the timeliness and resource utilization of concrete transportation.

[0015] This application is further configured to: generate an optimal on-time task order based on the scheduling feedback instructions combined with the unloading speed correction and sorting of concrete transportation task orders, including: Order scheduling feedback instructions are categorized and parsed based on instruction type. If the order has no changes, then extract the task order number, actual unloading start time, actual unloading completion time and actual unloading volume. Calculate the actual unloading time based on the actual unloading start time and the actual unloading completion time, and obtain the unloading speed by combining the actual unloading volume. The unloading speed is compared with the historical sliding average, and the speed deviation correction coefficient is calculated. If the speed deviation correction coefficient is not within the preset tolerance threshold range, the current unloading speed is determined to be abnormal, and the historical moving average value is used as the effective correction coefficient. No, then the current speed deviation correction factor is a valid correction factor; Calculate the unloading correction speed based on the unloading speed and the effective correction coefficient; Analyze the concrete transportation task order to extract the planned unloading time and total transportation volume; The task arrival time window is calculated based on the real-time location of the vehicle and the target transportation route, combined with the unloading correction speed. The concrete transport task orders are sorted according to the task arrival time window to obtain the optimal on-time task order; If it is a route replanning instruction, the route will be replanned based on the real-time location of the vehicle and the target transportation location to generate an initial transportation route; If the initial transportation route is consistent with the target transportation route, then the initial transportation route is decomposed and several transportation segment sequences are extracted. Based on road type and traffic conditions, the time consumption of each transportation segment sequence is compared with that of adjacent segments. The adjacent segments are selected to replace the transportation segment sequence to form the optimal transportation route. If the new order scheduling instruction is blocked, then extract the emergency vehicle identifier, the blocking effective time, and the blocking duration; Remove the current vehicle from the current dispatchable list based on its emergency vehicle identifier; Match the unloading locations in the concrete transport task order with the real-time location of the vehicle to filter candidate unloading points; If the unloading speed is less than or equal to the maximum unloading speed of the current candidate unloading point and is within the permitted unloading period, then the candidate unloading points are sorted in ascending order based on the real-time travel distance from the unloading point to the vehicle's location, and the current candidate unloading point is determined to be a compliant unloading point.

[0016] By adopting the above technical solution, a closed-loop correction algorithm based on multi-type order feedback instructions is used. The algorithm analyzes the actual unloading speed and compares it with the historical moving average to generate a speed correction coefficient. It combines the real-time vehicle location and transportation route to dynamically predict the task arrival time window and optimize the sorting. At the same time, a road segment replacement strategy is used to generate the optimal route for route replanning. For blocking new order instructions, vehicle removal and compliant unloading point sorting and screening are performed. This improves the real-time adaptability, on-time rate and execution efficiency of concrete transportation scheduling.

[0017] Secondly, this application also provides a concrete dynamic transportation scheduling system, which adopts the following technical solution: A dynamic concrete transportation scheduling system, used to implement a dynamic concrete transportation scheduling method, includes: The task generation module is used to parse concrete orders, match the allowable transportation time with the concrete time-sensitivity characteristics database, and generate concrete transportation task orders. The time calculation module is used to calculate the time already consumed and the theoretical remaining travel time based on the target transportation route and the real-time location of the vehicle, and to calculate the remaining safety margin based on the allowable transportation time. The scheduling decision module is used to determine the vehicle transportation status by comparing the remaining safety margin with the preset initial condensation time threshold range, and generate scheduling feedback instructions. The task optimization module is used to adjust and sort concrete transportation task orders based on scheduling feedback instructions and unloading speed, and generate the optimal on-time task order.

[0018] By adopting the above technical solution, the system analyzes the allowable transportation time for order matching, calculates the consumed time and remaining travel time based on real-time location, calculates the remaining safety margin, determines the vehicle status based on the initial setting time threshold, and generates a scheduling feedback instruction. Finally, the system corrects the task sorting based on the unloading speed to generate the optimal on-time task order, which significantly improves the on-time rate, scheduling efficiency and quality control level of concrete transportation.

[0019] Thirdly, this application also provides an electronic device, comprising: One or more processors; Memory, used to store one or more programs; When one or more programs are executed by one or more processors, the one or more processors implement any of the methods in the above scheme.

[0020] Fourthly, this application also provides a storage medium storing at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, at least one program, code set, or instruction set is loaded and executed by a processor to implement the concrete dynamic transportation scheduling planning method as described above.

[0021] In summary, the beneficial technical effects of this application are as follows: By using a closed-loop correction algorithm for multiple types of order feedback instructions, the algorithm generates a speed correction coefficient by analyzing the actual unloading speed and comparing it with the historical moving average. It also dynamically predicts the task arrival time window and optimizes the sorting by combining the real-time vehicle location and transportation route. In addition, it adopts a road segment replacement strategy to generate the optimal route for route replanning. For blocking new order instructions, it removes vehicles and sorts and filters compliant unloading points, thereby improving the real-time adaptability, on-time rate and execution efficiency of concrete transportation scheduling. By transforming the physicochemical properties (time-sensitivity) of concrete into constraints in the software algorithm, the logistics scheduling mechanism shifted from distance-first to time-first. Through dynamic calculation of remaining safety margins, the risk of scrapping was proactively mitigated, optimizing the turnover rate of leased vehicles and reducing economic losses caused by improper scheduling. Attached Figure Description

[0022] Figure 1 This is a flowchart illustrating the concrete dynamic transportation scheduling planning method in this application; Figure 2 This is a flowchart illustrating step S3 in this application; Figure 3 This is a flowchart illustrating step S4 in this application; Figure 4 This is a schematic diagram of the concrete dynamic transportation scheduling system in this application. Detailed Implementation

[0023] The present application will be further described in detail below with reference to the accompanying drawings.

[0024] Reference Figure 1 This application discloses a method for dynamic transportation scheduling of concrete, comprising: S1: Parse concrete orders, match allowable transportation time with the concrete time-sensitive characteristics database, and generate concrete transportation task orders; S2: Based on the target transportation route and the real-time location of the vehicle, calculate the consumed time and the theoretical remaining travel time, and combine this with the allowable transportation time to calculate the remaining safety margin. S3: Based on the preset initial condensation time threshold range, compare the remaining safety margin to determine the vehicle transportation status and generate a scheduling feedback instruction. S4: Generate the optimal on-time task order based on the scheduling feedback instructions, combined with the unloading speed correction and sorting of concrete transportation task orders.

[0025] In this embodiment, when the order scheduling management system generates a transportation task order, it reads the concrete strength grade, slump requirement, and chemical type of the added admixture in the order, queries the pre-configured "concrete aging characteristic database" in the background, obtains the reference initial setting time of this specific formula at the standard ambient temperature, and calculates the hard constraint parameter of this batch of concrete - the maximum allowable transportation duration (T max ).

[0026] After the vehicle departs, real-time road condition information is acquired, and the "elapsed time (T used )" and "estimated remaining travel time (T eta )" are calculated. The remaining safety margin R=T max- (T used +T eta ).

[0027] In this step, after the vehicle checks in for departure, the system starts a timer to accumulate the "elapsed time (T used )"; at the same time, the path planning module calls the third-party map traffic big data in real time through an API to obtain the real-time road congestion index from the current vehicle position to the target construction site, and dynamically calculates the "estimated remaining travel time (T eta )". The system background process executes the operation logic at a fixed period (e.g., every 30 seconds): remaining safety margin R=T max -(T used +T eta ).

[0028] When R>threshold A (e.g., 30 minutes): maintain the current route and order scheduling. Specifically, the system determines that the transportation status is "safe", keeps the current scheduling instruction unchanged, and displays the normal navigation route on the driver-side APP.

[0029] When threshold B<R≤threshold A (e.g., 15 minutes<R≤30 minutes): the system automatically pushes alternative solutions of "acceleration suggestion" or "changing to the nearest construction site" to the dispatching console. Specifically, the system determines that the transportation status is "warning", automatically retrieves alternative routes with better surrounding road conditions, and pushes a prompt of "suggested acceleration" or "route diversion" to the driver end; at the same time, it sends a yellow warning pop-up window to the dispatcher's monitoring large screen, showing the remaining aging countdown of the vehicle.

[0030] When R ≤ threshold B (e.g., 15 minutes): The system determines it as "scrapping risk," automatically locks the vehicle, prohibits assigning new tasks, and triggers an emergency unloading process. Specifically: the system determines the transportation status as "urgent," immediately marks the vehicle as "abnormally locked" in the scheduling database, blocking its participation in the automatic scheduling logic for any subsequent new orders; simultaneously, it automatically sends the highest-level red alarm to the dispatcher and driver, and pushes the nearest compliant unloading point or emergency response plan to the current location.

[0031] The system receives real-time unloading progress and average unloading rate feedback from the construction site (e.g., via an app or on-site sensors), and dynamically calculates the "estimated idle window" at the construction site based on the current number of vehicles in the queue. Using this information, the system reverse-engineers the optimal departure time for subsequent vehicles, automatically adjusting the vehicle queue sequence within the mixing plant to ensure that vehicles arrive at the construction site precisely at the end of the unloading process of the preceding vehicle, achieving seamless Just-In-Time (JIT) integration between transportation and pouring.

[0032] Preferably, step S1 includes: Analyze concrete orders to extract concrete grade and concrete formula; Based on the concrete aging characteristics database, the concrete formula is matched to obtain the benchmark initial setting time; The concrete transportation environment was tested, the ambient temperature was collected, and the allowable transportation time was calculated based on the benchmark initial setting time. Based on the concrete grade, the allowable transportation time is associated with the concrete order to generate a concrete transportation task order.

[0033] In this embodiment, during the daily operation of a large commercial concrete mixing plant, the dispatching system receives concrete orders from three construction sites: Site A needs C30 grade concrete for pouring the basement floor slab (volume 120m³, transport distance 15km), Site B needs C40 grade concrete for pouring the high-rise core tube (volume 80m³, transport distance 25km), and Site C needs C25 grade concrete for pouring the road subbase (volume 60m³, transport distance 8km).

[0034] First, the three orders are analyzed using the ingredient analysis module to extract their respective concrete grades and corresponding formulas (e.g., in the C30 formula, cement:sand:aggregate:water = 1:1.8:2.6:0.5, with the addition of a retarding water-reducing agent). Then, the formulas are matched according to the built-in concrete aging characteristic database (which contains slump loss curves and initial setting time reference values ​​for different grades of concrete under different temperatures and humidity conditions) to obtain the baseline initial setting time for each grade: 4.5 hours for C30, 3.5 hours for C40 (due to higher cement content and greater heat of hydration, the initial setting time is shorter), and 5.0 hours for C25. Simultaneously, the system collects the ambient temperature in real time through an environmental monitoring unit installed in the mixing plant—the day was a summer high (35℃). Under high temperature conditions, cement hydration is accelerated, significantly shortening the initial setting time. Combining the baseline initial setting time with the temperature correction factor (the initial setting time is shortened by about 25% at 35℃), the system calculates the allowable transportation time for the three orders: C30 has an allowable transportation time of 3.4 hours (4.5h×0.75), C40 has an allowable transportation time of 2.6 hours (3.5h×0.75), and C25 has an allowable transportation time of 3.8 hours (5.0h×0.75).

[0035] Subsequently, based on the transportation distance and urban road condition predictions for each construction site (e.g., 45 minutes for site A, 70 minutes for site B, and 25 minutes for site C), and considering the allowable transportation time for each order, the loading time of the mixer trucks, and the unloading time at the construction sites, a concrete transportation task order is dynamically generated: Order C30 is matched with the fastest loading and most stable vehicle group to ensure transportation is completed within 3 hours; Order C40 is matched with two mixer trucks departing in series to shorten the interval between continuous pouring (the effective pouring window is extended to 2.6 hours through a "carriage congestion" strategy); and Order C25 is assigned to a temporarily dispatched backup vehicle group. At the same time, the system automatically excludes the option of matching Order C40 with a vehicle group with a longer distance, ensuring that it arrives and completes pouring within the 2.6-hour allowable window; finally, a task order with recommended departure time and optimal route planning is output, effectively avoiding pouring quality accidents caused by slump loss due to timeouts.

[0036] Preferably, step S2 includes: Path planning is performed between the starting position and the target transportation position of the transport vehicle to generate the target transportation path; Discretize the target transportation route to generate a sequence of transportation route points; The total length of the transportation route is obtained by summing the sequence of transportation route points, and the allowable transportation time Tmax is extracted. The concrete transport vehicles are located to obtain their real-time positions, which are then mapped to a sequence of transport path points to obtain path matching points. The total length of the transportation route is obtained by summing the sequence of transportation route points, and the allowable transportation time T is extracted.max ; The concrete transport vehicles are located to obtain their real-time positions, which are then mapped to a sequence of transport path points to obtain path matching points. The distance traveled is calculated by accumulating the starting position of the transport vehicle with the route matching points, and the time T consumed is then calculated. used ; The theoretical remaining travel time T is calculated based on the vehicle's speed and the speed coefficient corresponding to the road type and traffic conditions of the road segment to be traveled. eta ; Based on the consumed time and the theoretical remaining travel time, combined with the allowable transportation time, calculate the remaining safety margin R=T. max -(T used +T eta ).

[0037] In this embodiment, in the transportation scheduling of a large commercial concrete mixing plant, the system performs dynamic route planning and timeliness monitoring for C30 concrete transport vehicles heading to construction site A: First, the target transportation route (estimated to be 18.5km) is generated through route planning, and then discretized into a sequence of 370 route points at 50m intervals. The total length of the transportation route is obtained by summing the points, and the allowable transportation time Tmax (3.4 hours after high temperature correction) for the current load of the corresponding vehicle is extracted.

[0038] The vehicle's location is then determined in real-time via GPS and mapped to a sequence of waypoints to obtain a path matching point (e.g., currently at the 85th point, corresponding to 4.25km traveled). Combined with the accumulated distance traveled and departure time, the system calculates the elapsed time, Tused = 26 minutes. Simultaneously, based on the remaining road segments (3km of urban expressway with a speed coefficient of 1.0, 11km of ordinary roads with a coefficient of 0.7, and the remaining 0.25km of construction site road with a coefficient of 0.4) and the current vehicle speed, the system calculates the time using Teta = Σ(L_i / V_b). The theoretical remaining travel time is calculated to be approximately 82 minutes using ase×k_i. Therefore, the remaining safety margin R = 3.4h×60 - (26+82) = 204 - 108 = 96 minutes, which is considered sufficient to allow the vehicle to travel normally. When the real-time dynamic recalculation finds that the speed coefficient of the ordinary road ahead has dropped to 0.35 due to an accident, Teta increases to 138 minutes and R drops to 40 minutes, entering the low margin alarm threshold. The dispatch system then prompts the driver to detour via the vehicle terminal to ensure that the concrete is poured before initial setting.

[0039] Reference Figure 2 Preferably, step S3 includes: If the remaining safety margin is greater than the upper limit of the preset initial condensation time threshold range, the vehicle transportation status is determined to be safe, a no-change order instruction is generated, and the normal navigation route is displayed to maintain the current target transportation path. If the remaining safety margin is within the initial condensation time threshold range, the vehicle transportation status is determined to be an early warning, a route replanning instruction is generated, and the remaining time countdown of the vehicle is displayed. If the remaining safety margin is less than the lower limit of the preset initial setting time threshold range, the vehicle transportation status is determined to be urgent, a new order scheduling instruction is generated to block it, and the nearest compliant unloading point to the current location is pushed.

[0040] In this embodiment, dynamic time-sensitive monitoring is performed on the C40 concrete mixer trucks heading to construction site B. The preset initial setting time threshold range is [15 minutes, 30 minutes] (the lower limit of 15 minutes is the emergency intervention threshold, and the upper limit of 30 minutes is the warning trigger line). The current remaining safety margin is 45 minutes, which is greater than the upper limit. The system determines the transportation status as "safe," generates a no-change order instruction, and the on-board terminal maintains the display of the normal navigation route (the original planned urban expressway) without performing any interfering operations. The mixer truck travels normally. After 15 minutes, a traffic accident occurs ahead, causing congestion. The recalculated remaining safety margin drops to 22 minutes, falling within the threshold range. The system immediately determines the transportation status as "warning," generates a route replanning instruction, and provides voice prompts to the driver. The driver turns right onto the backup road 3 kilometers ahead (which can shorten the time by 8 minutes). At the same time, the vehicle terminal displays "Remaining time countdown: 22 minutes", reminding the driver to control the speed reasonably and avoid driving illegally due to concerns about exceeding the time limit. After driving for another 5 minutes, the vehicle is delayed by a sudden red light and pedestrians crossing the street. The remaining safety margin drops further to 8 minutes, which is below the lower limit of 15 minutes. The system determines the transportation status as "urgent" and immediately generates a command to block new order scheduling (prohibiting the dispatch center from adding any orders along the way to this vehicle). It also automatically pushes the nearest compliant unloading point to the current location (i.e., the backup west entrance of construction site B, which can save 5 minutes compared to the main entrance). At the same time, it issues a continuous buzzer reminder through the vehicle terminal to ensure that the concrete is successfully poured into the formwork before initial setting.

[0041] Reference Figure 3 Preferably, step S4 includes: Order scheduling feedback instructions are categorized and parsed based on instruction type. If the order has no changes, then extract the task order number, actual unloading start time, actual unloading completion time and actual unloading volume. Calculate the actual unloading time based on the actual unloading start time and the actual unloading completion time, and obtain the unloading speed by combining the actual unloading volume. The unloading speed is compared with the historical sliding average, and the speed deviation correction coefficient is calculated. If the speed deviation correction coefficient is not within the preset tolerance threshold range, the current unloading speed is determined to be abnormal, and the historical moving average value is used as the effective correction coefficient. No, then the current speed deviation correction factor is a valid correction factor; Calculate the unloading correction speed based on the unloading speed and the effective correction coefficient; Analyze the concrete transportation task order to extract the planned unloading time and total transportation volume; The task arrival time window is calculated based on the real-time location of the vehicle and the target transportation route, combined with the unloading correction speed. The concrete transport task orders are sorted according to the task arrival time window to obtain the optimal on-time task order; If it is a route replanning instruction, the route will be replanned based on the real-time location of the vehicle and the target transportation location to generate an initial transportation route; If the initial transportation route is consistent with the target transportation route, then the initial transportation route is decomposed and several transportation segment sequences are extracted. Based on road type and traffic conditions, the time consumption of each transportation segment sequence is compared with that of adjacent segments. The adjacent segments are selected to replace the transportation segment sequence to form the optimal transportation route. If the new order scheduling instruction is blocked, then extract the emergency vehicle identifier, the blocking effective time, and the blocking duration; Remove the current vehicle from the current dispatchable list based on its emergency vehicle identifier; Match the unloading locations in the concrete transport task order with the real-time location of the vehicle to filter candidate unloading points; If the unloading speed is less than or equal to the maximum unloading speed of the current candidate unloading point and is within the permitted unloading period, then the candidate unloading points are sorted in ascending order based on the real-time travel distance from the unloading point to the vehicle's location, and the current candidate unloading point is determined to be a compliant unloading point.

[0042] In this embodiment, the scheduling feedback instructions are classified and processed according to the instruction type: For a tanker truck carrying C30 concrete to construction site A, the system generates a scheduling instruction with no changes and extracts the execution task number (e.g., T-2025-0718-03), the actual unloading start time of 10:45, the actual unloading completion time of 11:06, and the actual unloading volume of 12m³. The actual unloading time is calculated to be 21 minutes, and the unloading speed is 0.571m³ / min. This is compared with the historical sliding average of 0.62m³ / min, and a speed deviation correction coefficient of 0.92 is calculated. This coefficient is within the preset tolerance threshold range. Within the range of 0.90 to 1.10, it is determined to be an effective correction coefficient, thus obtaining a corrected unloading speed of 0.525 m³ / min (actual unloading speed 0.571 × 0.92). At the same time, the concrete transportation task order is analyzed to obtain a planned unloading time of 11:00 and a total transportation volume of 12 m³. Based on the real-time location of the vehicle (800m from the construction site gate) and the target transportation route (approximately 3 minutes of remaining travel time), combined with the corrected unloading speed of 0.525 m³ / min, the task arrival time window is calculated to be 11:05 to 11:08. Multiple task orders are sorted using this time window to obtain the optimal on-time task order.

[0043] When a tanker truck carrying C40 concrete to construction site B is stuck in traffic due to an accident ahead, the system generates a route replanning instruction. Based on the vehicle's real-time location (600m from the congestion point) and the target transportation location (construction site B), the system performs route replanning to generate an initial transportation route (the original route has 12.5km remaining and is estimated to take 30 minutes). Because the initial route is inconsistent with the target route, the system decomposes the initial transportation route and extracts three transportation segment sequences (congested road segment, secondary arterial road segment, and road segment in front of the construction site). Based on the road type and traffic conditions, the system compares the time taken by each segment with that of adjacent road segments and finds that adjacent road segments can save 8 minutes. Therefore, the adjacent road segment is selected to replace the original congested road segment, forming the optimal transportation route (the total travel distance increases by 0.8km but the time is reduced to 22 minutes).

[0044] When a concrete mixer truck carrying C25 concrete destined for site C has been waiting for 45 minutes due to a pump truck malfunction, with only 8 minutes of safety margin remaining (below the minimum 15 minutes), the system generates a command to block new order scheduling. It extracts the truck's emergency vehicle identifier (E-027), the blocking effective time of 15:30, and the blocking duration of 20 minutes. Based on the emergency vehicle identifier, the truck is removed from the currently available dispatch list (18 trucks in total), and the dispatch center is notified that the truck has been switched to emergency status and will no longer receive new orders. Simultaneously, the system matches the truck's real-time location (north gate of site C) with the unloading location in the concrete transport order, filtering for the closest available location. Three candidate unloading points within a 5-kilometer radius of the vehicle (the closest being construction site D, 2.3 km away; construction site E, 3.8 km away; and construction site F, 4.5 km away) were selected. After verification, the unloading speed of 0.45 m³ / min was found to be lower than the maximum unloading speed of 0.55 m³ / min for the current candidate unloading points, and it was located within the permitted unloading period of 14:00-18:00. The system sorted the unloading points by travel distance in ascending order and determined that construction site D (2.3 km away) was a compliant unloading point. The system immediately pushed the information to the driver's terminal and updated the navigation destination to ensure that the concrete was unloaded compliantly before initial setting. At the same time, the original order for construction site C was suspended and the dispatch room was notified to coordinate subsequent replenishment.

[0045] Reference Figure 4 A concrete dynamic transportation scheduling planning system, applied to a concrete dynamic transportation scheduling planning method, includes: The task generation module is used to parse concrete orders, match the allowable transportation time with the concrete time-sensitivity characteristics database, and generate concrete transportation task orders. The time calculation module is used to calculate the time already consumed and the theoretical remaining travel time based on the target transportation route and the real-time location of the vehicle, and to calculate the remaining safety margin based on the allowable transportation time. The scheduling decision module is used to determine the vehicle transportation status by comparing the remaining safety margin with the preset initial condensation time threshold range, and generate scheduling feedback instructions. The task optimization module is used to adjust and sort concrete transportation task orders based on scheduling feedback instructions and unloading speed, and generate the optimal on-time task order.

[0046] In this embodiment, in the cross-regional dispatch center for commercial concrete in a smart city infrastructure project, the system is composed of a task generation module, a time calculation module, a scheduling decision module, and a task optimization module working together to realize dynamic transportation scheduling planning for concrete. Among them, the task generation module includes an order parsing unit (parsing concrete orders from three construction sites and extracting C30, C40, and C25 grades and their corresponding volumes), a timeliness matching unit (matching the allowable transportation time of C30 to 3.4 hours, C40 to 2.6 hours, and C25 to 3.8 hours respectively based on the benchmark initial setting time corrected at a high temperature of 35°C), and a task arrangement unit (matching the orders with the vehicle grouping and loading capacity of each mixing plant to generate three initial transportation task orders containing departure windows and unloading positions).

[0047] The time calculation module includes a path discretization unit (which discretizes the target transportation path of each task order at 50m intervals to generate a path point sequence), a real-time positioning unit (which obtains the current location of the vehicle through GPS and maps it to the path point sequence, and calculates the distance traveled and the time consumed), and a margin calculation unit (which calculates the theoretical remaining travel time by combining the road type of the road segment to be traveled and the real-time traffic conditions, and then subtracts the sum of the consumed time and the theoretical remaining travel time from the allowable transportation time to obtain the remaining safety margin of 54 minutes for C30 tanker truck, 22 minutes for C40 tanker truck, and 8 minutes for C25 tanker truck).

[0048] The scheduling decision module includes a threshold judgment unit (defining an initial condensation time threshold range of 15 minutes to 30 minutes, comparing the margins of the three vehicles with the range, and determining C30 as "safe", C40 as "warning" and C25 as "emergency"), an instruction generation unit (generating "schedule unchanged instruction", "path replanning instruction" and "new order blocking scheduling instruction" according to the judgment status), and an instruction classification unit (classifying instructions and assigning them to the corresponding execution flow); the task optimization module includes an unloading statistics unit (extracting the actual unloading time of C30 tanker corresponding to the "schedule unchanged instruction" of 21 minutes and volume of 12m³, calculating the unloading speed of 0.571m³ / min and comparing it with the historical average). The comparison yielded a correction coefficient of 0.92, used to correct subsequent unloading speeds. A scheduling unit (which calculates the task arrival time window using the corrected unloading speed and sorts multiple task orders by window to generate the optimal on-time task order) and an emergency response unit (which immediately blocks new orders for the C25 tanker truck due to a pump truck malfunction causing its remaining margin to fall below the lower limit and triggering an "emergency" state, matching the D construction site with a distance of 2.3km in ascending order of travel distance as a compliant unloading point and pushing it to the driver's terminal) were also implemented. This achieved a closed-loop management system covering the entire process from order parsing and dynamic timeliness calculation to differentiated scheduling response, effectively avoiding slump loss and pouring quality accidents caused by timeouts, and improving the reliability of parallel supply to multiple construction sites.

[0049] Thirdly, an electronic device includes: One or more processors; Memory, used to store one or more programs; When one or more programs are executed by one or more processors, the one or more processors implement any of the methods in the above scheme.

[0050] Fourthly, a storage medium storing at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, at least one program, code set, or instruction set is loaded and executed by a processor to implement the concrete dynamic transportation scheduling planning method as described above.

[0051] The embodiments described in this specific implementation are preferred embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A method for dynamic transportation scheduling of concrete, characterized in that, include: Analyze concrete orders, match allowable transportation time with the concrete time-sensitive characteristics database, and generate concrete transportation task orders; Based on the target transportation route and the real-time location of the vehicles, the time consumed and the theoretical remaining travel time are calculated. Combined with the allowable transportation time, the remaining safety margin is calculated. Based on the preset initial condensation time threshold range, the remaining safety margin is compared to determine the vehicle transportation status and generate a scheduling feedback instruction. Based on the scheduling feedback instructions, combined with the unloading speed correction and sorting of concrete transportation task orders, the optimal on-time task order is generated.

2. The concrete dynamic transportation scheduling planning method according to claim 1, characterized in that, The process involves parsing concrete orders, matching allowable transportation time against a database of concrete time-sensitive characteristics, and generating concrete transportation task orders, including: Analyze concrete orders to extract concrete grade and concrete formula; Based on the concrete aging characteristics database, the concrete formula is matched to obtain the benchmark initial setting time; The concrete transportation environment was tested, the ambient temperature was collected, and the allowable transportation time was calculated based on the benchmark initial setting time. Based on the concrete grade, the allowable transportation time is associated with the concrete order to generate a concrete transportation task order.

3. The concrete dynamic transportation scheduling planning method according to claim 1, characterized in that, The process of calculating the consumed time and theoretical remaining travel time based on the target transportation route and the real-time vehicle location, combined with the allowable transportation time, to calculate the remaining safety margin includes: Path planning is performed between the starting position and the target transportation position of the transport vehicle to generate the target transportation path; Discretize the target transportation route to generate a sequence of transportation route points; The total length of the transportation route is obtained by summing the sequence of transportation route points, and the allowable transportation time is extracted. The concrete transport vehicles are located to obtain their real-time positions, which are then mapped to a sequence of transport path points to obtain path matching points. Accumulate the distance traveled by the starting position of the transport vehicle with the matching points of the route, and calculate the time consumed. The theoretical remaining travel time is calculated based on the vehicle's speed and the speed coefficient corresponding to the road type and traffic conditions of the road segment to be traveled. The remaining safety margin is calculated based on the time already consumed and the theoretical remaining travel time, combined with the allowable transportation time.

4. The concrete dynamic transportation scheduling planning method according to claim 1, characterized in that, The process of determining the vehicle transportation status by comparing the remaining safety margin with a preset initial condensation time threshold range and generating a dispatch feedback instruction includes: If the remaining safety margin is greater than the upper limit of the preset initial condensation time threshold range, the vehicle transportation status is determined to be safe, a no-change order instruction is generated, and the normal navigation route is displayed to maintain the current target transportation path. If the remaining safety margin is within the initial condensation time threshold range, the vehicle transportation status is determined to be an early warning, a route replanning instruction is generated, and the remaining time countdown of the vehicle is displayed. If the remaining safety margin is less than the lower limit of the preset initial setting time threshold range, the vehicle transportation status is determined to be urgent, a new order scheduling instruction is generated to block it, and the nearest compliant unloading point to the current location is pushed.

5. The concrete dynamic transportation scheduling planning method according to claim 1, characterized in that, The process of generating the optimal on-time task order based on the scheduling feedback instructions, combined with the unloading speed correction and sorting of concrete transportation task orders, includes: Order scheduling feedback instructions are categorized and parsed based on instruction type. If the order has no changes, then extract the task order number, actual unloading start time, actual unloading completion time and actual unloading volume. Calculate the actual unloading time based on the actual unloading start time and the actual unloading completion time, and obtain the unloading speed by combining the actual unloading volume. The unloading speed is compared with the historical sliding average, and the speed deviation correction coefficient is calculated. If the speed deviation correction coefficient is not within the preset tolerance threshold range, the current unloading speed is determined to be abnormal, and the historical moving average value is used as the effective correction coefficient. No, then the current speed deviation correction factor is a valid correction factor; Calculate the unloading correction speed based on the unloading speed and the effective correction coefficient; Analyze the concrete transportation task order to extract the planned unloading time and total transportation volume; The task arrival time window is calculated based on the real-time location of the vehicle and the target transportation route, combined with the unloading correction speed. The concrete transport task orders are sorted according to the task arrival time window to obtain the optimal on-time task order.

6. The concrete dynamic transportation scheduling planning method according to claim 1, characterized in that, The process of generating the optimal on-time task order based on the scheduling feedback instructions combined with the unloading speed correction and sorting of concrete transportation task orders also includes: If it is a route replanning instruction, the route will be replanned based on the real-time location of the vehicle and the target transportation location to generate an initial transportation route; If the initial transportation route is consistent with the target transportation route, then the initial transportation route is decomposed and several transportation segment sequences are extracted. Based on road type and traffic conditions, the time consumption of each transport segment sequence is compared with that of adjacent segments. The adjacent segments are selected to replace the transport segment sequence, thus forming the optimal transport route.

7. The concrete dynamic transportation scheduling planning method according to claim 6, characterized in that: The process of generating the optimal on-time task order based on the scheduling feedback instructions combined with the unloading speed correction and sorting of concrete transportation task orders also includes: If the new order scheduling instruction is blocked, then extract the emergency vehicle identifier, the blocking effective time, and the blocking duration; Remove the current vehicle from the current dispatchable list based on its emergency vehicle identifier; Match the unloading locations in the concrete transport task order with the real-time location of the vehicle to filter candidate unloading points; If the unloading speed is less than or equal to the maximum unloading speed of the current candidate unloading point and is within the permitted unloading period, then the candidate unloading points are sorted in ascending order based on the real-time travel distance from the unloading point to the vehicle's location, and the current candidate unloading point is determined to be a compliant unloading point.

8. A concrete dynamic transportation scheduling planning system, used to implement the concrete dynamic transportation scheduling planning method as described in any one of claims 1-7, characterized in that, include: The task generation module is used to parse concrete orders, match the allowable transportation time with the concrete time-sensitivity characteristics database, and generate concrete transportation task orders. The time calculation module is used to calculate the time already consumed and the theoretical remaining travel time based on the target transportation route and the real-time location of the vehicle, and to calculate the remaining safety margin based on the allowable transportation time. The scheduling decision module is used to determine the vehicle transportation status by comparing the remaining safety margin with the preset initial condensation time threshold range, and generate scheduling feedback instructions. The task optimization module is used to adjust and sort concrete transportation task orders based on scheduling feedback instructions and unloading speed, and generate the optimal on-time task order.

9. A storage medium storing at least one instruction, at least one program, a code set, or an instruction set, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the concrete dynamic transportation scheduling method as described in any one of claims 1 to 7.

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