公路网上的双目标长途运输问题
The Bi-objective Long-haul Transportation Problem on a Road Network
摘要：
在本文中，我们研究了一个长途卡车调度问题，其中的路径必须确定的车辆行驶从指定的起点到指定的目的地。我们考虑加油的决定沿路径，同时占异构燃料价格在道路网络。此外，该路径必须符合服务时间（HoS）规定。因此，路径由车辆行驶的实际道路轨迹以及车辆由于加油、符合HoS法规或两者的组合而停止的位置来定义。该设定被转换为一个双目标最优化问题，考虑燃料成本最小化和路径持续时间最小化。提出了一种在道路网络上求解该问题的算法。该算法建立了一组关于这两个目标的非支配路径。由于道路网络的理论规模巨大，该算法遵循交互式路径构建机制。具体而言，该算法动态地与地理信息系统交互，以识别相关的潜在路径和停靠位置。计算测试的实际规模的情况下，覆盖的距离范围从500到1500公里。该算法相比，从模仿物流公司目前的做法的政策获得的解决方案。结果表明，由该算法产生的非支配的解决方案显着占主导地位的当前实践中产生的，在燃料成本方面，同时实现类似的路径持续时间。非支配路径的平均数量为2.7，这使得决策者最终能够直观地检查所提出的备选方案。
英文摘要：
In this paper we study a long-haul truck scheduling problem where a path has to be determined for a vehicle traveling from a specified origin to a specified destination. We consider refueling decisions along the path, while accounting for heterogeneous fuel prices in a road network. Furthermore, the path has to comply with Hours of Service (HoS) regulations. Therefore, a path is defined by the actual road trajectory traveled by the vehicle, as well as the locations where the vehicle stops due to refueling, compliance with HoS regulations, or a combination of the two. This setting is cast in a bi-objective optimization problem, considering the minimization of fuel cost and the minimization of path duration. An algorithm is proposed to solve the problem on a road network. The algorithm builds a set of non-dominated paths with respect to the two objectives. Given the enormous theoretical size of the road network, the algorithm follows an interactive path construction mechanism. Specifically, the algorithm dynamically interacts with a geographic information system to identify the relevant potential paths and stop locations. Computational tests are made on real-sized instances where the distance covered ranges from 500 to 1500 km. The algorithm is compared with solutions obtained from a policy mimicking the current practice of a logistics company. The results show that the non-dominated solutions produced by the algorithm significantly dominate the ones generated by the current practice, in terms of fuel costs, while achieving similar path durations. The average number of non-dominated paths is 2.7, which allows decision makers to ultimately visually inspect the proposed alternatives.
机构、总结、中文摘要均由AI分析而来，可能存在错误，请以论文正文为准。
