本文選題：多式聯運 + 碳足跡��； 參考：《浙江工商大學》2017年碩士論文

【摘要】：因人類大量排放二氧化碳等溫室氣體,全球許多地方氣溫接連異常上升,已對人類社會產生嚴重的負面影響。物流行業(yè)作為碳排放大戶,必須進行有效的綠色轉型。實踐經驗顯示,多式聯運能夠有效促進物流行業(yè)的低碳化發(fā)展。目前,我國公路物流運輸占比較高,能源消耗大,環(huán)境清潔性差;鐵路、水路等低碳物流運輸方式的運力未被充分利用。同時,我國低碳約束下的多式聯運理論研究仍處于起步階段,其中許多問題有待研究解決。本文以"低碳約束下的多式聯運"為對象開展研究,具體工作如下:第一,碳排放最小化為目標的多式聯運路徑優(yōu)化模型構建。模型分析了多式聯運過程中干線階段的運輸碳排放以及因運輸方式變更引起的轉運碳排放,考慮服務時間限制,并以總的碳排放量最小為目標。求解過程中,本文同時對運輸路線選擇和運輸方式組合進行考慮,設計改進的遺傳算法進行算例分析。結果表明,在多式聯運過程加大鐵路、水路運輸有利于整體碳排放的降低;針對時效要求高的運輸任務,可以通過部分采用靈活快速的公路運輸進行提速。第二,考慮碳排放、時間和費用的多目標多式聯運路徑優(yōu)化模型構建。企業(yè)實際運營過程中,運輸時效性是客戶服務滿意度的一個重要指標,成本是企業(yè)生存必須考慮的重要因素。為了實現企業(yè)綠色發(fā)展、降低運輸過程碳排放,采取多式聯運,而各個目標之間存在二律背反關系,如何在碳排放、時間和費用三者之間進行平衡求解,是該問題的難點。目前研究,對于多目標多式聯運的求解,一般通過加權法或將碳排放和時間因素轉化為費用成本,即將多目標轉化為單一目標,再進行求解。權重的賦值和因素轉化具有很強的主觀性,不利于多目標問題的真正求解。本文構建考慮碳排放、時間和費用的多目標多式聯運路徑優(yōu)化模型,采用NSGA-Ⅱ快速非支配排序算法求解模型,得到運輸路線和運輸組合的帕累托最優(yōu)。通過算例分析,證明模型的可行性。第三,市內多式聯運末端配送實現的碳足跡定量研究。目前多式聯運研究的重點多為多式聯運的干線運輸,對市內多式聯運領域的研究比較少。本文對市內多式聯運末端配送實現的碳足跡情況開展討論,對運輸方式與配送模式進行組合分析,并以實證數據進行定量研究,提出使用清潔能源與快遞服務點、快遞儲藏柜等新型配送模式組合實現市內末端配送的建議。
[Abstract]:Due to the massive emission of carbon dioxide and other greenhouse gases, the temperature in many parts of the world has been rising abnormally, which has had a serious negative impact on human society. Logistics industry as a large carbon emissions, we must carry out an effective green transformation. Practical experience shows that multimodal transport can effectively promote the low-carbon development of the logistics industry. At present, the road logistics transportation in China is relatively high, the energy consumption is large, the environment is not clean, and the capacity of low-carbon logistics transportation such as railways and waterways has not been fully utilized. At the same time, the theory of multimodal transport under low carbon constraints in China is still in its infancy, and many problems need to be solved. In this paper, "low carbon constrained multimodal transport" is studied. The main work is as follows: firstly, the path optimization model of multimodal transport with carbon emission minimization as its goal is constructed. The model analyzes the transport carbon emissions in the main line stage and the transshipment carbon emissions due to the change of the mode of transport in the multimodal transport process, considering the service time limit, and aiming at the minimum total carbon emissions. In the process of solving the problem, the selection of transportation route and the combination of transportation modes are considered in this paper, and the improved genetic algorithm is designed for example analysis. The results show that waterway transportation is beneficial to the reduction of overall carbon emission in the process of multimodal transport, and can be increased partly by flexible and rapid road transportation for the transport task with high efficiency. Second, multi-objective multimodal transport path optimization model considering carbon emissions, time and cost. Transportation timeliness is an important index of customer service satisfaction and cost is an important factor that must be taken into account in the process of enterprise operation. In order to realize the green development of the enterprise, reduce the carbon emission in the transportation process and adopt multimodal transport, there is a two-law inverse relationship between each target. How to balance the carbon emission, time and cost is the difficulty of this problem. At present, the solution of multiobjective multimodal transport is usually solved by weighting method or converting carbon emissions and time factors into cost, that is to say, multi-objective is transformed into a single objective, and then solved. The assignment of weights and the transformation of factors are highly subjective, which is not conducive to the real solution of multi-objective problems. In this paper, a multi-objective multimodal transport path optimization model considering carbon emission, time and cost is constructed, and the model is solved by NSGA- 鈪，

本文編號：1820018