本文選題：多式聯(lián)運(yùn) + 多式聯(lián)運(yùn)經(jīng)營人��； 參考：《西南交通大學(xué)》2017年碩士論文

【摘要】：集裝箱多式聯(lián)運(yùn)是現(xiàn)代貨物運(yùn)輸形式的革新,也是目前集裝箱運(yùn)輸中相對高級的組織形式。它不但在貨物運(yùn)輸中的扮演越來越重要的角色,其本身發(fā)展也越發(fā)多元化。隨著全球國際貿(mào)易的快速發(fā)展,集裝箱運(yùn)輸?shù)氖袌龇蓊~業(yè)務(wù)也在迅速增加,對集裝箱多式聯(lián)運(yùn)的效率和服務(wù)質(zhì)量的要求也在不斷提高。但是多式聯(lián)運(yùn)網(wǎng)絡(luò)復(fù)雜,中間環(huán)節(jié)繁多,通常涉及兩種甚至兩種以上運(yùn)輸方式和多承運(yùn)人的參與。由于多式聯(lián)運(yùn)鏈較長,其可靠性相對降低。通常遇到路徑中斷時,承運(yùn)人會將這批貨物滯留在某處,等待原方案剩余路徑恢復(fù)后再進(jìn)行運(yùn)輸工作,這樣不可避免的會造成滯期,在面對如應(yīng)急救援物資等時效性要求較高的貨物,不但會延誤交貨日期,還會讓經(jīng)營人、承運(yùn)人還有托運(yùn)人遭受極大的經(jīng)濟(jì)損失,這種情況是應(yīng)極力避免的。本文就是針對路徑中斷的緊急情況(完全失去路段通行能力而非受阻),從宏觀的、多式聯(lián)運(yùn)經(jīng)營人的角度,在運(yùn)輸遭遇前方路徑中斷的情況下,為了滿足運(yùn)到時限而對運(yùn)輸計劃進(jìn)行調(diào)整,選擇繞過中斷路段的同時,盡可能少的選用計劃外港站節(jié)點、盡可能多的沿用原計劃中轉(zhuǎn)節(jié)點。通過對集裝箱多式聯(lián)運(yùn)定義、組織形式、成本構(gòu)成及經(jīng)營人的責(zé)任范圍,確定了路徑調(diào)整方案的可行性和建立模型所需元素。并通過對國內(nèi)外相關(guān)內(nèi)容的研究,確定本文的研究方法和思想。為了達(dá)到這個目的,本文提出將基本的多式聯(lián)運(yùn)網(wǎng)絡(luò)拆分成為時間網(wǎng)和空間網(wǎng)兩層,通過同時在兩層網(wǎng)絡(luò)上尋找可行路徑來求解問題,并用數(shù)學(xué)語言描述了在前方路徑中斷時,集裝箱多式聯(lián)運(yùn)路徑調(diào)整問題的數(shù)學(xué)模型,為問題的求解打下基礎(chǔ)。通過對網(wǎng)絡(luò)的拆分,將問題分割成兩個子問題:可行路徑的搜索和路徑是否滿足時間要求的判斷。為了求解兩個子問題,本文提出了一種基于改進(jìn)Dijkstra算法和動態(tài)規(guī)劃的混合啟發(fā)式算法,并通過算例進(jìn)行模型和算法的驗證,并在模擬不同的網(wǎng)絡(luò)受損情況:部分路段受損、節(jié)點失效、前方城市失效下使用模型算法求解調(diào)整方案。實驗結(jié)果表明,本文建立數(shù)學(xué)模型魯棒性較好,求解算法可行,能夠在不同的網(wǎng)絡(luò)受損情況下對集裝箱多式聯(lián)運(yùn)運(yùn)輸路徑進(jìn)行調(diào)整。
[Abstract]:Container multimodal transport is not only the innovation of modern freight transportation, but also the relatively advanced organization in container transportation. It not only plays a more and more important role in freight transportation, but also becomes more and more diversified. With the rapid development of global international trade, the market share of container transportation is increasing rapidly, and the requirements of efficiency and service quality of container multimodal transport are also increasing. But the multimodal transport network is complicated and the intermediate links are various, usually involving two or more modes of transport and the participation of multiple carriers. Because multimodal transport chain is longer, its reliability is relatively low. Usually, when the route is interrupted, the carrier will hold the cargo somewhere and wait for the remaining route to resume before carrying out the transportation work, which will inevitably result in a delay. In the face of more timely goods such as emergency relief supplies, not only the delivery date will be delayed, but also the operator, the carrier and the shipper will suffer great economic losses, which should be avoided. This paper is aimed at the emergency of route interruption (complete loss of road capacity rather than obstruction), from the macro, multimodal transport operator's point of view, in the case of transportation encountered by the forward path disruption, In order to meet the delivery time limit, the transportation plan is adjusted, while bypassing the interrupted section, the unplanned port node is chosen as few as possible, and as many transfer nodes as possible are used in the original plan. Through the definition of container multimodal transport, organizational form, cost structure and the scope of responsibility of the operator, the feasibility of the route adjustment scheme and the elements needed to establish the model are determined. And through the domestic and foreign related content research, determines this article research method and the thought. In order to achieve this goal, this paper proposes to divide the basic multimodal transport network into two layers, time network and space network, and to solve the problem by finding feasible paths on the two layers at the same time, and using mathematical language to describe when the forward path is interrupted. The mathematical model of container multimodal transport path adjustment problem lays the foundation for solving the problem. By splitting the network, the problem is divided into two sub-problems: the search of feasible path and the judgment of whether the path meets the requirement of time. In order to solve two sub-problems, this paper proposes a hybrid heuristic algorithm based on improved Dijkstra algorithm and dynamic programming, and verifies the model and algorithm through an example. Node failure, forward city failure using model algorithm to solve the adjustment scheme. The experimental results show that the mathematical model established in this paper is robust and the algorithm is feasible and can adjust the path of container multimodal transport under different network damage conditions.
【學(xué)位授予單位】：西南交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號】：U169

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