Selection of vehicle size and extent of multi-drop deliveries for autonomous goods vehicles: An assessment of potential for change
Selection of vehicle size and extent of multi-drop deliveries for autonomous goods vehicles: An assessment of potential for change
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自动驾驶货车的车辆尺寸和多点配送范围的选择：变革潜力的评估
DOI：
10.1016/j.tre.2022.102806
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发表时间：
2022
期刊：
影响因子：
--
通讯作者：
Bray G
中科院分区：
文献类型：
--
作者：
Bray G
本文探讨了自动驾驶货车的驾驶员成本的去除如何改变车辆尺寸和多点交付。分析进行了一系列日益复杂的应用程序相结合的参数来自运输经济学和车辆工程，最终纳入一个独特的车辆路径问题制定两个多目的地的应用。得出的结论是，虽然取消司机费用产生了最大的节省，但使用较小的车辆和减少每次行程的交付量可以产生增量节省，这取决于应用程序。车辆尺寸和交付数量的增量节省和潜在变化在以下应用中最大：1）人类驾驶员在总成本中所占比例更大（例如城市交付），2）相对于原始仓库而言，交付位置更分散，3）货物时间价值更高。对于目前使用3.5吨货车的英国客户交付案例研究，转向较小的2.1吨货车，每条路线的停靠次数减少40-60%，可以额外节省7-16%的成本，或者当与直接司机成本节省相结合时，节省高达75%。相比之下，对于使用44吨铰接式卡车的英国超市配送案例研究，引入约26吨刚性件，每条路线的停靠站更少，与由于去除驾驶员而节省的22-32%相比，实际上可以忽略不计的潜在节省。结论的条件是将物流系统的一些方面视为固定的，以隔离感兴趣的因素。实际上，在自动货运车辆和其他趋势的综合影响下，这些方面可能会在未来的场景中发生变化。
This paper examines how vehicle size and multi-drop deliveries may change as a result of the removal of the driver cost for autonomous goods vehicles. Analysis is conducted by combining parameters derived from transport economics and vehicle engineering for a series of increasingly complex applications, ultimately incorporating a unique vehicle routing problem formulation for two multi-destination applications. It is concluded that while the removal of the driver cost produced the greatest savings, the use of smaller vehicles and fewer deliveries per journey could produce incremental savings, dependent on the application. The incremental savings and potential change in vehicle sizes and number of deliveries was greatest for applications: 1) where the human driver would otherwise constitute a greater proportion of overall cost (such as urban deliveries), 2) where there is greater dispersion of delivery locations relative to the origin depot, 3) where the value of the cargo time is higher. For a UK customer deliveries case study currently using 3.5 t vans, a shift to smaller 2.1 t vans performing 40–60% fewer stops per route could lead to an additional 7–16% of cost savings, or up to 75% savings when combined with the direct driver cost savings. By contrast, for a UK supermarket distribution case study using 44 t articulated trucks, the introduction of some 26 t rigids serving fewer stops per route indicated effectively negligible potential savings compared to the 22–32% of savings due to the removal of the driver. Conclusions are conditional on treating a number of aspects of the logistics system as fixed in order to isolate factors of interest. Realistically, such aspects may be subject to change in future scenarios under the combined impact of autonomous freight vehicles and other trends.
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