农村客货融合物流协作路径优化及成本分摊问题研究

doi:10.16381/j.cnki.issn1003-207x.2023.1900

摘要/Abstract

摘要：

当前我国农村物流存在运输路线不合理、运力单一、成本过高等问题，而传统农村客运则面临“叫好不叫座”的局面，如何畅通居民出行和农村物流“最初一公里”成为激发乡村发展活力的关键点。基于此，本文提出“村→镇→县”两阶段协作运输模式。首先，由多家企业车辆、农村公交组成混合车队拾取包裹，并搭载乘客运送至镇级服务站，再由企业协作将包裹自镇级服务站运输到县级共配中心。围绕该模式，本文分别构建“村→镇”阶段基于混合车队协作的乘客和包裹联合运输模型、“镇→县”阶段企业协作取货模型，规划最优运输路线并量化联盟协作成本，借助Shapley值法公平分摊两阶段成本。实验结果表明，相较于传统运输模式，两阶段协作运输模式每天节省近5913.1元的成本、451.03千米的运输距离，企业成本节约量达到30.03%以上，农村公交运营商的收入成本比平均达到17.17%，并且，乘客旅行时间延长不超过5分钟，有效确保农村公交在进行客货融合运输时的客运服务质量。另外，随着村民出行需求减少、取货需求趋于零散以及公交座位数量增加，应用所提模式将节约更多的车辆、运输距离和成本。政府部门应当积极鼓励物流企业、客运公司等主体进行协作，激活农村“沉睡资产”，有力支撑农村物流以及公交运输体系建设，助力乡村振兴。

关键词: 协作运输, 客货融合, 农村物流, 成本节约量

Abstract:

The demand for logistics in China's rural areas continues to expand rapidly. More than 100 million parcels enter and exit the countryside every day. However， rural logistics in China is plagued by problems such as unreasonable transport routes， single capacity and high costs. At the same time， traditional passenger transport in rural areas faces the problems of low occupancy rates and serious unoccupied loads， and spare capacity is not being used efficiently. How to smooth the first-mile of residents' travel and rural logistics has become a key point to stimulate the vitality of rural development. Based on this， a new model of collaborative transport is proposed. A mixed fleet consisting of multiple enterprise vehicles and rural buses picks up parcels and carries passengers to the township service center， and then the enterprises collaborate to transport the parcels from the township to the county-level co-delivery center. In this paper， a joint transportation model for passengers and parcels is constructed based on hybrid fleet collaboration and a collaborative pickup model for enterprises， which are used to plan transportation routes and calculate costs. The two-stage costs are fairly shared with the help of Shapley value method. The experimental results show that the two-stage collaborative transportation model saves nearly 5913.1 yuan in cost and 451.03 kilometers of transportation distance per day compared to the traditional transportation model. The average cost savings for companies reached more than 30.03%， and the average revenue-to-cost ratio for rural transit operators reached 17.17%. And， passenger travel time is extended by no more than 5 minutes. This suggests that the government should actively encourage collaboration between logistics companies， passenger transportation companies and other entities. When courier vehicles are limited or the destination village is very remote and the demand is low， it is recommended to adopt the RCBF model， which is able to minimise the frequency of use and distance of logistic vehicles. In addition， the RCBF model enables all parties involved in the collaboration to obtain considerable income， achieving the multi-objective unity of cost savings， efficiency and increased income. Overall， the implementation of RCBF in rural areas can achieve a win-win situation for rural residents， express delivery companies and public transport operators. At the same time， the key operational mechanisms of the RCBF model is examined， including route optimisation， cost quantification and sharing， to provide a more general transport model design idea that can be applied to countries and regions with large rural areas.

Key words: collaborative transportation, passenger-freight integration, rural logistics, cost savings

中图分类号:

饶卫振,苗晓河. 农村客货融合物流协作路径优化及成本分摊问题研究[J]. 中国管理科学, 2026, 34(4): 128-143.

Weizhen Rao,Xiaohe Miao. Research on Optimization of Rural Passenger-Deliveries Integrated Logistics Collaboration and Cost Allocation Problems in China[J]. Chinese Journal of Management Science, 2026, 34(4): 128-143.

图/表 11

图1

表1

数学模型符号及定义"

符号	定义
集合
$E$	协作企业集合， $e ∈ E, E = 1, ⋯, e, ⋯ e ˜$
$V$	农村公交运营商集合， $v ∈ V, V = 1, ⋯, v, ⋯ v ˜$
$U$	县级农村物流共配中心集合， $u ∈ U, U = 1, ⋯, u, ⋯ u ˜$
$T$	镇级综合运输服务站集合， $t ∈ T, T = 1, ⋯, t, ⋯ t ˜$
$A$	村级“公交+快递”服务中心集合， $a ∈ A, A = 1, ⋯, a, ⋯ a ˜$
$F$	企业快递车辆集合， $f ∈ F, F = 1, ⋯, f, ⋯ f ˜$
$B$	农村镇村公交车集合， $b ∈ B, B = 1, ⋯, b, ⋯ b ˜$
$q 1$	村民进镇出行请求集合， $q 1 ∈ Q$
$q 2$	村庄包裹取货请求集合， $q 2 ∈ Q$ , $Q = q 1 ⋃ q 2$
$q T$	镇级运输服务站待取货请求集合， $q T = ∑ q 2 T$
$z f$	企业车队行驶路线集合， $z f = 1,2, ⋯, Z f$
$z b$	农村公交车队行驶路线集合， $z b = 1,2, ⋯, Z b$
$β Z$	整数,一条配送路线中使用的车辆数量
参数符号
$q f, q b$	分配给农村公交和快递车队的需求， $q f ∈ q 2, q b ∈ Q \ {q f}, q f ⋃ q b = Q$
$d e m q$	服务请求 $q$ 的需求量
$d i s i j$	任意节点 $i, j$ 之间的路径长度， $i, j ∈ U ⋃ T ⋃ A$
$w f$	企业运输车队的装载量上限
$w b$	农村公交车的装载容量
$c c f, c b$	企业车队、农村公交车队每公里行驶成本
$c ¯ c ¯ v, c ¯ b$	企业车队、农村公交车队固定成本
$s q$	服务请求 $q$ 所需花费的时间，包括乘客上车及包裹被驾驶员安置的时间
$e q, l q$	居民进镇出行或包裹取货请求的时间窗口， $q ∈ Q$
$t q L$	从请求 $q$ 地点出发，前往下一个待服务地点的时间
$e', l'$	企业车队、农村公交车允许使用的时间范围
$P P f, P b$	企业运输车辆、农村公交车辆行驶速度，为固定值
$R 1 R f 1, R b 1$	企业运输车队、农村公交车队车辆使用数量，上标1表示运输阶段
$M a x R o u f b$	企业运输车辆、农村公交车辆的单次最大行驶里程
$t f, q f A$	非负参数，企业车辆到达请求 $q f$ 所在位置的时间
$t b, q b A$	非负参数，农村公交车辆到达请求 $q b$ 所在位置的时间, $Q = q f ⋃ q b$
$t b, q T A$	非负参数，企业车辆到达请求 $q T$ 所在位置的时间
$k$	任意联盟 $S$ 的上标， $S k$ 表示第 $k$ 个子联盟
决策变量
$x h g f q f$	0-1变量，当车辆 $f$ 经过弧 $h, g, h, g ∈ A ⋃ T$ ,服务请求 $q f$ 时， $x h g f q f = 1$ ,否则为0
$x h g b q b$	0-1变量，当车辆 $b$ 经过弧 $h, g, h, g ∈ A ⋃ T$ ,服务请求 $q b$ 时， $x h g b q b = 1$ ,否则为0
$y h g$	0-1变量，当任意车辆经过弧 $h, g, h ∈ T, g ∈ A$ 时， $y h g = 1$ ，否则为0
$y i j f$	0-1变量，当车辆 $f$ 经过弧 $i, j, i, j ∈ T$ 时时, $y i j f = 1$ ,否则为0
$x i j f q$	0-1变量，当车辆 $f$ 经过弧 $i, j, i, j ∈ T ⋃ U$ ，服务请求 $q ∈ q T$ 时， $x i j f q = 1$ ,否则为0

表1

表2

算法对比结果"

算例	算例信息			ALNS			SGVNSALS			SGVNS
算例	$D$	$C$	$V$	$V$	$D i s$	$t i m e$	$V$	$D i s$	$t i m e$	$V$	$D i s$	$t i m e$
pr01	4	48	8	6	1168.6	0.12	5	1190.00	0.26	5	1198.82	0.4
pr02	4	96	12	9	1963.2	1.03	9	2082.10	1.48	9	2029.35	2.53
pr03	4	144	16	12	2599.2	1.50	12	2725.56	3.79	13	2676.56	5.42
pr04	4	192	20	17	3026.86	1.47	17	3558.48	8.20	17	3816.5	8.66
pr05	4	240	24	20	3108.08	1.74	21	3789.84	17.58	21	3769.81	12.91
pr06	4	288	28	23	3901.32	3.49	26	4651.68	28.93	26	4897.11	26.91
pr07	6	72	12	8	1513.65	1.28	7	1527.00	0.68	7	1639.06	1.18
pr08	6	144	18	13	2392.33	0.83	12	2511.62	4.41	12	2452.78	6.96
pr09	6	216	24	19	3046.33	1.48	17	3431.24	11.04	18	3287.81	15.07
pr10	6	288	30	26	3886.21	1.75	25	4671.04	22.66	25	4580.05	17.38
pr11	4	48	4	5	1033.83	0.15	4	1032.98	0.19	4	1012.47	4.08
pr12	4	96	8	8	1584.22	0.68	8	1602.65	2.04	8	1592.03	10.82
pr13	4	144	12	12	2288.25	1.18	11	2274.40	5.21	11	2280.04	7.74
pr14	4	192	16	16	2410.25	1.33	15	2721.26	10.25	15	2745.77	12.99
pr15	4	240	20	21	2839.61	1.89	20	3171.43	19.23	20	3280.77	14.4
pr16	4	288	24	22	3273.80	4.40	22	3808.61	30.09	23	3950.76	22.21
pr17	6	72	6	6	1278.82	0.29	6	1253.21	0.59	6	1255.93	9.33
pr18	6	144	12	13	1965.55	0.82	12	2040.39	4.49	12	1976.29	9.36
pr19	6	216	18	16	2572.97	1.71	16	2681.81	13.72	16	2658.08	17.2
pr20	6	288	24	24	3268.22	2.20	24	3864.18	29.86	24	3905.85	27.6
总和				296	49121.2	29.33	289	54589.5	14.70	292	55005.8	233.2
偏差							-2.36	11.13	631.94	-1.35	11.98	694.84
p值							1.5E-08	1.3E-09	1.8E-04	1.4E-08	2.0E-09	1.3E-06

表2

图2

表3

表4

企业、公交分摊成本结果—蓥华镇算例"

企业	$φ N C$	$φ C O$	$S a v i n g C O - N C %$	$φ R C B F$	$S a v i n g R C B F - N C %$	$S a v i n g R C B F - C O %$
企业1	793.5	632.8	20.26	344.0	56.64	45.63
企业2	780.0	625.6	19.80	379.1	51.40	39.39
企业3	393.7	243.8	38.08	142.8	63.72	41.41
农村公交	3540.9	—	—	3177.8	10.25	—

表4

表5

表6

“镇→县”阶段企业分摊成本结果"

主体	$φ N C$	$φ C O$	$S a v i n g C O - N C %$
企业1	859.1	646.0	24.80
企业2	859.1	634.4	26.16
企业3	537.1	327.0	39.11
企业平均节约量(%)			30.03

表6

图3

表7

图4

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比较指标	传统运输模式 NC		企业协作模式 CO	RCBF模式
比较指标	物流企业	客运公交	物流企业	协作系统
使用的车辆总数	18	52	14	58
在各乡镇使用的车辆数量	4-3-3-3-5	11-9-10-8-14	3-2-3-2-4	12-10-11-9-16
车辆行驶距离(千米)	395.03	833.72	223.99	893.70
乘客平均旅行时间(分钟)	0.00	36.64	—	40.99
运输总成本(元)	6585.1	12067.4	4643.1	13387.4
企业平均成本节约量(%)	—	—	20.64	57.68
公交平均收入成本比(%)	—	—	—	17.17

比较指标	单独取货模式 NC	协作取货模式 CO
使用的车辆数量	5	4
车辆行驶距离(千米)	251.79	135.81
运输总成本(元)	2255.4	1607.4

请求数量	模式	NuV¹	VePla	Sav¹(%)	AvPro	TravT(分钟)	NuV²	Sav²(%)	TD(千米)	TC(元)
5+1	NC	67	14-12-13-11-17	—	—	36.64	3	—	1343.0	19001
	CO	58	12-10-11-9-16	58.89	—	36.64	2	46.69	1058.8	15148
	RCBF	52	11-9-10-8-14	81.67	8.49	39.62	2	46.69	912.5	12912
5+2	NC	67	14-12-13-11-17	—	—	36.64	3	—	1384.1	19124
	CO	63	13-11-12-10-17	30.59	—	36.64	3	23.10	1095.0	16757
	RCBF	54	11-10-11-8-14	66.60	11.58	39.89	3	23.10	970.4	13754
5+3	NC	70	15-12-13-11-19	—	—	36.64	5	—	1480.5	20908
	CO	67	14-11-13-11-18	20.65	—	36.64	4	30.03	1142.4	18093
	RCBF	58	12-10-11-9-16	57.68	17.17	40.99	4	30.03	1029.5	14995
5+4	NC	74	15-13-14-11-21	—	—	36.64	6	—	1557.0	22643
	CO	70	15-12-13-11-19	21.17	—	36.64	5	21.24	1185.0	19127
	RCBF	59	12-10-11-9-17	55.07	16.72	40.27	5	21.24	1122.9	15738
5+5	NC	81	17-14-15-14-21	—	—	36.64	7	—	1655.3	25437
	CO	75	16-13-14-13-19	21.69	—	36.64	6	17.37	1239.4	20889
	RCBF	65	13-11-12-12-17	50.94	17.68	39.05	6	17.37	1201.8	17445