VRP文献赏读01：The flying sidekick TSP: Optimization of drone-assisted parcel delivery

本文链接：https://blog.csdn.net/m1m2m3mmm/article/details/95865680

今天分享一篇FSTSP的论文

引文格式

Murray C C , Chu A G . The flying sidekick traveling salesman problem: Optimization of drone-assisted parcel delivery[J]. Transportation Research Part C: Emerging Technologies, 2015, 54:86-109.

问题描述

原文赏析

The FSTSP considers a set of c customers, each of whom must be served exactly once by either a driver-operated delivery truck or an unmanned aircraft operating in coordination with the truck. Because some customer requests may be infeasible
to fulfill by the UAV (e.g., parcels that exceed the UAV’s payload capacity, parcels requiring a signature, or customer locations not amenable to safely landing the UAV), these customers must be served by the truck only. The truck and UAV must depart from, and return to, a single depot (distribution center) exactly once. The two vehicles may depart (or return) either in tandem or independently; while traveling in tandem the UAV is transported by the truck, thus conserving battery power.
Over the course of a delivery cycle the UAV may make multiple sorties, each consisting of three locations (nodes). A UAV sortie may begin at either the depot (where the UAV is loaded with a parcel for a customer) or from a customer location (where it is loaded by the truck driver with a parcel). Prior to launch, a service time may be required for the driver to change the UAV’s battery and to load the parcel. The second node in a sortie must be a customer that is serviced by the UAV. The final node of a sortie may be either the depot or the location of the truck. If a sortie ends at the truck, another service time may be required for the driver to recover the UAV. Once launched, the UAV must visit a customer and return to either the truck or the depot within the UAV’s flight endurance limit. The objective of the FSTSP is to minimize the time required to service all customers and return both vehicles to the depot.

要点剖析

包含C个顾客节点，每个顾客节点必须由卡车或与之协助的无人机配送（顾客节点集合中存在因不满足无人机航线约束、超出载重量等因素导致的只能由卡车配送的顾客节点）
无人机和卡车组合必须从同一车辆出发，服务完节点后返回；两辆卡车可同时亦可独立的从车场出发或返回
在同一条路线上包含多条无人机航线，每条无人机航线包含三个节点，其中第二个节点必须为无人机服务节点；剩余两个节点为无人机的起降节点，可以是车场，也可以是顾客节点；
无人机降落在卡车上时，卡车需要花费一定的时间进行电池更换和货物装载
无人机降落必须满足其最大可航行距离约束
目标函数：最小化所有顾客节点服务完成和卡车返回车场时间

问题假设

Although the UAV may visit only one customer per sortie, the truck may visit multiple customers while the UAV is in flight.(无人机在每条航线中仅可访问一个客户，但卡车在该航线时间内可访问多个顾客节点)
The UAV is assumed to remain in constant flight while on a sortie, except to deliver the parcel at a customer. Thus, when coordinating the return to the truck, the UAV cannot temporarily land while enroute to conserve battery power should the UAV arrive before the truck.【除非将包裹交给顾客，否则整个航线中无人机均处于飞行状态；不允许无人机为了节省电量而中途降落在卡车上】
If the UAV is collected by the truck at some customer node i, the UAV may be relaunched from i. However, if the UAV is launched from i, it may not return to the truck at node i.【如果无人机被卡车在节点i回收，则必须在该节点重新起飞；如果无人机从节点i起飞，则不允许再在节点 i 返回卡车】
If the final leg of a UAV sortie involves a rendezvous with the truck, this must take place at the location of a customer serviced by the truck; the UAV cannot reconnect with the truck at some intermediate location. Furthermore, the truck may not revisit any customer nodes to retrieve the UAV.【如果无人机与卡车约会，则必定是在定位在顾客节点处，不能在途中的某个位置；卡车不会回访某些节点以发射或回收无人机】
Neither the UAV nor the truck may visit any non-customer nodes (other than the depot, of course). Additionally, neither
vehicle may revisit any customers.【除车场外，不允许卡车或无人机访问非顾客节点位置；额外地，不允许卡车回访任何客户节点】
In the event that a UAV sortie ends at the depot, the UAV is taken out of service (i.e., it cannot be re-launched from the depot). Because the FSTSP is motivated by situations where it is impractical to operate sorties directly from a depot (distribution center), this seems to be a reasonable assumption. In such a case, where there is no need to coordinate the UAV with the delivery truck, the PDSTSP presented in Section 4 would be more applicable.【无人机航线终止在车场位置，则该无人机停止使用，即不允许其重新在起飞为顾客服务；这基于这样一个假设，直接在配送中心操作无人机是不切实际的，因为这样的化就不需要无人机和卡车进行协同了，第四部分介绍的PDSTSP可能更合适】
Differentiating the travel times for the truck and UAV accounts for each vehicle’s unique travel speed. Thus, as UAVs are allowed to fly between customers, road restrictions are ignored; however, the truck would presumably be confined to travel along the road network.【卡车和无人机的旅行时间是不同的，无人机在顾客节点之间飞行，可忽略路网限制；卡车行驶则必须严格按照路网进行】

符号标记

集合P表示无人机所有可行的三节点(i,j,k)航线集合，满足如下假设：

起飞节点 i 不能是depot，即 $i \in N_{0}$
配送节点 j 必须是无人机可服务节点且不能与起飞节点 i 为同一节点，即 $j \in \{C^{'},i \ne j\}$
约会节点k，只能是非 i 和 j顾客节点或车场节点且i->j->k不能超过无人机最大可旅行时间，即 $k \in \{N_{+},i \ne j \ne k,\tau_{ij}^{'}+\tau_{jk}^{'} \le e\}$

符号	描述
$C=\{1,2,..., c\}$	顾客节点集合
$N=\{0,1,2,..., c, c+1\}$	顾客带车场集合
$N_{0}=\{0,1,2,..., c\}$	卡车出发的节点集合
$N_{+}=\1,2,..., c, c + 1\}$	卡车抵达的节点集合
$\tau_{ij}$	节点i到节点j的卡车耗时( $\tau_{ij}$ 为未定义变量, $\tau_{0,c+1}=0$ )
$\tau_{ij}^{'}$	节点i到节点j的无人机耗时( $\tau_{ii}^{'}$ 为未定义变量)
	无人机最大可航行时间
$x_{ij}$	卡车从节点 $i \in N_{0}$ 到节点 $j \in N_{+}$ ，取值为1；否则为0
$y_{ijk}$	无人机从节点 $i \in N_{0}$ 出发，前往顾客点 $j \in \{C^{'},i \ne j\}$ 服务，完成后返回顾客点 $k \in \{N_{+},i \ne j \ne k,\tau_{ij}^{'}+\tau_{jk}^{'} \le e\}$
$t_{j}^{'}$	无人机抵达节点 $j \in \{C^{'},i \ne j\}$ 的时间
$p_{ij}$	节点 $i \in C$ 为同一卡车路径的节点 $j \in \{C, j \ne i \}$ 的之前节点，取1；否则取0 该变量保证了无人机架次和卡车访问序列的顺序一致性；如果i或j为无人机服务节点，则该约束无关紧要；且 $p_{0j}=1$
$1 \le u_{i} \le c + 2$	子回路消除约束， $i \in N_{+}$ ；无人机节点该约束可忽略，该约束只适用于无人机节点