Towards a Testbed for Dynamic Vehicle Routing Algorithms

Since modern transport services are becoming more flexible, demand-responsive, and energy/cost efficient, there is a growing demand for large-scale microscopic simulation platforms in order to test sophisticated routing algorithms. Such platforms have to simulate in detail, not only the dynamically changing demand and supply of the relevant service, but also traffic flow and other relevant transport services. This paper presents the DVRP extension to the open-source MATSim simulator. The extension is designed to be highly general and customizable to simulate a wide range of dynamic rich vehicle routing problems. The extension allows plugging in of various algorithms that are responsible for continuous re-optimisation of routes in response to changes in the system. The DVRP extension has been used in many research and commercial projects dealing with simulation of electric and autonomous taxis, demand-responsive transport, personal rapid transport, free-floating car sharing and parking search

Dynamic Vehicle Routing for Data Gathering in Wireless Networks

We consider a dynamic vehicle routing problem in wireless networks where messages arriving randomly in time and space are collected by a mobile receiver (vehicle or a collector). The collector is responsible for receiving these messages via wireless communication by dynamically adjusting its position in the network. Our goal is to utilize a combination of wireless transmission and controlled mobility to improve the delay performance in such networks. We show that the necessary and sufficient condition for the stability of such a system (in the bounded average number of messages sense) is given by {\rho}<1 where {\rho} is the average system load. We derive fundamental lower bounds for the delay in the system and develop policies that are stable for all loads {\rho}<1 and that have asymptotically optimal delay scaling. Furthermore, we extend our analysis to the case of multiple collectors in the network. We show that the combination of mobility and wireless transmission results in a delay scaling of {\Theta}(1/(1- {\rho})) with the system load {\rho} that is a factor of {\Theta}(1/(1- {\rho})) smaller than the delay scaling in the corresponding system where the collector visits each message location.Comment: 19 pages, 7 figure

Dynamic Vehicle Routing for Robotic Systems

Recent years have witnessed great advancements in the science and technology of autonomy, robotics, and networking. This paper surveys recent concepts and algorithms for dynamic vehicle routing (DVR), that is, for the automatic planning of optimal multivehicle routes to perform tasks that are generated over time by an exogenous process. We consider a rich variety of scenarios relevant for robotic applications. We begin by reviewing the basic DVR problem: demands for service arrive at random locations at random times and a vehicle travels to provide on-site service while minimizing the expected wait time of the demands. Next, we treat different multivehicle scenarios based on different models for demands (e.g., demands with different priority levels and impatient demands), vehicles (e.g., motion constraints, communication, and sensing capabilities), and tasks. The performance criterion used in these scenarios is either the expected wait time of the demands or the fraction of demands serviced successfully. In each specific DVR scenario, we adopt a rigorous technical approach that relies upon methods from queueing theory, combinatorial optimization, and stochastic geometry. First, we establish fundamental limits on the achievable performance, including limits on stability and quality of service. Second, we design algorithms, and provide provable guarantees on their performance with respect to the fundamental limits.United States. Air Force Office of Scientific Research (Award FA 8650-07-2-3744)United States. Army Research Office. Multidisciplinary University Research Initiative (Award W911NF-05-1-0219)National Science Foundation (U.S.) (Award ECCS-0705451)National Science Foundation (U.S.) (Award CMMI-0705453)United States. Army Research Office (Award W911NF-11-1-0092

An event-driven optimization framework for dynamic vehicle routing

International audienceThe real-time operation of a fleet of vehicles introduces challenging optimization problems. In this work, we propose an event-driven framework which anticipates unknown changes arising in the context of dynamic vehicle routing. The framework is intrinsically parallelized to take advantage of modern multi-core and multi-threaded computing architectures. It is also designed to be easily embeddable in decision support systems that cope with a wide range of contexts and side constraints. We illustrate the flexibility of the framework by showing how it can be adapted to tackle the dynamic vehicle routing problem with stochastic demands

Dynamic Vehicle Routing Problem with Multiple Depots

Vehicle Routing Problems (VRPs) have been extensively studied and applied in many fields. Variants of VRPs have been proposed and appeared in researches for many decades. Dynamic Vehicle Routing Problem with Multiple Depots (D-MDVRP) extends the variation of VRPs to dynamism of customers by knowing the information of customers (both locations and due dates) at diverse times. An application of this problem can be found in food delivery services which have many service stores. The customer delivery orders are fulfilled by the scattered service stores where can be analogous to depots in D-MDVRP. In this example the information of all customer orders are not known at the same time depending on arrivals of customers. Thus the objective of this operation is to determine vehicle routing from service stores as well as dispatching time. This paper aims to develop the heuristic for D-MDVRP. The proposed heuristic comprises of two phases: route construction and vehicle dispatch. Routes are constructed by applying Nearest Neighbor Procedure (NNP) to cluster customers and select the proper depot, Sweeping and Reordering Procedures (SRP) to generate initial feasible routes, and Insertion Procedure (IP) to improve routing. Then the determination of dispatch is followed in the next phase. In order to deal with the dynamism, the dispatch time of each vehicle is determined by maximizing the waiting time to provide the opportunity to add more arriving customers in the future. An iterative process between two phases is adopted when a new customer enters the problem, and the vehicles are dispatched when the time becomes critical. From the computational study, the heuristic performs well on small size test problems in a shorter CPU time compared to the optimal solutions from CPLEX, and provides an overall average 8.36% Gap. For large size test problems, the heuristic is compared with static problems, and provides an overall average 3.48% Gap

Ant Colony System for a Dynamic Vehicle Routing Problem

An aboundant literature on vehicle routing problems is available. However, most of the work deals with static problems, where all data are known in advance, i.e. before the optimization has started. The technological advances of the last few years give rise to a new class of problems, namely the dynamic vehicle routing problems, where new orders are received as time progresses and must be dynamically incorporated into an evolving schedule. In this paper a dynamic vehicle routing problem is examined and a solving strategy, based on the Ant Colony System paradigm, is proposed. Some new public domain benchmark problems are defined, and the algorithm we propose is tested on them. Finally, the method we present is applied to a realistic case study, set up in the city of Lugano (Switzerland

Dynamic vehicle routing problems: Three decades and counting

Since the late 70s, much research activity has taken place on the class of dynamic vehicle routing problems (DVRP), with the time period after year 2000 witnessing a real explosion in related papers. Our paper sheds more light into work in this area over more than 3 decades by developing a taxonomy of DVRP papers according to 11 criteria. These are (1) type of problem, (2) logistical context, (3) transportation mode, (4) objective function, (5) fleet size, (6) time constraints, (7) vehicle capacity constraints, (8) the ability to reject customers, (9) the nature of the dynamic element, (10) the nature of the stochasticity (if any), and (11) the solution method. We comment on technological vis-à-vis methodological advances for this class of problems and suggest directions for further research. The latter include alternative objective functions, vehicle speed as decision variable, more explicit linkages of methodology to technological advances and analysis of worst case or average case performance of heuristics.© 2015 Wiley Periodicals, Inc

Dynamic Multi-Vehicle Routing with Multiple Classes of Demands

In this paper we study a dynamic vehicle routing problem in which there are multiple vehicles and multiple classes of demands. Demands of each class arrive in the environment randomly over time and require a random amount of on-site service that is characteristic of the class. To service a demand, one of the vehicles must travel to the demand location and remain there for the required on-site service time. The quality of service provided to each class is given by the expected delay between the arrival of a demand in the class, and that demand's service completion. The goal is to design a routing policy for the service vehicles which minimizes a convex combination of the delays for each class. First, we provide a lower bound on the achievable values of the convex combination of delays. Then, we propose a novel routing policy and analyze its performance under heavy load conditions (i.e., when the fraction of time the service vehicles spend performing on-site service approaches one). The policy performs within a constant factor of the lower bound (and thus the optimal), where the constant depends only on the number of classes, and is independent of the number of vehicles, the arrival rates of demands, the on-site service times, and the convex combination coefficients.Comment: Extended version of paper presented in American Control Conference 200