臺灣博碩士論文加值系統

目前物流配送系統與市場行銷緊密結合，配送供應商須區隔不同顧客且提供不同服務，方可回應顧客需求。因此本研究提出具備高度彈性之二階段配送模式，使用者可針對不同屬性之顧客提供差異化服務，藉此提高顧客滿意及降低營運成本。配送模式中包括顧客分群及商品配送兩階段，第一階段先將顧客依不同屬性予以分群；第二階段則以群為單位配送產品至需求點。顧客分群可使配送供應商分隔不同顧客，凸顯各顧客群之不同屬性，以利後續配送策略之規劃。商品配送階段則可分為配送車輛指派及配送車輛巡迴兩子問題，兩子問題之目標式均包括可反映配送供給端及需求端不同要求之目標項，其中配送車輛指派子問題可決根據配送廠商營運策略決定各顧客群服務順序；配送車輛巡迴子問題則可根據使用者偏好規劃配送車輛巡迴路線，控制配送車輛總服務時間及顧客等待時間。車輛巡迴子問題中考慮都會區交通之尖、離峰特性，所有路段具時依性旅行成本，使規劃之路線更符合實際狀況，針對車輛巡迴子問題，本研究提出時依性配送車輛問題之動態規劃演算法，可有效降低運算次數及求解時間。經分析，二階段配送模式所求得之配送計畫，各項成本值均較依顧客地理位置分群配送模式及例題分析中配送廠商原配送計畫低。
模式中目標式各項可正確反映供給端及需求端對配送作業不同要求，若供給端目標項權重升高，配送車輛之總服務及訂貨前置時間時間隨之降低，顧客等待時間則隨之提高；若需求端目標項權重提高，則配送車輛總服務時間增加，訂貨前置時間增長，顧客等待時間降低，反之亦然。隨配送車輛單位時間旅行成本提高，總服務時間降低，顧客等待間提高。隨違反顧客時窗限制懲罰成本提高，總服務時間增長，顧客等待時間則減少。若配送廠商之車隊規模增加，則可使訂貨前置時間降低。若採分批配送，則各項成本值均會增加。配送供應商規劃配送路線時須注意各成本項之衝突關係，權衡利害得失，控制相關成本及顧客滿意。

Logistics distribution systems and marketing are closely integrated nowadays. As a result, to satisfy customer needs, distribution suppliers classify their customers and provide specific services for each category of customers.
This research presents a highly flexible two-phase distribution model, which allows delivery companies to not only reduce running costs but also boost customer satisfaction, by providing specific services to different categories of customers. The model is divided into customer grouping – phase one – and production distribution – phase two. In the first phase, customers are classified into groups based on customers’ attributes. In the second phase, products are delivered to demand points, i.e. customers as grouped in phase one.
Customer grouping reinforces the specific attributes of customers and thus helps delivery suppliers to work out appropriate distribution strategies. Production distribution is then divided into two sub-questions: vehicle assignment, and routing. The objective functions of these two sub-questions include terms reflect different requests from supply and demand ends. The vehicle assignment sub-question indicates how to best serve the orders of customer groups, based on the delivery company’s strategy. The vehicle routing sub-question indicates the most effective routing path for each vehicle assignment, as defined in the vehicle assignment sub-question. Vehicle routing paths are determined based on the preferences of the delivery companies: control of total vehicle routing time, early arrival and delay time. As the traveling costs of the vehicle routing links are time-dependent, results obtained are particularly practical.
To solve the vehicle routing sub-question, a dynamic programming method is presented, which reduces both the number of computing iterations and the solving time.
Applied to delivery company S, this two-phase distribution model suggests distribution plans with lower costs than either the customer location grouping model or the delivery company’s original distribution plans.

Terms of the objective function in the model accurately reflect requests from the demand and supply ends of the distribution operations.
That is, if weights of the supply terms are raised, vehicle routing time and lead time decrease, while customer waiting time increases. On the other hand, if weights of the demand terms are raised, vehicle routing time and lead time increase, while customer waiting time decreases. Furthermore, if the cost per unit of vehicle operation time is raised, vehicle routing time decreases and customer waiting time increases. Conversely, if penalty costs for disobeying the customer time window are raised, vehicle routing time increases and customer waiting time decreases. In addition, if the fleet size is enlarged, the lead time decreases. Finally, if goods are delivered by batch, all costs go up.
When planning delivery routes, distribution supplier should be aware of the conflicts among all these costs to control both relative cost and customer satisfaction.

中文摘要…………………………………………………..……………Ⅰ
英文摘要…………………………………………………..……………Ⅱ
目錄……………………………………………………………..………Ⅳ
表目錄………………………………………………………………..…Ⅶ
圖目錄………………………………………………………………..…Ⅸ
第一章 緒論………………………………………………..1-1
1.1 研究緣起…………………………………………………….1-1
1.2 研究目的…………………………………………………….1-3
1.3 研究範圍……….……………………………………………1-3
1.4 研究步驟與流程…………………………………………….1-4
1.5 章節架構…………………………………………………….1-5
第二章 文獻回顧…………………………………………..2-1
2.1 快速回應物流……………………………………………….2-1
2.2 配送車輛路線問題………………………………………….2-2
2.3 顧客屬性…………………………………………………….2-3
2.4 物流配送模式……………………………………………….2-7
2.4.1 傳統配送模式……………………………………………….…2-7
2.4.2 二階段式配送模式…………………………………………...2-11
2.4.3 時依性配送模式……………………………………………...2-13
2.4.4 時依性配送模式求解演算法………………………………...2-16
2.5 多目標決策………………………………………………...2-17
第三章 二階段式車輛配送模式………………..…………3-1
3.1 模式之基本假設…………………………………………….3-1
3.2 系統架構…………………………………………………….3-1
3.2.1 顧客分群……………………………………………………….3-2
3.2.2 車輛巡迴……………………………………………………….3-3
3.3 顧客屬性分析…………………………………………….…3-5
3.4 時依性物流配送模式…………………………………….…3-7
3.4.1 配送車輛指派模式………………………………….....………3-8
3.4.2 配送車輛巡迴模式……………………………………...……3-12
3.5 二階段配送模式演算流程………………………………...3-14
3.5.1 顧客分群階段………………………………...………………3-16
3.5.2 配送車輛巡迴階段……………………………..………….…3-16
3.6 二階段配送模式分析……………………………………...3-18
第四章 模式驗證與實例分析
4.1 車輛指派子問題驗證…………………………………….…4-1
4.2 車輛巡迴子問題驗證……………………………………….4-5
4.3 實例分析…………………………………………………….4-8
4.3.1 供給鏈下之配送策略……………………….....………………4-11
4.3.2 需求鏈下之配送策略……..……………………..………….…4-14
4.3.3 整合式供給-需求鏈下之配送策略…………………………...4-17
4.3.4 各配送策略比較……………………………………………….4-20
4.4 配送模式比較……………………………………………...4-26
4.4.1 S公司原配送計畫…….……………………….....……………4-27
4.4.2 依地理位置分群…………..……………………..………….…4-28
4.4.3 綜合比較……………………………………………………….4-31
第五章 敏感度分析
5.1 車輛巡迴目標式權重分析…………………….……………5-1
5.2 配送車輛單位時間行駛成本分析…………………….……5-6
5.3 違反顧客時窗限制懲罰成本分析…………………….……5-9
5.4 配送廠商車輛數分析………………………………...……5-13
第六章 結論與建議
6.1 結論…………………………….……………………………6-1
6.2 建議………………………………….………………………6-4
參考文獻………………..……………………………...……R-1
附錄A 符號說明表………………………………………..A-1
附錄B 顧客相關資料表………………………..…………B-1
附錄C 動態規劃演算法Visual Basic程式碼……………C-1

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