. Un-coût-d, acquisition (en e) correspondant au transfert de propriété des pièces, 2. un coût de transport (en e) correspondant au coût de déplacement des pièces de la zone d'approvisionnement à la zone de production, 3. un coût d'emballage (en e) correspondant à l'utilisation de transconteneur pour le transport maritime

U. Coût-de-transport, lié aux livraisons en urgence (taxi, hélicoptère) pouvant survenir lors d'un aléa de transport, un incident 'qualité' ou une surconsommation, 5. un coût de douane (en e) lors du changement d'union douanière, 6. des frais de stock de fonctionnement (en e) correspondant au stock pour pallier aux aléas du transport intercontinental, 7. des frais d'encours (en e) correspondant à l'immobilisation dûe au temps de transport, 8. des frais de stock de sécurisation

. De-même, sont utilisés pour valoriser les ux de distribution Ces éléments sont indépendants de la période mais seront actualisés pour prendre en compte la dépréciation monétaire. Les classes étudiées et leurs relations sont synthétisés en gure 3.1. Notons que les aspects temporels sont intégrés dans ce modèle via la description de tableaux indéxés par la période ; par exemple, quantite_f lux_distri[h] pour les quantités de ux distribués à une période h donnée, ABHT95] [Mar05] [PRI06] [SSP08] [FFH06] [DBX06] [Hic99] [YYEC03] [WLR + 05] [KR00] [LHHA06] [SB00] [KS99] [VMB06] [HFHA08] [FS04] [TBP08] [CFL09] [MNSdG06] [CPS06] [PMD04] [JJCP02]

]. Le-tableaujp01, utilisation de ces méthodes dans les modèles sélectionnés Si plusieurs méthodes sont cochées, cela signie la mise en place d'un couplage entre ces méthodes. Les méthodes de résolution sont majoritairement des méthodes exactes (75% des articles), c'està-dire de la PL ou de la PLNE souvent implémentée avec un solveur commercial (CPLEX, LINGO, X-PRESS...). Des méthodes d'accélération sont mises en place pour les problèmes de grande taille

. La-seconde-partie-est-composée-d-'une-première-matrice, h?H,t?T P,u?ZP où HR t,u correspond à la décision d'investissement à la période h de la ressource de production de la technologie de production t sur la zone de production u. Nous avons aussi une seconde matrice (HS h,p,s ) h?H,p?F P,s?ZA où HS h,p,s correspond à la décision d'investissement à la période h de la source d'approvisionnement de la famille de pièces p sur la zone d'approvisionnement s. Pour ces deux matrices

. La-gure-3, 10 donne un exemple des diérents voisinages sur les sources d'approvisionnement. La gure 3

L. Données-concernant and . Possibilités, Toutes les possibilités d'achat, de production, de stockage sont générées en dénissant des seuils minimaux de possibilité au niveau de chaque site concerné (par exemple, pour chaque usine, une matière première est disponible au niveau de 75% de ses fournisseurs) Une procédure similaire est présentée dans

. Matrice-d-'incidence-entre-les-n÷uds, Toutes les liaisons entre les diérents sites sont générées entre les niveaux successifs (entre les fournisseurs et les usines, les usines et les plateformes...) et sans transport direct

. Au-nal, 450 instances ont été générées à partir des 15 types d'instances classées dans les 3 familles de ratio charge/capacité (donc 45 sous-familles) avec 10 générations aléatoires par sous-familles

. Notre-problème-est-relativement-diérent, Ensuite le réseau logistique considéré ne prend pas en compte les plateformes logistiques De plus, les investissements ne sont pas tout le temps pris en compte. Enn, au niveau des coûts et en dehors de l'aspect stockage non traité, nous prenons en compte la douane de manière plus réaliste avec l'application d'un véritable taux de douane sur le prix de cession. Cependant des éléments peuvent être repris : La distinction des types de clients pour la génération des demandes, L'utilisation de seuils pour s'assurer la diversité de possibilités d'achat et de production. La méthode d'obtention des réseaux avec une certaine densité, L'utilisation des demandes pour générer les capacités de production

. Ensuite, des familles de véhicules suivantes seront en bi-sourcing (les distributions de ces familles de véhicules auront deux zones de production capable de les satisfaire). Enn, les familles de véhicules restantes auront des distributions nécessitant une seule zone de production pouvant les servir. La répartition des productions privilégie les zones qui n'ont aucune production puis répartie aléatoirement les productions

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