WO2021151137A1 - Procédé d'optimisation de paramètres de transport - Google Patents

Procédé d'optimisation de paramètres de transport Download PDF

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Publication number
WO2021151137A1
WO2021151137A1 PCT/AT2021/060144 AT2021060144W WO2021151137A1 WO 2021151137 A1 WO2021151137 A1 WO 2021151137A1 AT 2021060144 W AT2021060144 W AT 2021060144W WO 2021151137 A1 WO2021151137 A1 WO 2021151137A1
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Prior art keywords
transport parameters
electronic
parameters
boundary conditions
variable
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PCT/AT2021/060144
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German (de)
English (en)
Inventor
Zlatozara ZLATKOVA
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Spotvessels Gmbh
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Priority to EP21723110.9A priority Critical patent/EP4143756A1/fr
Publication of WO2021151137A1 publication Critical patent/WO2021151137A1/fr

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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/08—Logistics, e.g. warehousing, loading or distribution; Inventory or stock management
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/08—Logistics, e.g. warehousing, loading or distribution; Inventory or stock management
    • G06Q10/083—Shipping
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/40—Business processes related to the transportation industry

Definitions

  • the invention relates to a computer-implemented method and a system for data processing for optimizing transport parameters of a watercraft according to the independent claims.
  • the invention relates to the optimization of transport parameters in different areas of shipping, but in particular in inland shipping.
  • the method according to the invention and the system according to the invention can, however, also be used in river-sea shipping.
  • Shipping is an attractive alternative or a supplement to road and rail transport.
  • Waterway traffic offers a sustainable and environmentally friendly way of transporting goods, with inland shipping being one of the most cost-effective modes of transport.
  • Inland navigation is of particular interest for the transport of non-perishable bulk goods, such as coal, ore, fertilizers or cement, as well as agricultural products. Particular attention is paid to dangerous goods, as inland shipping is a particularly safe form of transportation.
  • inland waterways such as natural rivers, modified or canalized rivers, or specially constructed canals that can be used for shipping.
  • the use of the waterways is subject to certain limitations subject. For example, a maximum height can apply to a watercraft if it has to pass under bridges or other structures that are on a route.
  • Freight contracts for shipping are usually concluded on bilateral cash markets in the form of short-term contracts or as part of long-term contracts between Fiersteller and the freight company. These contracts are concluded either directly between the contracting parties or with the help of intermediaries such as freight forwarding companies. In addition, platforms are known through which an interested party can establish contact with freight companies, whereupon a freight contract is concluded. This also offers the possibility of a direct discussion of the terms of the contract. When concluding these contracts, the boundary conditions of the waterways are not fully automatically taken into account so that the transport can be completed successfully and without problems as agreed.
  • boundary conditions for optimizing the transport parameters of the watercraft could lead, among other things, to a reduction in transport time, improved punctuality and planning, improved use of loading capacities or more effective use of waterways and watercraft, which would reduce costs and impact on the environment would bring with it.
  • the invention thus relates to a computer-implemented method for optimizing variable transport parameters of a watercraft, specifying constant transport parameters of the watercraft, as well as a freight route with a starting point and an end point.
  • the watercraft can also be a convoy or a fleet of several watercraft.
  • the freight route can be a collection of several potential freight routes. In the method, in particular, boundary conditions of the constant transport parameters and boundary conditions of the freight route are taken into account.
  • the method comprises the following steps: a. Receipt, by an electronic interface unit, of a request containing the starting point A of the freight route, the end point B of the freight route, and at least one constant transport parameter TK + I , preferably several constant transport parameters TK + I , T « +2 , TM, b. Forwarding the request to an electronic processing unit; c. Query, by an electronic query unit, of one or more databases to determine available variable transport parameters Ti, T2, ..., TK, d. Query, by the electronic query unit, of one or more data sources for determining boundary conditions R 1; R 2 , ..., Ri ⁇ the freight route; e.
  • the starting point A of the freight route can optionally be a plurality of starting points Ai, A 2 ,..., A n .
  • the end point B of the freight route can optionally have a plurality of end points B 1; Be B 2 , ..., B n.
  • constant transport parameters are the type of ship or the composition of the ship formation, the physical parameters of the ship such as length, width or height, the cargo, but also the loading capacities in tons, in m 3 or the dimensions (height, width and length) of the bilges .
  • variable transport parameters are the type of ship, the formation of the ship formation, the freight route, the accepted or planned loads in tons or in m 3 or their dimensions in the form of height, length and width. In the case of fleets, the entire fleet and the possibilities it offers are taken into account.
  • the constant transport parameters and the variable transport parameters may form a total of transport parameters.
  • a constant transport parameter cannot be a variable transport parameter at the same time in a process sequence, it being possible for constant and variable transport parameters to be interchangeable in independent processes.
  • the boundary conditions of the constant transport parameters R K + i , RK + 2,, RM and the boundary conditions of the freight route Ri, R 2 , ..., RK may form subsets of the total amount of boundary conditions Ri, R 2 , ..., RM. If necessary, further Boundary conditions R M + I , ..., RN than those mentioned above must be included in the total set of transport parameters.
  • the further boundary conditions can be, for example, the boundary conditions of the loading port and / or the discharge port.
  • a freight route lies in particular between the starting point and the end point.
  • a cargo route can optionally include several alternative waterways.
  • the boundary conditions include R 1; R 2 , Traffic density, a fairway width, an, in particular minimal, radius of curvature of the fairway, a classification of the waterway, a number of locks, dimensions, for example height, width and / or length, of locks, a patency of locks.
  • the boundary conditions Ri, R 2 .. a maximum passage width, such as a maximum passage width in locks; a maximum headroom, such as a maximum headroom under bridges; a flow rate; Tide information; a traffic density; a fairway width; a radius of curvature of the fairway; a classification of the waterway; a number of locks; Dimensions, such as height, width and / or length, of locks; a passability of locks.
  • the optimized target size can be automatically taken into account when selecting loads, ships, freight routes, etc.
  • the computer-implemented method according to the invention can be carried out, for example, on an online platform.
  • the data processing device according to the invention can therefore be, for example, a network server system.
  • the optimized target variable is the arrival time from a current position of the watercraft to a loading port.
  • Transport parameters can include GPS coordinates of the watercraft.
  • Optimization can take place permanently or at specific time intervals.
  • the optimization can be used, for example, to select a cargo or a watercraft.
  • other parameters can also be changed.
  • the method according to the invention is used to optimize transport parameters even before a transport order is accepted.
  • the optimization then takes place in particular permanently or at certain time intervals until the transport process is completed.
  • watercraft includes different convoy formations and / or different types of ships. Different convoy formations can be viewed as different watercraft.
  • the boundary conditions of the constant transport parameters RK + I , RK +2 , ⁇ , RM include one or more of the following parameters: a maximum draft, a maximum height of the watercraft, a maximum width of the watercraft, a maximum weight of the load, a maximum travel speed , a draft scale and / or a calibration scale of the watercraft.
  • the transport parameters Ti, T 2 ,..., T include: one or more parameters of the watercraft and / or one or more parameters of the load.
  • the parameter of the watercraft is selected from one or more of: ship type, convoy formation, draft, width, height, number of crews. If necessary, different convoy formations can have different transport parameters. These different transport parameters can also be the same for different formations Watercraft result, for example, according to the arrangement of different ships in a convoy formation.
  • the parameter of the load is selected from one or more of: mass, height, width, volume, hazard potential, financial value, number of cargo items.
  • the target variable is selected from one or more of: the duration of the journey, in particular from the current position to a loading port and / or from a loading port to a discharge port,
  • the optimization of the economic profit can include, in particular, a maximization of the difference between the travel revenue and travel costs.
  • the optimization of the free loading capacity can in particular include a maximization of the transported loads in tons per kilometer under the given conditions. This optimization can be applicable to a single vessel as well as to a fleet of vessels, even to the entire ship traffic.
  • the optimization comprises a linear optimization operation, a quadratic optimization operation or a non-linear optimization operation.
  • Machine learning methods or artificial intelligence can also be used for the optimization operation.
  • the method to additionally include the following step: checking whether the boundary conditions R 1 are met; R 2 , ..., RM after outputting the variable transport parameters with optimized target variable Z opt at at least one point in time, preferably at several points in time or continuously.
  • warning information or a warning is output if one of the transport parameters Ti, T 2 , ..., T does not meet one of the boundary conditions Ri, R 2 , ..., RM.
  • This can, for example, be a Avoided due to running or a delay in the arrival of the watercraft when the water level changes along a route. If necessary, a further load can be loaded or an existing load can be unloaded in order to ensure further passage.
  • the invention also relates to a machine-readable storage medium comprising instructions that can be executed by a computer for carrying out a method according to the invention.
  • the invention also relates to a data processing device for optimizing variable transport parameters by specifying constant transport parameters, as well as a freight route with a starting point and an end point.
  • the device comprises: a. an electronic interface unit designed to receive a request containing the starting point A of the freight route, the end point B of the freight route, and at least one constant transport parameter TK + I , preferably several constant transport parameters T K + i , T K + 2 ,, T; b. an electronic computing unit, designed i. for receiving the request from the electronic interface unit ii. to determine the boundary conditions of the constant transport parameters R K + i , RK +2,, RM; and iii. to optimize the variable transport parameters Ti, T 2 , ..., T K on the basis of the boundary conditions Ri, R 2 , ..., RM with regard to a target variable Z; c.
  • an electronic interrogation unit designed to interrogate i. one or more electronic databases for determining available variable transport parameters Ti, T 2 , ..., T K ; and ii. one or more data sources for determining boundary conditions Ri, R 2 , ..., R K of the freight route; d. an electronic output unit designed to output the variable transport parameters Ti, T 2 , ..., T K with an optimized target variable Z opt .
  • the data processing device comprises a computer which comprises the electronic interface unit, the electronic computing unit, the electronic query unit and the electronic output unit.
  • the electronic query unit is connected to a computer network in order to access the electronic database and the data sources.
  • the invention also relates to a data processing system comprising a data processing device according to the invention, as well as at least one electronic database and one or more data sources.
  • FIG. 1 shows a schematic block diagram of a system for data processing according to a first exemplary embodiment
  • FIG. 2a shows a schematic representation of a watercraft at a first position on a waterway
  • FIG. 2b shows a schematic illustration of a watercraft at the first position on a waterway
  • FIG. 2c shows a schematic representation of a watercraft at a second position on a waterway
  • 2d shows a schematic representation of a watercraft at a third position on a waterway.
  • 1 shows a schematic block diagram of a system for data processing according to a first exemplary embodiment for carrying out a method according to the invention.
  • the system contains a computer 7 which comprises an interface unit 1, a computing unit 2, an interrogation unit 3 and an output unit 6.
  • the computer 7 is connected via the query unit 3 to databases 4, 4 ‘, 4 ′′ and to data sources 5, 5‘, 5 ′′.
  • the connection of the databases 4, 4 ‘, 4 ′′ and the data sources 5, 5‘, 5 ′′ to the query unit 3 takes place via a computer network, for example via the Internet.
  • All available transport parameters of watercraft and possible loads of a transport company are stored in the databases 4, 4 ‘, 4“. These transport parameters include, for example, ship types, detailed ship parameters, available loads, their parameters, etc.
  • the data sources 5, 5 ', 5 ′′ contain more detailed information on parameters of a freight route or its boundary conditions R 1; R 2 , ..., RK ⁇
  • the boundary conditions R 1; R 2 , ..., RK can essentially comprise invariable information, such as the length or the geographic course of a waterway. Such invariable information can be stored in a static database.
  • the boundary conditions R 1; However, R 2 ,..., R K of the freight route can also include variable information, such as water levels, traffic volume or flow information. Such variable information can be stored in a dynamic database.
  • the data sources 5, 5 ', 5 are data providers from different sources.
  • a data source 5, 5 ′, 5 ′′ is a regularly updated information database for a lock, the information being made available by a local shipping authority.
  • Another data source 5, 5 ', 5 “provides daily or hourly information about the water level of waterways at certain geographical positions.
  • the communication of the query unit 3 with the databases 4, 4 ', 4 "and the data sources 5, 5', 5" takes place via common data exchange protocols.
  • the information obtained by the interrogation unit 3 with regard to the available variable transport parameters Ti, T 2 , T K SO as with regard to the boundary conditions R 1; R 2 , RK of the freight route are forwarded to the processing unit 2.
  • the constant transport parameters T K + i , T K + 2,..., T, as well as a starting point A and an end point B of the freight route are transmitted to the computing unit 2 via the interface unit 1.
  • the interface unit 1 comprises a manual input means, namely a keyboard and a mouse, the input being made via a graphic input mask.
  • the interface unit 1 can alternatively also allow an automated reading of boundary conditions, for example if the parameters are stored on an electronic storage medium. If necessary, the parameters can also be stored in the form of a machine-readable code. The parameters can also be fed into the system by measuring devices such as weighing scales for loads.
  • the input can also be made fully automatically via interfaces or APIs to the production control or logistics systems of producers or forwarders.
  • the specifications of ships and fleets can also be provided directly from external databases.
  • a correlation table with several classifications and the corresponding parameters or information on the transport parameters is stored in the memory unit 8 and can be accessed via the interface unit 1.
  • a transport parameter selected by a user for example a standardized container size, can be converted into several transport parameters using the correlation table implemented, for example in length, width and height of the container.
  • the storage unit 8 can be designed as a database.
  • a correlation table of the draft scale or the calibration scale can be used to determine an exact draft from the unloaded state to the loading with maximum tonnage.
  • the constant transport parameters TK + I, TK + 2, ⁇ , TM are forwarded from the interface unit 1 to the computing unit 2, which calculates the boundary conditions of the constant transport parameters R K + i , RK + 2,, RM. These boundary conditions result from the combination of the constant transport parameters TK + I, TK + 2, ..., TM.
  • An example of this is the actual draft of the watercraft. This results from a function of the load-dependent draft and the actual load. Correspondingly, a boundary condition obtained can be the actual draft of the watercraft.
  • Another example of a load-dependent boundary condition is the height of a watercraft in the case of container ships.
  • the boundary conditions of the constant transport parameters RK + I, RK + 2, ⁇ , RM determined by the computing unit 2 are combined with the boundary conditions Ri, R 2 , ..., R K of the freight route and the available variable transport parameters Ti, T 2,. .., T K supplied to an optimization model, wherein the optimization by the calculating unit 2 with respect to a target value Z is performed.
  • the optimization can be carried out by any suitable optimization method known in the prior art.
  • the optimization is carried out using a linear optimization model.
  • the transport parameters of the optimized target variable Z opt are then output via the output unit 6. This exemplary embodiment is explained in detail below using a simplified case for illustration.
  • a load comprising ten 20-foot ISO containers with a mass of 22 t each is to be transported from starting point A to end point B.
  • the constant transport parameters thus include the dimensions of the load and the mass of the load.
  • the client transfers this information to a transport company via an online input mask.
  • the client wants the load to be transported from A to B with the lowest possible transport costs.
  • the electronic interrogation unit 3 interrogates the databases 4, 4 ', 4 "to determine the available variable transport parameters Ti, T 2 ,..., T". These include information about other loads with a similar or the same freight route, available ship types, convoy formations, etc. that are available to the transport company.
  • the electronic interrogation unit 3 interrogates the data sources 5, 5 ', 5 "to determine boundary conditions R 1; R 2 , ..., Ri ⁇ the freight route.
  • boundary conditions include, for example, a minimum depth of the fairway, a water level, a minimal radius of curvature of the fairway, availability of locks on the route, etc., with the majority of the information being obtained from external service providers and databases.
  • the electronic processing unit 2 determines the boundary conditions of the constant transport parameters R K + i , RK + 2,, RM, whereupon the electronic processing unit 2 determines the variable transport parameters Ti, T 2 , ..., T K in Optimized with regard to the target variable Z, in this example the transport costs. Finally, the variable transport parameters Ti, T 2 ,..., TK of the optimized target variable Z opt are output.
  • the selected variable transport parameters can specify a type of ship, an additional load to be carried, etc.
  • the height of the loaded watercraft and the clearance height of bridges on the route play a particularly important role in container transport.
  • the result of the method according to the invention can be that a further ten containers can be loaded onto a ship by a further client while observing the boundary conditions. This reduces the costs for both clients and a watercraft is used in the best possible way on a certain route.
  • one result of the method can also be that a certain number of containers less has to be loaded in order to be able to pass under a certain bridge without any problems.
  • boundary conditions Ri, R 2 , ..., Rivi are also checked further after the optimized target variable Z opt has been output.
  • dynamic parameters such as the water level
  • Warning information is then output via the output unit 6 and the corresponding watercraft is informed if necessary and, if necessary, partially unloaded and / or stopped. If this specific water level is considered problematic before loading, a smaller tonnage with a smaller draft or a different load, a different type of ship, a different convoy formation or a different freight route could be selected.
  • FIG. 2a shows a schematic representation of a watercraft 9 at a first position on a waterway 10.
  • the boundary conditions of the waterway 10 shown here are the depth of the fairway 11, the width of the fairway 12 and the water level 13.
  • the transport parameters shown here are the draft 14, Information about the load 15, such as its weight, height and hazard information, as well as the width of the watercraft 16.
  • the combination of the information about the load 15 and the parameters of the waterway 10 results, for example, in the freedom of the keel 17. In this illustration, the freedom of the keel is obtained greater than zero, so the watercraft 9 can navigate this area of the waterway 10 unhindered.
  • FIG. 2b shows a schematic representation of a watercraft 9 at the first position of a waterway 10.
  • the watercraft 9 shown here has a higher draft 14 than that in FIG. 2a, since its load is heavier. In this case, the draft corresponds to the depth of the fairway 11 and the watercraft 9 would be at risk of running aground at the position indicated by two crosses.
  • a corresponding combination of the transport parameters that does not meet the specified boundary conditions is excluded.
  • FIG. 2c shows a schematic representation of a watercraft 9 at a second position on a waterway 10.
  • a bridge At this position of the waterway 10 there is a bridge 18, under which the watercraft 9 passes.
  • Another boundary condition is the clearance height 19 of the bridge 18.
  • the clearance height 19 changes as a function of the water level 13, which in turn can vary based on tides, flood occurrences, dry periods, etc.
  • the watercraft 9 has a certain height 20.
  • the height 20 of the watercraft 9 is smaller than the clearance height 19 of the bridge 18, so that an unhindered passage is possible.
  • the height of the watercraft 20 can be adapted to the clearance height 19 of the bridge 18 by loading. For example, a higher tonnage results in a lower altitude 20 and vice versa.
  • 2d shows a schematic illustration of a watercraft 9 at a third position on a waterway 10, with a bridge 18 again running over the waterway 10.
  • the height 20 of the watercraft 9 in this view is greater than the passage height 19, which is why no passage is possible.
  • such a combination of transport parameters that does not meet the specified boundary conditions is excluded.
  • additional loading weight can be taken up in order to reduce the height 20 of the watercraft by increasing the draft 14 and thus to enable passage through the waterway 10.
  • additional loading can also be referred to as ballasting.
  • ballasting this only makes sense provided that there is sufficient freedom of the keel 17.
  • a heavier load can be selected, for example steel.
  • the draft of the ship for one or many possible loads and routes can be calculated immediately for a known type of ship with a known table of the unloading depth. If the maximum distance to the next loading port is known, the possible loading ports can also be determined.
  • R 2 , ..., Ri ⁇ of the freight route can quickly reach a port in order to be able to load a new load in good time. It is assumed that there are six ports for each ship and that five cargoes with different ports of discharge can be accepted from each port. That means 30 possible routes per ship or several hundred for the entire fleet.
  • the present invention yields, inter alia, the maximum utilization for the entire fleet, taking into account the given boundary conditions Ri, R 2 ,..., RK of the freight route, the given one Boundary conditions of the constant transport parameters R K + i , RK +2 , ⁇ , R M and the given boundary conditions of the loading port and / or the discharge port RM + I , ..., RN ⁇
  • the optimized value could also be the transported tons per kilometer . Numerous other optimization parameters would also be possible.

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Abstract

L'invention concerne un procédé mis en œuvre par ordinateur, destiné à optimiser des paramètres de transport variables T1, T2,..., TK en fonction de paramètres de transport constants TK+1, TK+2,..., TM, ainsi qu'une route de fret ayant un point de départ A et un point d'extrémité B, ledit procédé comprenant les étapes suivantes : a. réception, par une unité interface (1) électronique, d'une requête contenant le point de départ A de la route de fret, le point d'extrémité B de la route de fret, ainsi qu'au moins un paramètre de transport constant TK+1, de préférence plusieurs paramètres de transport constants T Τκ+1, T k+2,..., TM, b. transfert de la requête à une unité de calcul (2) électronique, c. interrogation par une unité d'interrogation (3) électronique d'une ou de plusieurs banques de données (4, 4'), 4''), afin de déterminer des paramètres de transport variables T1, T2,..., TK disponibles, d. interrogation, par l'unité d'interrogation (3) électronique, d'une ou de plusieurs sources de données (5, 5', 5'') afin de déterminer des conditions marginales R1, R2,..., RK de la route de fret; e. détermination, par l'unité de calcul (2) électronique, de conditions marginales des paramètres de transport constants RK+-1, RK+2,...., RM, f. optimisation, par l'unité de calcul (2) électronique, des paramètres de transport variables T1, T2,..., TK sur la base des conditions marginales des paramètres de transport constants RK+1, RK+2,...., RM et/ou des conditions marginales de la route de fret R1, R2,..., RK en ce qui concerne une valeur cible Z, g. sortie, par une unité de sortie (6) électronique des paramètres de transport variables T1, T2,..., TK à valeur cible optimisée Zopt. L'invention concerne en outre un support de données pouvant être lu par machine, un dispositif de traitement de données ainsi qu'un système de traitement de données.
PCT/AT2021/060144 2020-04-28 2021-04-26 Procédé d'optimisation de paramètres de transport WO2021151137A1 (fr)

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CN114493188A (zh) * 2022-01-06 2022-05-13 北京中交兴路信息科技有限公司 一种货运接单推荐方法、装置、电子设备和存储介质
CN114493188B (zh) * 2022-01-06 2023-04-18 北京中交兴路信息科技有限公司 一种货运接单推荐方法、装置、电子设备和存储介质

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