Ship navigation path planning method and device, electronic equipment and storage medium

Abstract

The invention discloses a ship navigation path planning method and device, electronic equipment and a storage medium. The method comprises the following steps: determining a target area of ship navigation, and rasterizing the target area to obtain navigable grids of a ship; constructing a transmission network of the ship in the target period; the transmission network takes navigable grids as nodes, takes a navigation path between two nodes as a directed edge, and takes the ship average flow of each navigation path in a target period as the weight of the directed edge; ship information and environment information in the target area are acquired in real time, and the weight of each directed edge in the transmission network is updated in real time based on the acquired ship information and environment information; based on the weight of each directed edge, determining a comprehensive score of each node in the transmission network; and determining a preset number of nodes with high comprehensive scores as target nodes, and determining a navigation path of the ship based on the target nodes. According to the invention, the optimal navigation path of the ship can be planned, and the navigation efficiency and safety are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of position and posture estimation, and in particular to a method, device, electronic equipment and storage medium for planning a ship's navigation path. Background Art

[0002] In the field of modern shipping, ship navigation path planning is a key link to ensure navigation safety, improve transportation efficiency and reduce operating costs. With the continuous growth of global trade and the increasing traffic on the sea, traditional experience-based path planning methods can no longer meet the increasingly complex navigation environment and diverse navigation needs. In addition, environmental factors such as wind speed, wind direction, ocean currents and waves have a significant impact on the speed and safety of ships.

[0003] At present, relevant technologies usually adopt traditional ship navigation path planning methods based on complex network theory when planning ship navigation paths. However, this method often focuses on the static analysis of network structure and lacks comprehensive consideration of real-time data and dynamic environmental factors. Therefore, the existing method cannot plan the optimal navigation path.

[0004] Based on this, a ship navigation path planning method is urgently needed to solve the above problems. Summary of the invention

[0005] The present invention provides a method, device, electronic device and storage medium for planning a ship's navigation path, which can plan the optimal navigation path for the ship and improve navigation efficiency and safety. The technical solution is as follows:

[0006] In one aspect, a method for planning a ship's navigation path is provided, the method comprising:

[0007] Determine the target area for ship navigation, and perform grid processing on the target area to obtain a navigable grid for the ship;

[0008] Constructing a transport network for the ship within a target period; the transport network uses the navigable grid as a node, the navigation path between two nodes as a directed edge, and the average flow of ships on each navigation path within the target period as the weight of the directed edge;

[0009] Acquire ship information and environmental information in the target area in real time, and update the weight of each directed edge in the transmission network in real time based on the acquired ship information and environmental information;

[0010] Determining a comprehensive score of each node in the transmission network based on the weight of each directed edge;

[0011] A preset number of nodes with top comprehensive scores are determined as target nodes, so as to determine the navigation path of the ship based on the target nodes.

[0012] On the other hand, a device for planning a ship's navigation path is provided, the device comprising:

[0013] A first determination unit is used to determine a target area for ship navigation, and to perform grid processing on the target area to obtain a navigable grid for the ship;

[0014] A construction unit is used to construct a transport network of the ship within a target period; the transport network uses the navigable grid as a node, the navigation path between two nodes as a directed edge, and the average flow of ships on each navigation path within the target period as the weight of the directed edge;

[0015] An acquisition unit, used for acquiring ship information and environmental information in the target area in real time, and updating the weight of each directed edge in the transmission network in real time based on the acquired ship information and environmental information;

[0016] A second determining unit, configured to determine a comprehensive score of each node in the transmission network based on the weight of each directed edge;

[0017] The third determination unit is used to determine a preset number of nodes with top comprehensive scores as target nodes, so as to determine the navigation path of the ship based on the target nodes.

[0018] On the other hand, a computer-readable storage medium is provided, wherein a computer program is stored in the storage medium, and when the computer program is executed by a processor, the steps of the above-mentioned ship navigation path planning method are implemented.

[0019] On the other hand, a computer program product is provided, comprising a computer program, which implements the steps of the above-mentioned method for planning a ship's navigation path when executed by a processor.

[0020] The embodiment of the present invention provides a method for planning a ship's navigation path. First, a passable grid of the target area for ship navigation is determined, and then a transmission network is constructed based on the grid. Finally, by updating the directed edge weights in the transmission network in real time based on real number data, the comprehensive score of each node can be calculated more accurately, thereby making the determined target node more accurate, and the target node can provide more accurate and real-time decision support for the ship's navigation path planning. It can be seen that the present application can effectively optimize the ship's navigation path, reduce navigation time, reduce fuel consumption, and improve navigation safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0022] Figure 1 This is a flow chart of a method for planning a ship's navigation path provided by an embodiment of the present invention;

[0023] Figure 2 This is a structural diagram of a ship navigation path planning device provided by an embodiment of the present invention;

[0024] Figure 3 is a hardware architecture diagram of a computer device provided by an embodiment of the present invention;

[0025] Figure 4 It is a schematic diagram of a transmission network provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0026] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0027] The specific implementation of the above concept is described below.

[0028] Please refer to Figure 1 , an embodiment of the present invention provides a method for planning a ship's navigation path, the method comprising:

[0029] Step 100, determining the target area for ship navigation, and performing rasterization processing on the target area to obtain a navigable grid for the ship;

[0030] Step 102, constructing a transport network for ships within the target period; the transport network uses navigable grids as nodes, navigation paths between two nodes as directed edges, and the average flow of ships on each navigation path within the target period as the weight of the directed edge;

[0031] Step 104, obtaining ship information and environmental information in the target area in real time, and updating the weight of each directed edge in the transmission network in real time based on the obtained ship information and environmental information;

[0032] Step 106, determining a comprehensive score of each node in the transmission network based on the weight of each directed edge;

[0033] Step 108: determine a preset number of nodes with top comprehensive scores as target nodes, so as to determine the navigation path of the ship based on the target nodes.

[0034] In this embodiment, the passable grid of the target area for ship navigation is first determined, and then a transmission network is constructed based on the grid. Finally, by updating the directed edge weights in the transmission network in real time based on real data, the comprehensive score of each node can be calculated more accurately, thereby making the determined target node more accurate, and the target node can provide more accurate and real-time decision support for the ship's navigation path planning. It can be seen that the present application can effectively optimize the ship's navigation path, reduce navigation time, reduce fuel consumption, and improve navigation safety.

[0035] Described below Figure 1 How the various steps are performed.

[0036] First, with respect to step 100, the target area for ship navigation is determined, and the target area is rasterized to obtain a navigable grid for the ship.

[0037] In this step, the target area can be determined based on customer needs, such as the sea area from Shanghai to Rotterdam. When rasterizing, the target area map can be rasterized using Mercator projection, and each grid represents a navigable area. The size of the grid is determined by considering the speed, length, width and safety redundancy of the ship; and the navigable grid is constructed by statistically analyzing the navigation data of all ships.

[0038] With respect to step 102, a transmission network of the ship within the target period is constructed.

[0039] In this step, the target period can be one quarter to capture the impact of seasonal environmental changes. Of course, users can also use other periods according to actual needs.

[0040] The concept of transmission network is introduced in detail below.

[0041] First, the transmission network of ship navigation is represented as G = (V, E); where V is a node set, represented as: V = (v1, v2, ... v n );v1,v2,...v n represents n nodes of the ship navigation transmission network; E is a directed edge set, which means: for node v a and node v b , if node v a To node v b There is a path from node va Heading to node v b The navigation path does not pass through other nodes, that is, the node v a is the starting node, with node v b is the terminal node, then node v b is node v a The first-level connected nodes. Then establish the corresponding directed edge e ab , as an element of the directed edge set E; directed edge e ab The weight is denoted as k ab ; Where a≠b, a=1,2,…,n, b=1,2,…,n.

[0042] It should be noted that the directedness of an edge means that it goes from one node to another. ab , refers to the node v a Heading to node v b .

[0043] The authority of an edge means that each edge in the network is assigned a corresponding weight, which represents the strength of the connection between two nodes; for example, a directed edge e ab The weight is the weight from node v a Heading to node v b The average value of the ship traffic flow of the navigation path in the target period. For example, take one quarter as the target period, and collect the node v every one hour in the target period. a Heading to node v b Therefore, a total of 2160 vehicle flows are collected in one target period, and the average value of the collected 2160 vehicle flows is taken as the directed edge e in the target period. ab The weight of .

[0044] by Figure 4 For example, a ship navigation transmission network with 9 nodes, each node is denoted as: v1, v2, ... v9, and there are 10 directed edges, denoted as: e 12 ,e 23 ,e 38 ,e 26 ,e 62 ,e 45 ,e 56 ,e 68 ,e 89 ,e 67 As can be seen from the figure, the transmission network of ship navigation is a weighted directed graph, each edge in the graph is directed and weighted, and the two ends of each edge correspond to two nodes in the node set V.

[0045] For step 104, it includes:

[0046] S1, based on the ship automatic identification system, real-time acquisition of ship data of each ship in the target area, including ship position, speed, heading and timestamp;

[0047] S2, real-time acquisition of environmental data based on the meteorological system, including wind speed, wind direction, ocean current, waves and tides;

[0048] S3, predetermine a first coefficient, a second coefficient and a third coefficient; the first coefficient is used to characterize the influence of the flow change of the ship on the weight of the directed edge, the second coefficient is used to characterize the influence of environmental factors on the navigation path, and the third coefficient is used to characterize the influence of environmental factors on the weight of the directed edge;

[0049] S4, based on the ship data, the environmental data, the first coefficient, the second coefficient and the third coefficient, calculate the weight of each directed edge in the transmission network at different times.

[0050] For steps S1 and S2, after obtaining the ship data and environmental data, data cleaning can also be performed to remove abnormal data and fill in missing data to ensure data quality. Abnormal data refers to data that is significantly deviated from other data. For some missing data, the difference method can be used to supplement it based on the previous and next data of the data.

[0051] For step S3, the first coefficient is determined based on historical ship data analysis and expert experience; the second coefficient is determined based on the impact of historical environmental data on ship speed and expert experience; the third coefficient is determined based on historical environmental data analysis and expert experience.

[0052] Among them, through ship flow change analysis, ship flow data can be analyzed to identify flow peak and trough periods and calculate flow change rate. Through environmental impact assessment, the impact of environmental factors on ship navigation can be assessed, such as the impact of wind speed on speed and the impact of ocean currents on course.

[0053] For step S4, the following formula is used to calculate the weight of each directed edge in the transmission network at different times:

[0054]

[0055] In the formula, K ab (t) is the directed edge e at time t ab The weight of ab It represents the navigation path starting from node a and ending at node b; is the directed edge e in the previous target cycle ab The average weight of T ab (t) is the ship flow from node a to node b at time t, determined based on the ship data obtained in real time; is the average value of the ship flow from node a to node b in the previous target period; α is the first coefficient; β is the second coefficient; E ab is the third coefficient, which is a measure of the impact of environmental factors on the navigation path from node a to node b.

[0056] In this step, the real-time weight of each channel can be calculated based on real-time data and dynamic weight formula to improve the accuracy of subsequent target node calculations.

[0057] Step 106 includes: for each node in the transmission network, executing:

[0058] B1, determine the first-level connected nodes of the node, and use the weight of the directed edge between the node and each first-level connected node as the first score of the node;

[0059] B2, determining a second score of the node based on the relationship between the path between any two other nodes and the node;

[0060] B3, respectively calculating the shortest paths from the node to other nodes, and determining a third score of the node based on the calculated shortest paths;

[0061] B4, normalizing the first score, the second score and the third score respectively;

[0062] B5, performing weighted summation on the normalized first score, second score, and third score to obtain a comprehensive score of the node.

[0063] Next, we take node v in the ship navigation transmission network G as an example. i Taking as an example, the specific implementation process of steps B1 to B5 is described respectively.

[0064] For step B1, the first score of the node is determined as follows:

[0065] (1) Determine the node v i The first-level connected nodes are assumed to be x in total, represented as: node v1 [i] ,v2 [i] ,…,v x [i] ;

[0066] (2) Using the formula in step S4, calculate the node v i The weight of the directed edge to each first-level connected node is denoted as k(v i ,v1 [i] )、k(v i ,v2 [i] )、k(v i ,v3 [i] )…,k(vi ,v x [i] ).

[0067] (3) For each directed edge weight k(v i ,v1 [i] )、k(v i ,v2 [i] )、k(v i ,v3 [i] )…,k(v i ,v x [i] ) to sum up and get node v i The first score A1(i).

[0068] For example, in Figure 4 When calculating the first score of node v6, the method is as follows:

[0069] Node v6 has three first-level connected nodes, namely: node v2, node v7 and node v8; the directed edges e are calculated respectively 62 ,e 68 and e 67 The weight of node v6 is calculated, and then the three weights are summed up to get the first score of node v6.

[0070] It should be noted that in the ship navigation transmission network G, edges with different weights have different importances. When a node is connected to more high-weight edges, it indicates that the node has more important information in the network and has a greater influence. Therefore, the present invention reflects the importance of node v6 by calculating the first score of node v6.

[0071] For step B2, the second score A2(i) of the node is determined as follows:

[0072] Let node v i The initial value of the second score A2(i) is 0;

[0073] For the transmission network except node v i The other nodes outside the group form a set Q = (q1, q2, ... q n-1 );

[0074] Traverse any two nodes in the set Q, for any two nodes q traversed s and q t , both execute:

[0075] Take node q s As the starting point, with node q t As the end point, and judge q s and q t Is there a node v betweeni If it does not exist, the value of the second score is not updated; if it does exist, the node q is determined s and q t Does the shortest path pass through node v? i ; If it fails, the value of the second score is not updated; if it passes, the value of the second score is updated based on the following formula:

[0076] A2(i)=A2(i)+1 / m;

[0077] Where m is the node q s to q t The total number of shortest paths; s = 1, 2, ..., n-1, t = 1, 2, ..., n-1, i = 1, 2, ..., n, and s ≠ t ≠ i; n is the total number of nodes in the transmission network;

[0078] Loop through the set Q until all nodes in the set Q are traversed and node v is obtained i The final second score.

[0079] It should be noted that node q s to q t The path is: starting from node q s As the starting point, node q t is the end point, and the weight of the directed edge passing through; if node q s to q t If there are multiple paths, then among the multiple paths, the shortest path length is node q s to q t The shortest path, and node q s to q t There may be multiple shortest paths, so the total number of shortest paths is the number of nodes q s to q t The total number of shortest paths.

[0080] For example, in Figure 4 There are two paths from node v2 to node v8. The first path is: directed edge e 26 、e 68 , forming a path whose length is e 26 、e 68 The weight and; The second path: directed edge e 23 and e 38 .

[0081] It should be noted that the node v i The second score is the score after node v i The ratio of the number of shortest paths to the total number of shortest paths. The higher the value, the better the node v i The more important.

[0082] For step B3, the third score A3(i) of the node is determined as follows:

[0083] Calculate node v separately i The shortest path length to any node in set Q;

[0084] Based on the calculated length of each shortest path, the node v is calculated using the following formula i The third score:

[0085] A3(i)=(n-1) / [h(v i ,q1)+h(v i ,q2)+…h(v i ,q j )…+h(v i ,q n-1 )]

[0086] Where A3(i) is the node v i The third score; h(v i ,q1)、h(v i ,q2)、h(v i ,q j ) and h(v i ,q n-1 ) are nodes v i With nodes q1, q2, q j and q n-1 The shortest path length between them; j = 1, 2,…, n-1, i≠j.

[0087] It should be noted that the node v i The meaning of the third score is: if node v i The shortest distance to other nodes is the smallest, indicating that node v i The shorter the time to reach other nodes, the better the node v i The more important.

[0088] For step B4, the first score, the second score and the third score of each node are normalized using the min-max normalization method.

[0089] The calculation formula for the first score normalization is as follows:

[0090]

[0091] Where A1′(i) is the node v i The first score after normalization; A1(i) is the score of node v iThe first score before normalization; min represents the minimum value among A1(1), A1(2), …A1(n); max represents the maximum value among A1(1), A1(2), …A1(i), …A1(n).

[0092] The calculation formula for the second score normalization is as follows:

[0093]

[0094] Where A2′(i) is the node v i Normalized second score; A2′(i) is the score of node v i The second score before normalization; min represents the minimum value among A2(1), A2(2), …A2(n); max represents the maximum value among A2(1), A2(2), …A2(i), …A2(n).

[0095] The calculation formula for the third score normalization is as follows:

[0096]

[0097] Where A3′(i) is the node v i The third score after normalization; A3(i) is the score of node v i The third score before normalization; min represents the minimum value among A3(1), A3(2), ...A3(n); max represents the maximum value among A3(1), A3(2), ...A3(i), ...A3(n).

[0098] For step B5, the comprehensive score of each node is calculated based on the following formula:

[0099] A(i)=W1A1'(i)+W2A2'(i)+W3A3'(i)

[0100] Where A(i) is the node v i W1, W2 and W3 represent the weight coefficients of the first score, the second score and the third score respectively; A1'(i), A2'(i) and A3'(i) are the normalized first score, the second score and the third score respectively.

[0101] In some embodiments, W1, W2, and W3 are determined as follows:

[0102] (1) Determine the information entropy Er of the rth score using the following formula, where r = 1, 2, 3;

[0103]

[0104] In the formula, z ri Represents node v iThe weight of the rth score is calculated by the following formula:

[0105]

[0106] SA r Represents n nodes v1, v2, ... v n The sum of the normalized rth scores Ar'(1), Ar'(2), ..., r'(n); A r ′(i) represents node v i The normalized rth score;

[0107] (2) thereby calculating the information entropy E1 of the first score, the information entropy E2 of the second score, and the information entropy E3 of the third score;

[0108] The following formula is used to obtain the rth score weight coefficient Wr:

[0109]

[0110] By using the above formula, W1, W2 and W3 are calculated.

[0111] The weight coefficients of each score determined by this method can better reflect the importance relationship of each score.

[0112] Finally, for step 108:

[0113] The n nodes are sorted in descending order of comprehensive scores, and a preset number of nodes with the highest ranking are selected as the target nodes to be mined, so as to determine the navigation path of the ship based on the target nodes.

[0114] It should be noted that the preset number can be determined according to engineering needs and is not specifically limited in this application.

[0115] In summary, this application can achieve the following effects: by real-time analysis of ship navigation data and environmental changes, dynamically adjusting channel weights, and optimizing ship navigation paths, it has multiple advantages such as improving navigation safety, improving transportation efficiency, reducing operating costs, enhancing environmental adaptability, supporting scientific decision-making, improving resource utilization, and responding to emergencies. It also promotes maritime traffic management and provides an innovative, efficient and environmentally friendly path planning solution for the maritime transportation field.

[0116] Please refer to Figure 3 , an embodiment of the present invention provides a device for planning a ship's navigation path, the device comprising:

[0117] The first determination unit 300 is used to determine the target area for ship navigation and perform grid processing on the target area to obtain a navigable grid for the ship;

[0118] A construction unit 302 is used to construct a transport network for ships within a target period; the transport network uses navigable grids as nodes, navigation paths between two nodes as directed edges, and the average flow of ships on each navigation path within the target period as the weight of the directed edge;

[0119] An acquisition unit 304 is used to acquire ship information and environmental information in the target area in real time, and to update the weight of each directed edge in the transmission network in real time based on the acquired ship information and environmental information;

[0120] A second determining unit 306, configured to determine a comprehensive score of each node in the transmission network based on the weight of each directed edge;

[0121] The third determining unit 308 is used to determine a preset number of nodes with top comprehensive scores as target nodes, so as to determine the navigation path of the ship based on the target nodes.

[0122] In some implementations, the construction unit 302 is configured to perform the following operations:

[0123] Based on the ship automatic identification system, the ship data of each ship in the target area is obtained in real time. The ship data includes the ship's position, speed, heading and timestamp;

[0124] Real-time acquisition of environmental data based on the meteorological system, including wind speed, wind direction, ocean currents, waves and tides;

[0125] The first coefficient, the second coefficient and the third coefficient are predetermined; the first coefficient is used to characterize the influence of the flow change of the ship on the weight of the directed edge, the second coefficient is used to characterize the influence of the environmental factors on the navigation path, and the third coefficient is used to characterize the influence of the environmental factors on the weight of the directed edge;

[0126] Based on the ship data, the environmental data, the first coefficient, the second coefficient and the third coefficient, the weight of each directed edge in the transmission network at different times is calculated.

[0127] In some implementations, the following formula is used to calculate the weight of each directed edge in the transmission network at different times:

[0128]

[0129] In the formula, K ab (t) is the directed edge e at time t ab The weight of ab It represents the navigation path starting from node a and ending at node b; is the directed edge e in the previous target cycle ab The average weight of T ab (t) is the ship flow from node a to node b at time t, determined based on the ship data obtained in real time; is the average value of the ship flow from node a to node b in the previous target period; α is the first coefficient; β is the second coefficient; E ab is the third coefficient, which is a measure of the impact of environmental factors on the navigation path from node a to node b.

[0130] In some implementations, the second determining unit 306 is configured to perform the following operations:

[0131] For each node in the transmission network, execute:

[0132] Determine the first-level connected nodes of the node, and use the weight of the directed edge between the node and each first-level connected node as the first score of the node;

[0133] Determine a second score of the node based on a relationship between a path between any two other nodes and the node;

[0134] Calculate the shortest paths from the node to other nodes respectively, and determine the third score of the node based on the calculated shortest paths;

[0135] Normalizing the first score, the second score, and the third score respectively;

[0136] The normalized first score, second score, and third score are weightedly summed to obtain the comprehensive score of the node.

[0137] In some implementations, the second determining unit 306 determines the second score of each node in the following manner:

[0138] Let node v i The initial value of the second score A2(i) is 0;

[0139] For the transmission network except node v i The other nodes outside the group form a set Q = (q1, q2, ... q n-1 );

[0140] Traverse any two nodes in the set Q, for any two nodes q traversed s and q t , both execute:

[0141] Take node q s As the starting point, with node q t As the end point, and judge q s and q t Is there a node v between i If it does not exist, the value of the second score is not updated; if it does exist, the node q is determined s and q tDoes the shortest path pass through node v? i ; If it fails, the value of the second score is not updated; if it passes, the value of the second score is updated based on the following formula:

[0142] A2(i)=A2(i)+1 / m;

[0143] Where m is the node q s to q t The total number of shortest paths; s = 1, 2, ..., n-1, t = 1, 2, ..., n-1, i = 1, 2, ..., n, and s ≠ t ≠ i; n is the total number of nodes in the transmission network;

[0144] Loop through the set Q until all nodes in the set Q are traversed and node v is obtained i The final second score.

[0145] In some implementations, the second determining unit 306 determines the third score of each node in the following manner:

[0146] Calculate node v separately i The shortest path length to any node in set Q;

[0147] Based on the calculated length of each shortest path, the node v is calculated using the following formula i The third score:

[0148] A3(i)=(n-1) / [h(v i ,q1)+h(v i ,q2)+…h(v i ,q j )…+h(v i ,q n-1 )]

[0149] Where A3(i) is the node v i The third score; h(v i ,q1)、h(v i ,q2)、h(v i ,q j ) and h(v i ,q n-1 ) are nodes v i With nodes q1, q2, q j and q n-1 The shortest path length between them; j = 1, 2,…, n-1, i≠j.

[0150] In some implementations, the second determining unit 306 calculates the comprehensive score of each node using the following formula:

[0151] A(i)=W1A1'(i)+W2A2'(i)+W3A3'(i)

[0152] Where A(i) is the node v i W1, W2 and W3 represent the weight coefficients of the first score, the second score and the third score respectively; A1'(i), A2'(i) and A3'(i) are the normalized first score, the second score and the third score respectively.

[0153] It should be noted that the ship navigation path planning device provided in the above embodiment is only illustrated by the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the ship navigation path planning device provided in the above embodiment and the ship navigation path planning method embodiment belong to the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0154] The embodiment of the present application also provides a computer device, please refer to Figure 3 The computer device includes a processor and a memory, in which at least one instruction, at least one program, a code set or an instruction set is stored, and the at least one instruction, at least one program, a code set or an instruction set is loaded and executed by the processor to implement the ship navigation path planning method provided by the above-mentioned method embodiments.

[0155] An embodiment of the present application also provides a computer-readable storage medium, on which is stored at least one instruction, at least one program, code set or instruction set, and the at least one instruction, at least one program, code set or instruction set is loaded and executed by a processor to implement the ship navigation path planning method provided by the above-mentioned method embodiments.

[0156] An embodiment of the present application also provides a computer program product, which includes a computer program. A processor of a computer device reads the computer program from a computer-readable storage medium, and the processor executes the computer program, so that the computer device executes the ship navigation path planning method described in any of the above embodiments.

[0157] For the convenience of description, the above system or device is described by dividing it into various modules or units according to its functions. Of course, when implementing the present application, the functions of each unit can be implemented in the same or multiple software and / or hardware.

[0158] It can be known from the description of the above implementation methods that those skilled in the art can clearly understand that the present application can be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of the present application can be essentially or partly contributed to the prior art in the form of a software product, which can be stored in a storage medium such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments of the present application or certain parts of the embodiments.

[0159] Finally, it should be noted that, in this article, relational terms such as first, second, third and fourth are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0160] The above is only a preferred implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A method for planning a ship's navigation path, characterized in that: The method comprises: Determine the target area for ship navigation, and perform grid processing on the target area to obtain a navigable grid for the ship; Constructing a transport network for the ship within a target period; the transport network uses the navigable grid as a node, the navigation path between two nodes as a directed edge, and the average flow of ships on each navigation path within the target period as the weight of the directed edge; Acquire ship information and environmental information in the target area in real time, and update the weight of each directed edge in the transmission network in real time based on the acquired ship information and environmental information; Determining a comprehensive score of each node in the transmission network based on the weight of each directed edge; A preset number of nodes with top comprehensive scores are determined as target nodes, so as to determine the navigation path of the ship based on the target nodes.

2. The method according to claim 1, characterized in that The real-time acquisition of the ship information and the environmental information in the target area, and the real-time update of the weight of each directed edge in the transmission network based on the acquired ship information and the environmental information, comprises: Acquire ship data of each ship in the target area in real time based on a ship automatic identification system, wherein the ship data includes ship position, speed, heading and timestamp; Acquiring environmental data in real time based on a meteorological system, the environmental data including wind speed, wind direction, ocean currents, waves and tides; A first coefficient, a second coefficient and a third coefficient are predetermined; the first coefficient is used to characterize the influence of the flow change of the ship on the weight of the directed edge, the second coefficient is used to characterize the influence of environmental factors on the navigation path, and the third coefficient is used to characterize the influence of environmental factors on the weight of the directed edge; Based on the ship data, the environmental data, the first coefficient, the second coefficient and the third coefficient, the weight of each directed edge in the transmission network at different times is calculated.

3. The method according to claim 2, characterized in that The following formula is used to calculate the weight of each directed edge in the transmission network at different times: In the formula, K ab (t) is the directed edge e at time t ab The weight of ab It represents the navigation path starting from node a and ending at node b; is the directed edge e in the previous target cycle ab The average weight of T ab (t) is the ship flow from node a to node b at time t, determined based on the ship data obtained in real time; is the average value of the ship flow from node a to node b in the previous target period; α is the first coefficient; β is the second coefficient; E ab The third coefficient is a measure of the impact of environmental factors on the navigation path from node a to node b.

4. The method according to claim 3, characterized in that Determining the comprehensive score of each node in the transmission network based on the weight of each directed edge includes: For each node in the transmission network, execute: Determine the first-level connected nodes of the node, and use the weight of the directed edge between the node and each of the first-level connected nodes as the first score of the node; Determine a second score of the node based on a relationship between a path between any two other nodes and the node; Calculate the shortest paths from the node to other nodes respectively, and determine the third score of the node based on the calculated shortest paths; Normalizing the first score, the second score, and the third score respectively; The normalized first score, second score, and third score are weightedly summed to obtain the comprehensive score of the node.

5. The method according to claim 4, characterized in that The second score for each node is determined as follows: Let node v i The initial value of the second score A2(i) is 0; For the transmission network except node v i The other nodes outside the group form a set Q = (q1, q2, ... q n-1 ); Traverse any two nodes in the set Q, and for any two nodes q traversed s and q t , both execute: Take node q s As the starting point, with node q t As the end point, and judge q s and q t Is there a node v between i If it does not exist, the value of the second score is not updated; if it does exist, the node q is determined s and q t Does the shortest path pass through node v? i ; If not, the value of the second score is not updated; if passed, the value of the second score is updated based on the following formula: A2(i)=A2(i)+1 / m; Where m is the node q s to q t The total number of shortest paths; s = 1, 2, ..., n-1, t = 1, 2, ..., n-1, i = 1, 2, ..., n, and s ≠ t ≠ i; n is the total number of nodes in the transmission network; Loop through the set Q until all nodes in the set Q are traversed and node v is obtained i The final second score.

6. The method according to claim 5, characterized in that The third score for each node is determined as follows: Calculate node v separately i The shortest path length to any node in the set Q; Based on the calculated length of each shortest path, the node v is calculated using the following formula i The third score: A3(i)=(n-1) / [h(v i ,q1)+h(v i ,q2)+…h(v i ,q j )…+h(v i ,q n-1 )] Where A3(i) is the node v i The third score; h(v i ,q1)、h(v i ,q2)、h(v i ,q j ) and h(v i ,q n-1 ) are nodes v i With nodes q1, q2, q j and q n-1 The shortest path length between them; j = 1, 2,…, n-1, i≠j.

7. The method according to claim 6, characterized in that The comprehensive score of each node is calculated based on the following formula: A(i)=W1A1'(i)+W2A2'(i)+W3A3'(i) Where A(i) is the node v i W1, W2 and W3 represent the weight coefficients of the first score, the second score and the third score respectively; A1'(i), A2'(i) and A3'(i) are the normalized first score, the second score and the third score respectively.

8. A device for planning a ship's navigation path, characterized in that: The device comprises: A first determination unit is used to determine a target area for ship navigation, and to perform grid processing on the target area to obtain a navigable grid for the ship; A construction unit is used to construct a transport network of the ship within a target period; the transport network uses the navigable grid as a node, the navigation path between two nodes as a directed edge, and the average flow of ships on each navigation path within the target period as the weight of the directed edge; An acquisition unit, used for acquiring ship information and environmental information in the target area in real time, and updating the weight of each directed edge in the transmission network in real time based on the acquired ship information and environmental information; A second determining unit, configured to determine a comprehensive score of each node in the transmission network based on the weight of each directed edge; The third determination unit is used to determine a preset number of nodes with top comprehensive scores as target nodes, so as to determine the navigation path of the ship based on the target nodes.

9. A computer device, characterized in that: The computer device includes a memory and a processor, the memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory to implement the steps of any one of the methods described in claims 1-7.

10. A computer-readable storage medium, characterized in that: The storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method described in any one of claims 1 to 7 are implemented.

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