Route evaluation system, method and storage medium based on ocean current numerical forecast information

Abstract

The present invention discloses a route evaluation system, method and storage medium based on ocean current numerical forecast information. The system comprises a route segmentation module, a route sea area determination module, an ocean current numerical forecast area determination module, a route segment equalization module, an ocean current data determination module for equally divided position points and a downstream and upstream state judgment module. The system uses the dot product result Q of the ocean current data of the equally divided position points and the ship motion vector to determine the route evaluation system, method and storage medium based on the ocean current numerical forecast information. ij To determine whether the ship's motion state at the equally divided position point is downstream or upstream, and then through Q i =∑Q ij Determine the upstream and downstream conditions of each route segment, and finally use Q total =∑Q i The invention uses the ocean current numerical forecast information to realize the navigation impact assessment of the planned route, and can select the safest and most economical route from multiple routes according to the assessment results, thereby improving the reliability of route assessment and providing auxiliary decision support for navigation operators.

Description

Technical Field

[0001] The invention relates to a route evaluation system and method based on ocean current numerical forecast information, belonging to the technical field of ship navigation. Background Art

[0002] In order to ensure the safety and economy of ships sailing at sea, it is necessary to plan the route before sailing, and then sail according to the planned route. Whether the route planning is reasonable is directly related to whether the ship can sail safely throughout the voyage, and is also directly related to economic efficiency indicators such as the length of sailing time and the amount of fuel consumption. Therefore, before officially sailing, it is necessary to conduct a scientific evaluation of the planned route so as to make timely adjustments to the unreasonable aspects and effectively help the crew plan a safe and economical route.

[0003] Electronic charts have the functions of real-time dynamic display of navigation status, navigation monitoring, navigation calculation and route safety inspection, which can make the crew feel the navigation process more intuitively and improve the efficiency of the crew's navigation operations. At present, the known water depth and obstacles obtained through electronic charts are generally used to evaluate the safety of the route. Weather forecast information can also be superimposed on electronic charts to dynamically display weather changes during navigation and comprehensively evaluate the impact of weather on navigation safety and other aspects.

[0004] However, in actual navigation, hydrological data such as the direction and velocity of ocean currents will have a significant impact on the safety and economy of navigation. The current route assessment plan does not take into account the impact of the changing trend of hydrological data during the voyage on navigation, which greatly reduces the accuracy of route assessment, greatly increases the uncertainty of the navigation process, and poses a major safety hazard. Summary of the invention

[0005] The purpose of the present invention is to solve the defects mentioned in the above background technology.

[0006] To achieve the above-mentioned invention object, in the first aspect, the present invention provides a route evaluation system based on ocean current numerical forecast information, comprising a route segmentation module, used to segment the proposed route into n route segments; a route sea area range determination module, used to determine the sea area range of the proposed route; an ocean current numerical forecast area determination module, used to determine the ocean current numerical forecast area corresponding to the sea area range of the proposed route, the ocean current numerical forecast information in the ocean current numerical forecast area is grid data corresponding to the grid code, and is located by the upper left corner position point of the grid; a route segment equalization module, used to divide each of the route segments into R equal segments; i Each portion is divided into equal parts at point P. ij ; The current data determination module of the equally divided position point is used to determine the equally divided position point P ijThe geographic coordinate value of is converted into the geographic coordinate value Z of the upper left corner position point of the corresponding grid in the ocean current numerical prediction area through the grid code. ij , assuming that the ship arrives at the equally divided position point P ij The time is T Pij , retrieve Z from the database storing ocean current numerical forecast information ij Location point is T Pij The ocean current data corresponding to the time, the ocean current data is the motion vector of the ocean current; the upstream and downstream state judgment module is used to calculate the dot product result Q of the ocean current motion vector and the ship motion vector of the equally divided position point ij To determine whether the ship's motion state at the equally divided position point is downstream or upstream, and then through Q i =∑Q ij Determine the upstream and downstream conditions of each route segment, and finally use Q total =∑Q i Determine the upstream and downstream conditions of the entire planned route.

[0007] Furthermore, the route sea area scope determination module determines the route sea area scope by the extreme values ​​of longitude and latitude of the planned route.

[0008] Furthermore, the sea area of ​​the route is the maximum longitude value φ max 、Minimum longitude value φ min , maximum latitude value λ max and the minimum latitude value λ min The area enclosed by the four meridians or latitudes.

[0009] Furthermore, the downstream and upstream state judgment module includes a vector dot multiplication unit, an accumulation unit and a state judgment unit. The vector dot multiplication unit is suitable for performing dot multiplication on the ocean current data of each equally divided position point and the ship motion vector and outputting the dot multiplication result. The accumulation unit is suitable for receiving each of the dot multiplication results and accumulating them and then outputting the accumulated result. The state judgment unit is suitable for judging the positive and negative of the accumulated result. A positive value corresponds to a downstream state, and a negative value corresponds to an upstream state.

[0010] In a second aspect, the present invention provides a route evaluation method based on ocean current numerical forecast information, comprising the following steps: (1) dividing the route: dividing the proposed route into n route segments; (2) determining the sea area scope of the proposed route; (3) determining the ocean current numerical forecast area: determining the ocean current numerical forecast area corresponding to the sea area scope of the proposed route, the ocean current numerical forecast information in the ocean current numerical forecast area is grid data corresponding to the grid code, and is located by the upper left corner position point of the grid; (4) dividing the route segment into R i Each portion is divided into equal parts at point P. ij; (5) Determine the ocean current data of the equally divided position points: ij The geographic coordinate value of is converted into the geographic coordinate value Z of the upper left corner position point of the corresponding grid in the ocean current numerical prediction area through the grid code. ij , assuming that the ship arrives at the equally divided position point P ij The time is T Pij , retrieve Z from the database storing ocean current numerical forecast information ij Location point is T Pij The ocean current data corresponding to the time, wherein the ocean current data is the motion vector of the ocean current; (6) Determining the upstream and downstream states: the dot product result Q of the ocean current motion vector and the ship motion vector at the equally divided position points ij To determine whether the ship's motion state at the equally divided position point is downstream or upstream, and then through Q i =∑Q ij Determine the upstream and downstream conditions of each route segment, and finally use Q total =∑Q i Determine the upstream and downstream conditions of the entire planned route.

[0011] Furthermore, the process of determining the sea area of ​​the proposed route in step (2) is as follows: first determine the maximum longitude value φ of the proposed route max 、Minimum longitude value φ min , maximum latitude value λ max and the minimum latitude value λ min , then the sea area of ​​the planned route is given by φ max Warp, φ min Meridian, λ max Latitude and Lambda min The area enclosed by lines of latitude.

[0012] Furthermore, the process of determining the ocean current numerical prediction area in step (3) is as follows: the upper left corner point A1 (φ1, λ1) of the sea area of ​​the proposed route is taken as the origin, where φ1 is taken from φ max or φ min , λ1 is taken from λ max or min , assuming that the grid resolution of the ocean current grid data is p degrees × q degrees, and the grid code of the ocean current grid data is x&y, where x is the xth column grid calculated from point A1 to the right, and y is the yth row grid calculated from point A1 downward, then the grid code x2&y2 of the position point A2 (φ2, λ2) within the sea area of ​​the planned route is:

[0013] x2=(φ2-φ1) / p+1;(when φ1 and φ2 have the same sign)

[0014] y2=(λ1-λ2) / q+1;

[0015] or

[0016] x2=(360+φ2-φ1) / p+1; (when φ1>0, φ2<0)

[0017] y2=(λ1-λ2) / q+1;

[0018] Then, the latitude and longitude values ​​of the upper left corner point A3 (φ3, λ3) of the x2&y2 grid are: φ3 = φ1 + (x2-1) * p;

[0019] λ3=λ1–(y2-1)*q; when φ3>180, φ3=360-φ3;

[0020] The latitude and longitude values ​​of the lower right corner point A4 (φ4, λ4) of the x2&y2 grid are: φ4 = φ1 + x2*p;

[0021] λ4=λ1-y2*q; when φ4>180, φ4=360-φ4;

[0022] This is done by analogy until the upper left corner point N1 (φ N1 ,λ N1 )’s latitude and longitude values ​​φ N1 , N1 and the lower right corner point N2(φ N2 ,λ N2 )’s latitude and longitude values ​​φ N2 , N2 , the ocean current numerical prediction area is composed of N1(φ N1 ,λ N1 ) and N2(φ N2 ,λ N2 ) is defined as the area identified by the

[0023] Furthermore, the equally divided position points P in step (5) ij The geographic coordinates of are calculated according to the geodetic orthometric rules.

[0024] Furthermore, the equally divided position points P in step (5) ij The process of determining the ocean current data is as follows: first calculate P ij The grid code where it is located, and then calculate P ij The upper left corner of the grid point Z ij The latitude and longitude values ​​of the ith route segment are set as P i , starting time is T si , the arrival time is T ei , heading is H i , the speed is V i , the range is S i , P ij To Pi The distance is S ij , then the ship arrives at P ij The time T Pij =T si +S ij / V i , retrieve Z from the database storing ocean current numerical forecast information ij Location point is T Pij The ocean current data corresponding to the time, including the flow direction H Pij and flow rate V Pij , the corresponding current vector is C Pij (x Pij ,y Pij ), where x Pij =V Pij *sin(H Pij ), y Pij =V Pij *cos(H Pij ).

[0025] Furthermore, the judgment process of the upstream and downstream states in step (6) is: obtaining the ship's current status in real time at T Pij Arrival time P ij Heading H at the position point i and speed V i , the corresponding ship motion vector is C i (x i ,y i ), where x i =V i *sin(H i ), y i =V i *cos(H i );Q ij =C i (x i ,y i )·C Pij (x Pij ,y Pij )=x i *x Pij +y i *y Pij ; The upstream and downstream state data of the i-th route segment is Q i =∑Q ij The upstream and downstream data of the whole voyage is Q total =∑Q i If Q total > 0, the route is determined to be downstream; if Q total <0, the route is judged to be reverse flow.

[0026] In a third aspect, the present invention provides a computer storage medium, in which is stored a route assessment system based on ocean current numerical forecast information as described in any technical solution of the first aspect, and the route assessment system based on ocean current numerical forecast information is suitable for executing a route assessment method based on ocean current numerical forecast information as described in any technical solution of the second aspect on a computer.

[0027] Compared with the prior art, the present invention has the following beneficial effects:

[0028] The ocean current data in the hydrological numerical forecast information is used to evaluate the navigation impact of the planned route. The safest and most economical route can be selected from multiple routes based on the evaluation results, which improves the reliability of the route evaluation and provides auxiliary decision-making support for navigation operators. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a principle block diagram of an embodiment of the system of the present invention;

[0030] Figure 2 It is a principle block diagram of a forward and reverse flow state judgment module in one embodiment of the system of the present invention;

[0031] Figure 3 is a flow chart of an embodiment of the method of the present invention;

[0032] Figure 4 is a flow chart of determining ocean current data at a certain position point on a route in one embodiment of the method of the present invention;

[0033] Figure 5 is a flow chart for determining the forward and reverse flow states in one embodiment of the method of the present invention;

[0034] Figure 6 It is a schematic diagram of the points at which the route segments are equally divided in one embodiment of the method of the present invention. DETAILED DESCRIPTION

[0035] The technical solution of the present invention is further described below in conjunction with the accompanying drawings and specific embodiments.

[0036] like Figure 1 As shown, an embodiment of the route evaluation system based on ocean current numerical forecast information of the present invention comprises a route segmentation module, which is used to segment the planned route into n route segments; a route sea area range determination module, which is used to determine the sea area range of the planned route; an ocean current numerical forecast area determination module, which is used to determine the ocean current numerical forecast area corresponding to the sea area range of the planned route, wherein the ocean current numerical forecast information in the ocean current numerical forecast area is grid data corresponding to the grid code and is located by the upper left corner position point of the grid; a route segment equalization module, which is used to divide each of the route segments into R equal segments; i Each portion is divided into equal parts at point P.ij ; The current data determination module of the equally divided position point is used to determine the equally divided position point P ij The geographic coordinate value of is converted into the geographic coordinate value Z of the upper left corner position point of the corresponding grid in the ocean current numerical prediction area through the grid code. ij , assuming that the ship arrives at the equally divided position point P ij The time is T Pij , retrieve Z from the database storing ocean current numerical forecast information ij Location point is T Pij The ocean current data corresponding to the time, the ocean current data is the motion vector of the ocean current; the upstream and downstream state judgment module is used to calculate the dot product result Q of the ocean current motion vector and the ship motion vector of the equally divided position point ij To determine whether the ship's motion state at the equally divided position point is downstream or upstream, and then through Q i =∑Q ij Determine the upstream and downstream conditions of each route segment, and finally use Q total =∑Q i Determine the upstream and downstream conditions of the entire planned route.

[0037] In one embodiment of the system of the present invention, the route sea area range determination module determines the route sea area range by the extreme values ​​of longitude and latitude of the planned route.

[0038] In one embodiment of the system of the present invention, the route sea area range is the maximum longitude value φ max 、Minimum longitude value φ min , maximum latitude value λ max and the minimum latitude value λ min The area enclosed by the four meridians or latitudes.

[0039] In one embodiment of the system of the present invention, Figure 2 As shown, the downstream and upstream state judgment module includes a vector dot multiplication unit, an accumulation unit and a state judgment unit. The vector dot multiplication unit is suitable for performing dot multiplication on the ocean current data of each equally divided position point and the ship motion vector and outputting the dot multiplication result. The accumulation unit is suitable for receiving each of the dot multiplication results and accumulating them and then outputting the accumulated result. The state judgment unit is suitable for judging the positive and negative of the accumulated result. A positive value corresponds to a downstream state, and a negative value corresponds to an upstream state.

[0040] like Figure 3-Figure 5 As shown, an embodiment of the route evaluation method based on ocean current numerical forecast information of the present invention comprises the following steps:

[0041] S100: A planned route is drawn up. The planned route consists of n route segments and n+1 waypoints, where n is a positive integer. The departure time is T s, the arrival time is T e , the starting time, arrival time, heading, speed and distance of the ith route segment are T si ,T ei ,H i ,V i ,S i , the longitude and latitude of the kth waypoint is P k (φ Pk ,λ Pk ), i ranges from 1 to n, k ranges from 1 to n+1, the arrival time of the i-th route segment is equal to the start time of the i+1-th route segment; the units of speed and distance are knots (kn) and nautical miles (n mail) respectively.

[0042] Assume n = 2, T s =2021-08-12 12:00,T e =2021-08-12 17:04,T s1 =2021-08-1212:00, T e1 =2021-08-12 14:32, H1=38.3°, V1=15kn, S1=38.2nm, T s2 =2021-08-12 14:32,T e2 =2021-08-12 17:04, H2=38.1°, V2=15kn, S2=38.1nm, P1 (120°, 38°), P2 (120.5°, 38.5°), P3 (121°, 39°).

[0043] S200: Determine the maximum longitude value φ of the proposed planned route max 、Minimum longitude value φ min , maximum latitude value λ max , minimum latitude value λ min .

[0044] Here, φ max =121°,φ min =120°, λ max =39°, λ min =38°.

[0045] S300: According to the extreme values ​​of longitude and latitude determined in step S200, determine the ocean current value area corresponding to the rectangular sea area where the planned route is located.

[0046] The ocean current numerical forecast information is grid data, which contains the longitude and latitude values ​​of each grid point as well as the direction and velocity of the ocean current. The upper left corner point A1 (φ1, λ1) of the ocean current grid data is recorded, where φ1 is the longitude value of point A1 and λ1 is the latitude value of point A1; the grid resolution of the ocean current numerical forecast is p degrees × q degrees, where p and q are floating point numbers, p is the longitude resolution, and q is the latitude resolution; the ocean current data grid code is agreed to be x&y, x is the xth column grid calculated from point A1 to the right, y is the yth row grid calculated from point A1 downward, x&y means the grid of the xth column and yth row, x and y are positive integers.

[0047] The latitude and longitude of a certain location A2(φ2,λ2), the calculation method of the grid code of the location is:

[0048] x2=(φ2-φ1) / p+1;(when φ1 and φ2 have the same sign)

[0049] y2=(λ1-λ2) / q+1;

[0050] or

[0051] x2=(360+φ2-φ1) / p+1; (when φ1>0, φ2<0)

[0052] y2=(λ1-λ2) / q+1;

[0053] The symbol " / " indicates integer division, that is, the value of the two numbers divided is an integer. The grid code of the above point A2 is x2&y2. After obtaining the grid code, the values ​​of the upper left corner point A3 (φ3, λ3) and the lower right corner point A4 (φ4, λ4) of the grid can also be calculated by the grid code. The calculation method is:

[0054] φ3=φ1+(x2-1)*p;

[0055] λ3=λ1–(y2-1)*q;

[0056] φ4=φ1+x2*p;

[0057] λ4=λ1-y2*q;

[0058] (When φ3>180, φ3=360-φ3; when φ4>180, φ4=360-φ4)

[0059] Since the maximum longitude of the navigation area is φ max 、Minimum longitude value φ min , maximum latitude value λ max and the minimum latitude value λ min Using the above method, we can calculate that the upper left corner of the ocean current numerical prediction area during navigation is N1(φ N1,λ N1 ), the lower right corner is N2(φ N2 ,λ N2 ).

[0060] Select the start time of ocean current numerical forecast as T s , the end time of ocean current numerical forecast is T e 、The upper left corner point N1(φ N1 ,λ N1 ), the lower right corner point N2(φ N2 ,λ N2 ) of the ocean surface current numerical forecast information.

[0061] Assume φ1=120°,λ1=39°,p=0.125°,q=0.125°,φ2=120.1°,λ2=38.1°。According to the formula, we can get x2=1,y2=8,φ3=120°,λ3=38.125°,φ4=120.125°,λ4=38°。

[0062] S400: Take the initial value of i as 1, and divide the i-th route segment into R i , R i is a positive integer. Given the longitude and latitude of the starting point of the i-th route segment and the step length S for segment division, i / R i Under the condition of ij The latitude and longitude and P ij To P i The distance S ij , where j is a positive integer ranging from 1 to R i The geocentric calculation is well known in the art, and the specific form will not be expanded. The schematic diagram of the i-th route segment and the points of each equal division of the route segment is as follows: Figure 6 As shown, P i is the starting point of the ith route segment.

[0063] i=1, R1=5. Since P1(120°, 38°) and P2(120.5°, 38.5°) are set in step 1, S1=38.165n mail is obtained by reverse calculation based on the geodetic theme. The azimuth of point P2 relative to point P1 is 38.26°. The step length of route segment division is 38.165 / 5=7.633. Therefore, P can be obtained by forward calculation based on the geodetic theme. 11 (120.1°,38.1°),P 12 (120.2°,38.2°),P 13 (120.3°,38.3°),P 14 (120.4°,38.4°),P 15(120.5°,38.5°).

[0064] S500: Determine the sea surface current information at each equally divided point. ij The latitude and longitude values ​​are calculated by using the calculation method of step S300. ij The grid code where it is located, and then calculate P ij The latitude and longitude value Z of the upper left corner of the grid ij In route planning, the ship arrives at P ij The time of the point is:

[0065] T Pij =T si +S ij / V i ;

[0066] Retrieve Z from current data files ij Location point is T Pij The flow direction H corresponding to the moment Pij , flow rate V Pij The present invention uses the ocean current information of the upper left corner of the grid to represent the ocean current information in the grid area, so the current information of the ship at T Pij At point P ij The direction and velocity of the current above are H Pij and V Pij , that is, the corresponding current vector is C Pij (x Pij ,y Pij ), the calculation method is:

[0067] x Pij =V Pij *sin(H Pij );

[0068] y Pij =V Pij *cos(H Pij ).

[0069] H P11 =90, V P11 =5, and x is calculated according to the above calculation method P11 =5*sin(90)=5,y P11 =5*cos(90)=0, so C P11 (5, 0). The other values ​​are calculated in the same way and will not be explained here.

[0070] S600: Ship in T Pij Time to sail to P ij When the ship is at position point, its heading is H i , the speed is V iAccording to the method in step S500, the corresponding ship motion vector C i (x i ,y i ), where x i =V i *sin(H i ), y i =V i *cos(H i ). Use the vector dot product result as the upstream and downstream state data to determine P ij The downstream and upstream conditions of the ships:

[0071] Q ij =C i ·C Pij =x i *x Pij +y i *y Pij ;

[0072] If Q ij >0, it means the ship is at T Pij Time to sail to P ij When the position is in the downstream state; if Q ij <0, it means the ship is at T Pij Time to sail to P ij The position point is in countercurrent state.

[0073] The upstream and downstream state data of the i-th route segment is Q i =∑Q ij .

[0074] Take i=i+1, repeat steps S400 to S600 until i>n, obtain the upstream and downstream status data of each route segment, and then calculate Q total =∑Q i , evaluate the upstream and downstream conditions of the entire planned route. total >0, indicating that the route is downstream; Q total <0, indicating that the route is reversed.

[0075] H1=38.3,V1=15,by calculating xi=15*sin(38.3)=9.3,yi=15*cos(38.3)=11.77,

[0076] Therefore, C1(9.3, 11.77), Q 11 =9.3*5+11.77*0=46.5.

[0077] The values ​​of i are 1 and 2 respectively. Q1=Q 11 +Q 12 +Q 13+Q 14 +Q 15 =46.5+38.7+20-17.9-5=82.3,Q2=Q 21 +Q 22 +Q 23 +Q 24 +Q 25 =36+28.7+10-27.9-30=16.8.

[0078] Q total =Q1+Q2=99.1, due to Q total >0, indicating that the route is downstream, indicating that when the ship actually sails along the route at the specified time, the hydrological conditions such as the direction and velocity of the current will have a positive impact on the economy of navigation. The larger the positive value, the better the safety and economy of the planned route; conversely, the larger the absolute value of the negative value, the worse the safety and economy of the planned route. Based on this, the most suitable route can be selected from multiple routes as the official route.

[0079] In an embodiment of the computer storage medium of the present invention, the storage medium stores a route assessment system based on ocean current numerical forecast information as described in any embodiment of the system of the present invention mentioned above, and the route assessment system based on ocean current numerical forecast information is suitable for executing a route assessment method based on ocean current numerical forecast information as described in any embodiment of the method of the present invention mentioned above on a computer.

[0080] The present invention is described with reference to flowcharts and / or block diagrams of systems, methods, and computer storage media according to embodiments of the present invention. It should be understood that each process and / or box in the flowchart and / or box diagram, as well as the combination of processes and / or boxes in the flowchart and / or box diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or box diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0081] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0082] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0083] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the relevant field should understand that the specific implementation methods of the present invention can still be modified or replaced by equivalents. Any modification or equivalent replacement that does not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A route assessment system based on ocean current numerical forecast information, characterized in that: include: The route segmentation module is used to segment the planned route into n route segments; The route sea area scope determination module is used to determine the sea area scope of the planned route; A current numerical prediction area determination module is used to determine a current numerical prediction area corresponding to the sea area of ​​the proposed route, wherein the current numerical prediction information in the current numerical prediction area is grid data corresponding to the grid code and is located by the upper left corner position point of the grid; The upper left corner of the sea area of ​​the proposed route is the origin, where Taken from or λ1 is taken from λ max or min , assuming that the grid resolution of the ocean current grid data is p degrees × q degrees, and the grid code of the ocean current grid data is x&y, where x is the xth column grid calculated from point A1 to the right, and y is the yth row grid calculated from point A1 downward, then the position point within the sea area of ​​the planned route is The grid code x2&y2 is: ( When the signs are the same) y2=(λ1-λ2) / q+1; or ( hour) y2=(λ1-λ2) / q+1; Then, the upper left corner point of the x2&y2 grid The latitude and longitude values ​​are: λ3=λ1–(y2-1)*q; when hour, The lower right corner of the x2&y2 grid The latitude and longitude values ​​are: λ4=λ1-y2*q;when hour, And so on, until you get the upper left corner point of the ocean current numerical forecast area The latitude and longitude values λ N1 and the lower right corner The latitude and longitude values λ N2 , the ocean current numerical prediction area is and The determined area; the symbol " / " indicates integer division, that is, the integer value is obtained after dividing two numbers; The route segment dividing module is used to divide each route segment into R i Each portion is divided into equal parts at point P. ij ; The ocean current data determination module for equally divided position points is used to determine the equally divided position points P ij The geographic coordinate value of is converted into the geographic coordinate value Z of the upper left corner position point of the corresponding grid in the ocean current numerical prediction area through the grid code. ij , assuming that the ship arrives at the equally divided position point P ij The time is T Pij , retrieve Z from the database storing ocean current numerical forecast information ij Location point is T Pij The ocean current data corresponding to the time, wherein the ocean current data is a motion vector of the ocean current; The upstream and downstream state judgment module is used to calculate the dot product result Q of the current motion vector and the ship motion vector at the equally divided position points. ij To determine whether the ship's motion state at the equally divided position point is downstream or upstream, and then through Q i =∑Q ij Determine the upstream and downstream conditions of each route segment, and finally use Q total =∑Q i Determine the upstream and downstream conditions of the entire planned route.

2. The route evaluation system based on ocean current numerical forecast information according to claim 1, characterized in that: The route sea area range determination module determines the route sea area range through the extreme values ​​of longitude and latitude of the planned route.

3. The route evaluation system based on ocean current numerical forecast information according to claim 2, characterized in that: The sea area of ​​the route is the maximum longitude value Minimum longitude value Maximum latitude value λ max and the minimum latitude value λ min The area enclosed by the four meridians or latitudes.

4. The route evaluation system based on ocean current numerical forecast information according to claim 1, characterized in that: The downstream and upstream state judgment module includes a vector dot multiplication unit, an accumulation unit and a state judgment unit. The vector dot multiplication unit is suitable for performing dot multiplication on the ocean current data of each equally divided position point and the ship motion vector and outputting the dot multiplication result. The accumulation unit is suitable for receiving each of the dot multiplication results and accumulating them and then outputting the accumulated result. The state judgment unit is suitable for judging the positive and negative of the accumulated result. A positive value corresponds to a downstream state, and a negative value corresponds to an upstream state.

5. A route assessment method based on ocean current numerical forecast information, characterized in that: The following steps are involved: (1) Split the route: Split the planned route into n route segments; (2) Determine the sea area of ​​the proposed route; (3) Determining the ocean current numerical prediction area: determining the ocean current numerical prediction area corresponding to the sea area of ​​the proposed route, wherein the ocean current numerical prediction information in the ocean current numerical prediction area is grid data corresponding to the grid code and is located by the upper left corner position point of the grid; The upper left corner of the sea area of ​​the proposed route is the origin, where Taken from or λ1 is taken from λ max or min , assuming that the grid resolution of the ocean current grid data is p degrees × q degrees, and the grid code of the ocean current grid data is x&y, where x is the xth column grid calculated from point A1 to the right, and y is the yth row grid calculated from point A1 downward, then the position point within the sea area of ​​the planned route is The grid code x2&y2 is: ( When the signs are the same) y2=(λ1-λ2) / q+1; or ( hour) y2=(λ1-λ2) / q+1; Then, the upper left corner point of the x2&y2 grid The latitude and longitude values ​​are: λ3=λ1–(y2-1)*q; when hour, The lower right corner of the x2&y2 grid The latitude and longitude values ​​are: λ4=λ1-y2*q;when hour, And so on, until you get the upper left corner point of the ocean current numerical forecast area The latitude and longitude values λ N1 and the lower right corner The latitude and longitude values λ N2 , the ocean current numerical prediction area is and The determined area; the symbol " / " indicates integer division, that is, the integer value is obtained after dividing two numbers; (4) Equal division of route segments: Each route segment is divided into R i Each portion is divided into equal parts at point P. ij ; (5) Determine the ocean current data of the equally divided position points: ij The geographic coordinate value of is converted into the geographic coordinate value Z of the upper left corner position point of the corresponding grid in the ocean current numerical prediction area through the grid code. ij , assuming that the ship arrives at the equally divided position point P ij The time is T Pij , retrieve Z from the database storing ocean current numerical forecast information ij Location point is T Pij The ocean current data corresponding to the time, wherein the ocean current data is a motion vector of the ocean current; (6) Determine the upstream and downstream status: The dot product of the current motion vector and the ship motion vector at the equally divided position points is Q ij To determine whether the ship's motion state at the equally divided position point is downstream or upstream, and then through Q i =∑Q ij Determine the upstream and downstream conditions of each route segment, and finally use Q total =∑Q i Determine the upstream and downstream conditions of the entire planned route.

6. The route evaluation method based on ocean current numerical forecast information according to claim 5 is characterized in that: The process of determining the sea area of ​​the planned route in step (2) is as follows: first determine the maximum longitude value of the planned route Minimum longitude value Maximum latitude value λ max and the minimum latitude value λ min , then the sea area of ​​the planned route is warp, Meridian, λ max Latitude and Lambda min The area enclosed by lines of latitude.

7. The route evaluation method based on ocean current numerical forecast information according to claim 5, characterized in that: The equally divided position points P in step (5) ij The geographic coordinates of are calculated according to the geodetic orthometric rules.

8. The route evaluation method based on ocean current numerical forecast information according to claim 5, characterized in that: The equally divided position points P in step (5) ij The process of determining the ocean current data is as follows: first calculate P ij The grid code where it is located, and then calculate P ij The upper left corner of the grid point Z ij The latitude and longitude values ​​of the ith route segment are set as P i , starting time is T si , the arrival time is T ei , heading is H i , the speed is V i , the range is S i , P ij To P i The distance is S ij , then the ship arrives at P ij The time T Pij =T si +S ij / V i , retrieve Z from the database storing ocean current numerical forecast information ij Location point is T Pij The ocean current data corresponding to the time, including the flow direction H Pij and flow rate V Pij , the corresponding current vector is C Pij (x Pij ,y Pij ), where x Pij =V Pij *sin(H Pij ), y Pij =V Pij *cos(H Pij ).

9. The route evaluation method based on ocean current numerical forecast information according to claim 8, characterized in that: The judgment process of the upstream and downstream states in step (6) is as follows: obtain the ship's current status in real time at T Pij Arrival time P ij Heading H at the position point i and speed V i , the corresponding ship motion vector is C i (x i ,y i ), where x i =V i *sin(H i ), y i =V i *cos(H i );Q ij =C i (x i ,y i )·C Pij (x Pij ,y Pij )=x i *x Pij +y i *y Pij ; The upstream and downstream state data of the i-th route segment is Q i =∑Q ij The upstream and downstream data of the whole voyage is Q total =∑Q i If Q total > 0, the route is determined to be downstream; if Q total <0, the route is judged to be reverse flow.

10. A computer storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the route assessment method based on ocean current numerical forecast information described in any one of claims 5 to 9 is implemented.

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