Maritime route planning method, device, equipment and medium

Abstract

The present invention provides a method, device, equipment and medium for planning a sea route, which relates to the field of path planning technology, including: obtaining the starting point and the end point of the route to be planned, and constructing an initial network diagram for the starting point and the end point of the route; determining the comprehensive risk corresponding to each alternative waypoint in the initial network diagram according to the spatiotemporal meteorological and geographical information, and dynamically adjusting the weights of the edges between the alternative waypoints in the initial network diagram using the comprehensive risk to obtain an intermediate network diagram; identifying and marking the inaccessible alternative waypoints and the edges between the alternative waypoints in the intermediate network diagram based on the spatiotemporal meteorological and geographical information to obtain a target network diagram; and planning a sea route for the starting point and the end point of the route according to the target network diagram to obtain a sea route planning result. The present invention can significantly improve the route planning effect in a complex marine environment, help to improve the risk avoidance capability of sea routes, and provide support for the loading, landing and routes of ships.

Description

Technical Field

[0001] The present invention relates to the technical field of route planning, and in particular to a method, device, equipment and medium for planning a sea route. Background Art

[0002] With the continuous development of science and technology, weather forecasting technology has also benefited from scientific and technological progress. As an indispensable and important information in daily life, the accuracy of weather forecast directly affects people's safety and the smooth progress of production activities. How to use accurate meteorological data to assist in the analysis of navigation tasks at sea has become a major challenge. Maritime route planning and decision-making assistance has also received more advanced technical support.

[0003] In recent years, the rapid development of computer technology has provided a new solution for weather forecasting and path planning algorithms. By combining advanced computing technology with meteorological science, the system can quickly process massive amounts of meteorological data and use this data to assist in path planning decisions. However, traditional path planning algorithms have limitations in complex ocean environments, and further optimizing such algorithms remains a current research focus. Summary of the invention

[0004] In view of this, the purpose of the present invention is to provide a method, device, equipment and medium for sea route planning, which can significantly improve the route planning effect in complex marine environments, help enhance the risk avoidance capability of sea routes, and provide security support for ship loading, landing and routes.

[0005] In a first aspect, the present invention provides a method for planning a sea route, comprising:

[0006] Obtain the starting point and the end point of the route to be planned, and construct an initial network diagram for the starting point and the end point of the route; wherein the initial network diagram includes multiple alternative waypoints and edges between the alternative waypoints, and the weights of the edges between the alternative waypoints in the initial network diagram are used to represent the travel distance between the alternative waypoints;

[0007] Acquire spatiotemporal meteorological and geographic information, determine the comprehensive risk corresponding to each alternative waypoint in the initial network diagram according to the spatiotemporal meteorological and geographic information, and dynamically adjust the weights of the edges between the alternative waypoints in the initial network diagram using the comprehensive risk to obtain an intermediate network diagram; wherein the weights of the edges between the alternative waypoints in the intermediate network diagram are used to characterize the travel priority between the alternative waypoints;

[0008] Based on the spatiotemporal meteorological and geographic information, the inaccessible alternative waypoints and the edges between the alternative waypoints in the intermediate network graph are identified and marked to obtain the target network graph;

[0009] The sea route planning is performed for the route starting point and the route ending point according to the target network diagram, so as to determine the target waypoint from the alternative waypoints in the target network diagram and obtain the sea route planning result.

[0010] In one embodiment, constructing an initial network diagram for a route start point and a route end point includes:

[0011] Generate great circle routes and great circle ranges for route start points and route end points;

[0012] Determine the distance between level lines based on the great circle route, and draw multiple level lines on the great circle route according to the distance between level lines;

[0013] A plurality of alternative routes are extracted on each level line according to a preset travel distance, and the travel distance is used as the weight of the edge between adjacent alternative routes to obtain an initial network diagram.

[0014] In one embodiment, the spatiotemporal meteorological and geographic information includes basic ship information, numerical model data, and terrain elevation data; determining the comprehensive risk corresponding to each candidate waypoint in the initial network diagram according to the spatiotemporal meteorological and geographic information includes:

[0015] For each candidate waypoint in the initial network diagram, multiple marine environmental risk factors corresponding to the candidate waypoint are generated based on the basic information of the ship, numerical model data and terrain elevation data, and each marine environmental risk factor is integrated based on the pre-configured target risk weight to obtain the comprehensive risk corresponding to the candidate waypoint;

[0016] Among them, marine environmental risk factors include wave risk, current risk, tidal risk and terrain risk.

[0017] In one embodiment, the method further comprises:

[0018] Obtaining a pre-constructed initial complex preference relationship matrix; wherein the elements in the initial complex preference relationship matrix are used to characterize the mutual influence degree between the wave risk, the current risk, the tidal risk and the terrain risk;

[0019] Conduct consistency check on the initial complex preference relationship matrix;

[0020] When the initial complex preference relationship matrix fails to pass the consistency test, the initial complex preference relationship matrix is ​​modified to obtain a target complex preference relationship matrix that can pass the consistency test;

[0021] Using the target complex preference relationship matrix, the initial risk weights corresponding to the pre-configured wave risk, current risk, tidal risk and terrain risk are iteratively optimized to obtain the target risk weights corresponding to the wave risk, current risk, tidal risk and terrain risk.

[0022] In one embodiment, the weights of the edges between the candidate waypoints in the initial network graph are dynamically adjusted using the comprehensive risk to obtain an intermediate network graph, including:

[0023] For each edge in the initial network graph, the alternative waypoints at both ends of the edge are recorded as the first alternative waypoint and the second alternative waypoint, respectively. The travel distance between the first alternative waypoint and the alternative waypoint, the comprehensive risk corresponding to the first alternative waypoint, and the comprehensive risk corresponding to the second alternative waypoint are integrated to obtain a new weight for the edge.

[0024] The new weight of the edge is negatively correlated with the travel priority between the first alternative waypoint and the second alternative waypoint.

[0025] In one embodiment, based on the spatiotemporal meteorological geographic information, the inaccessible alternative waypoints and the edges between the alternative waypoints in the intermediate network graph are identified and marked to obtain the target network graph, including:

[0026] For each candidate waypoint in the intermediate network diagram, the search radius and safe navigation distance are determined based on the basic information of the ship in the spatiotemporal meteorological geographic information;

[0027] Taking the candidate waypoint as the center and combining the search radius, a local search area corresponding to the candidate waypoint is generated;

[0028] Based on the terrain elevation data in the spatiotemporal meteorological geographic information, determine whether there are islands and reefs in the local search area;

[0029] If yes, then if the distance between the alternative waypoint and the island or reef is less than the safe navigation distance, the alternative waypoint is determined as an inaccessible alternative waypoint;

[0030] The inaccessible alternative waypoints are marked to obtain the target network diagram.

[0031] In one embodiment, based on the spatiotemporal meteorological and geographic information, the inaccessible alternative waypoints and the edges between the alternative waypoints in the intermediate network graph are identified and marked to obtain the target network graph, further comprising:

[0032] For each edge in the intermediate network graph, the alternative waypoints at both ends of the edge are recorded as the third alternative waypoint and the fourth alternative waypoint, respectively, and interpolation is performed between the third alternative waypoint and the fourth alternative waypoint to obtain a plurality of interpolation waypoints located between the third alternative waypoint and the fourth alternative waypoint;

[0033] Based on the terrain elevation data in the spatiotemporal meteorological geographic information, determine whether any interpolated waypoint is located in the land area;

[0034] If yes, determining that both the third candidate waypoint and the fourth candidate waypoint are inaccessible candidate waypoints, and determining that the edge between the third candidate waypoint and the fourth candidate waypoint is an inaccessible edge;

[0035] The inaccessible alternative waypoints and inaccessible edges are marked to obtain the target network graph.

[0036] In a second aspect, the present invention further provides a marine route planning device, comprising:

[0037] A network diagram construction module is used to obtain the starting point and the end point of the route to be planned, and to construct an initial network diagram for the starting point and the end point of the route; wherein the initial network diagram includes a plurality of alternative waypoints and edges between the alternative waypoints, and the weights of the edges between the alternative waypoints in the initial network diagram are used to represent the travel distance between the alternative waypoints;

[0038] A weight adjustment module is used to obtain spatiotemporal meteorological and geographic information, determine the comprehensive risk corresponding to each candidate waypoint in the initial network diagram according to the spatiotemporal meteorological and geographic information, and dynamically adjust the weights of the edges between the candidate waypoints in the initial network diagram using the comprehensive risk to obtain an intermediate network diagram; wherein the weights of the edges between the candidate waypoints in the intermediate network diagram are used to characterize the travel priority between the candidate waypoints;

[0039] The inaccessible identification and marking module is used to identify and mark the inaccessible alternative waypoints and the edges between the alternative waypoints in the intermediate network diagram based on the spatiotemporal meteorological and geographic information to obtain the target network diagram;

[0040] The sea route planning module is used to plan the sea route for the route starting point and the route ending point according to the target network diagram, so as to determine the target waypoint from the alternative waypoints in the target network diagram and obtain the sea route planning result.

[0041] In a third aspect, the present invention further provides an electronic device, comprising a processor and a memory, wherein the memory stores computer executable instructions that can be executed by the processor, and the processor executes the computer executable instructions to implement any one of the methods provided in the first aspect.

[0042] In a fourth aspect, the present invention further provides a computer-readable storage medium, which stores computer-executable instructions. When the computer-executable instructions are called and executed by a processor, the computer-executable instructions prompt the processor to implement any one of the methods provided in the first aspect.

[0043] The present invention provides a method, device, equipment and medium for planning a sea route. First, a starting point and a destination of a route to be planned are obtained, and an initial network diagram is constructed for the starting point and the destination of the route. The initial network diagram includes multiple alternative waypoints and edges between the alternative waypoints. The weights of the edges between the alternative waypoints in the initial network diagram are used to characterize the travel distance between the alternative waypoints. Then, spatiotemporal meteorological and geographical information is obtained, and the comprehensive risk corresponding to each alternative waypoint in the initial network diagram is determined according to the spatiotemporal meteorological and geographical information. The weights of the edges between the alternative waypoints in the initial network diagram are dynamically adjusted using the comprehensive risk to obtain an intermediate network diagram. The weights of the edges between the alternative waypoints in the intermediate network diagram are used to characterize the travel priority between the alternative waypoints. Then, based on the spatiotemporal meteorological and geographical information, inaccessible alternative waypoints and edges between the alternative waypoints in the intermediate network diagram are identified and marked to obtain a target network diagram. Finally, according to the target network diagram, sea route planning is performed for the starting point and the destination of the route to determine the target waypoint from the alternative waypoints in the target network diagram to obtain a sea route planning result. The above method uses spatiotemporal meteorological and geographic information to determine the comprehensive risk corresponding to each alternative waypoint in the network diagram, which is used to dynamically adjust the weights of the edges between the alternative waypoints in the network diagram. In addition, spatiotemporal meteorological and geographic information is used to identify and mark the inaccessible alternative waypoints and the edges between the alternative waypoints in the network diagram, so as to obtain a target network diagram that can better describe the priority and passability of the alternative waypoints. Maritime route planning is carried out on this basis, which can significantly improve the route planning effect in complex marine environments, help improve the risk avoidance ability of maritime routes, and provide support for the loading, landing and routing of ships.

[0044] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or understood by practicing the present invention. The purpose and other advantages of the present invention are realized and obtained by the structures particularly pointed out in the description, claims and drawings.

[0045] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0047] Figure 1A schematic diagram of a flow chart of a method for planning a sea route provided by an embodiment of the present invention;

[0048] Figure 2 A navigation area division distribution map provided by an embodiment of the present invention;

[0049] Figure 3 A network structure diagram of marine environmental risk factors provided by an embodiment of the present invention;

[0050] Figure 4 A comprehensive risk distribution diagram provided by an embodiment of the present invention;

[0051] Figure 5 A schematic diagram of a sea route planning result provided by an embodiment of the present invention;

[0052] Figure 6 A schematic diagram of the structure of a marine route planning device provided by an embodiment of the present invention;

[0053] Figure 7 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution of the present invention will be clearly and completely described in combination with the embodiments below. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] At present, traditional path planning algorithms have limitations in their performance in complex marine environments. Based on this, the present invention provides a method, device, equipment and medium for maritime route planning, which can significantly improve the route planning effect in complex marine environments, help enhance the risk avoidance capability of maritime routes, and provide support for the loading, landing and routing of ships.

[0056] To facilitate understanding of this embodiment, a method for planning a sea route disclosed in an embodiment of the present invention is first described in detail. Figure 1 The flowchart of a method for planning a sea route is shown in FIG. 1 , and the method mainly includes the following steps S102 to S108:

[0057] Step S102, obtaining the starting point and the end point of the route to be planned, and constructing an initial network diagram for the starting point and the end point of the route.

[0058] The network graph is also a directed graph, and the initial network graph includes multiple alternative waypoints and edges between the alternative waypoints. The weights of the edges between the alternative waypoints in the initial network graph are used to represent the travel distance between the alternative waypoints.

[0059] In one example, a great circle route can be generated based on the route starting point and the route ending point. By drawing graded lines for the great circle route, extracting multiple points from the graded lines, and connecting adjacent points, an initial network graph can be constructed using the edges between points. The points included in the initial network graph are the alternative waypoints.

[0060] Step S104, obtaining spatiotemporal meteorological and geographic information, determining the comprehensive risk corresponding to each candidate waypoint in the initial network diagram based on the spatiotemporal meteorological and geographic information, and dynamically adjusting the weights of the edges between the candidate waypoints in the initial network diagram using the comprehensive risk to obtain an intermediate network diagram.

[0061] Among them, the spatiotemporal meteorological and geographic information includes basic ship information, numerical model data and terrain elevation data. The comprehensive risk degree is obtained by integrating marine environmental risk factors such as wave risk degree, current risk degree, tidal risk degree and terrain risk degree. It is used to describe the risk level when the ship passes through the alternative waypoint. The weight of the edge between the alternative waypoints in the intermediate network diagram is used to characterize the passage priority between the alternative waypoints, and the weight of the edge is negatively correlated with the passage priority between the alternative waypoints.

[0062] In one example, the wave risk, current risk, tidal risk and terrain risk corresponding to each alternative waypoint in the initial network diagram can be determined based on the basic information of the ship, numerical model data and terrain elevation data, and the above four risks change dynamically with the changes in time and space; the above four risks are fused using the pre-configured target risk weights to obtain the comprehensive risk corresponding to each alternative waypoint in the initial network diagram; the comprehensive risk is fused with the passage distance, and the fusion result is used to replace the weights of the edges between the alternative waypoints in the initial network diagram, so that the weights of the edges between the alternative waypoints in the initial network diagram can be dynamically adjusted.

[0063] Step S106, based on the spatiotemporal meteorological and geographic information, the inaccessible alternative waypoints and the edges between the alternative waypoints in the intermediate network diagram are identified and marked to obtain the target network diagram.

[0064] In one example, spatiotemporal meteorological and geographic information can be used to determine whether each alternative waypoint in the intermediate network diagram passes through a land area, and whether a ship can safely pass through each alternative route. If the judgment result is otherwise, the corresponding alternative waypoints and the edges between the alternative waypoints are determined to be inaccessible and marked, and the target network diagram can be obtained.

[0065] Step S108, performing sea route planning for the route starting point and the route end point according to the target network diagram, so as to determine the target waypoint from the candidate waypoints in the target network diagram, and obtain the sea route planning result.

[0066] In one example, the A* path planning algorithm, Dijkstra path planning algorithm, meteorological grid path planning algorithm, etc. can be used to perform sea route planning for the route starting point and route end point based on the target network diagram, and the target waypoints that the ship needs to pass through from the route starting point to the route end point are obtained. The route composed of the target waypoints is the sea route planning result.

[0067] The maritime route planning method provided in the embodiment of the present invention uses spatiotemporal meteorological and geographic information to determine the comprehensive risk corresponding to each alternative waypoint in the network diagram, so as to dynamically adjust the weights of the edges between the alternative waypoints in the network diagram. In addition, the spatiotemporal meteorological and geographic information is used to identify and mark the inaccessible alternative waypoints and the edges between the alternative waypoints in the network diagram, so as to obtain a target network diagram that can better describe the priority and passability of the alternative waypoints. Maritime route planning is carried out on this basis, which can significantly improve the route planning effect in complex marine environments, help to enhance the risk avoidance capability of maritime routes, and provide support for the loading, landing, and routes of ships.

[0068] For ease of understanding, an embodiment of the present invention provides a specific implementation of a method for planning a maritime route.

[0069] For the aforementioned step S102, the embodiment of the present invention provides an implementation method for constructing an initial network diagram for the route starting point and the route end point. The grid construction in conventional path planning generally adopts the construction of equal-resolution grid points in the starting point and the end point area as the planning points of its route, but in the actual navigation on the ocean, if the grid points of equal longitude and latitude in the area are taken into account, firstly, the amount of calculation will increase, and secondly, some points on land are obstacles. Therefore, the embodiment of the present invention considers two points, constructs a navigation area for maritime navigation, converts the route planning problem into a path optimization problem in discrete space, and better combines the time-space meteorological and geographical information as alternative waypoints.

[0070] In the specific implementation, refer to the following steps 1.1 to 1.3:

[0071] Step 1.1, generate a great circle route and a great circle distance for the route start point and the route end point. In one example, the great circle route between the route start point and the route end point is used as a reference line, and the great circle distance S is calculated.

[0072] Step 1.2, determine the distance between the level lines based on the great circle range, and draw multiple level lines on the great circle route according to the distance between the level lines. In one example, draw vertical lines on the great circle route, called level lines, and the great circle range between adjacent level lines is set to , taking the starting point of the route as the first level and the end point as the nth level, the entire journey is divided into n levels, corresponding to n-1 sub-segments, where n=T / 6+1 is rounded down, then =S / (n-1).

[0073] Step 1.3, extract multiple alternative routes on each level line according to the preset passage spacing, and use the passage spacing as the weight of the edge between adjacent alternative routes to obtain the initial network diagram. In one example, points are taken at equal distances on each level line, called level points. The point farthest from the great circle route is the point that the ship may pass through to avoid severe sea conditions. The distance between adjacent level points is , It can be set according to the actual situation to delete the level points that pass through the unnavigable area (land or islands and reefs). Figure 2 A navigation area distribution diagram is shown. Figure 2 It indicates that the navigation area is an area composed of level points.

[0074] In path planning, the networkx complex network is used as the basic method of path planning. The graph is an important concept in the study of networkx complex networks. It can be used in different important fields. The embodiment of the present invention applies this concept to the path planning of sea routes. The initial network graph is constructed using the level points of the navigation area division constructed above. The level points are used as alternative waypoints. The edges between the level points represent the waterway or virtual route. In addition, entities such as ports, waterways, and navigation marks can also be defined as alternative waypoints.

[0075] For the aforementioned step S104, an embodiment of the present invention provides a method for obtaining spatiotemporal meteorological and geographic information, determining the comprehensive risk corresponding to each alternative waypoint in the initial network diagram based on the spatiotemporal meteorological and geographic information, and dynamically adjusting the weights of the edges between the alternative waypoints in the initial network diagram using the comprehensive risk, to obtain a specific implementation method of the intermediate network diagram.

[0076] Using ocean current data, wave height data, tidal range data, and boundary information of dangerous areas, a more complex intermediate network diagram is constructed. In the intermediate network diagram, the weight of the edge not only reflects the distance, but can also be dynamically adjusted with time and environmental changes. For example, when sailing against the wind or with the current, the weight of the edge will increase or decrease accordingly. Combined with marine environmental risk factors, the distance and marine environmental risk factors are comprehensively considered.

[0077] In the specific implementation, refer to the following steps 2.1 to 2.2:

[0078] Step 2.1, for each alternative waypoint in the initial network diagram, generate multiple marine environmental risk factors corresponding to the alternative waypoint based on the basic information of the ship, numerical model data and terrain elevation data, and fuse each marine environmental risk factor based on the pre-configured target risk weight to obtain the comprehensive risk corresponding to the alternative waypoint; among which, the marine environmental risk factors are wave risk, current risk, tidal risk and terrain risk.

[0079] The embodiment of the present invention provides a specific implementation method for determining the comprehensive risk:

[0080] 1. Obtaining basic ship information, numerical model data and terrain elevation data:

[0081] Obtain basic information about the ship, including length, width, speed, draft, wave height it can withstand, current, effective wave height, tidal range, wind and wave resistance level, etc., as input for subsequent risk calculation;

[0082] Obtain numerical model data and obtain meteorological elements that are highly relevant to ship navigation, including: wave height, current, tide, and tidal range;

[0083] Obtain terrain elevation data, including water depth, islands and reefs.

[0084] (II) Establishment of a quantitative influencing factor model for evaluation indicators, including: wave risk model, current risk model, tidal risk model, and terrain risk model:

[0085] The process of establishing the wave risk model is as follows:

[0086] Sea waves are the most serious factor affecting the navigation of ships among all navigation environment factors. They are mainly caused by wind and manifest in two forms: wind waves and swells. The embodiment of the present invention provides an evaluation function for sea waves. ; Where: R is the risk level, ranging from 0 to 1, : Maximum wave height of the ocean wave, : The influence coefficient of wind and waves is related to wind speed. When the wind speed is less than 10m / s The value is 0.5, when the wind speed is greater than 10m / s and less than 20m / s The value is 1, when the wind speed is greater than 20m / s The value is 1.5. : The influence coefficient of surge wave can be calculated based on the numerical model data. : Wind and wave resistance level.

[0087] In a specific environment, the embodiment of the present invention also provides another evaluation function of waves: , where: R is the risk level, ranging from 0 to 1, : Wind and wave resistance level, which can be matched according to different ship types; : is the minimum value of wind and wave resistance level; : It is the maximum value of wind and wave resistance level.

[0088] The process of establishing the ocean current risk model is as follows:

[0089] When the seawater has a relatively stable flow rate over a large area, it is called an ocean current. Ocean currents are one of the main ways of ocean movement. The strongest and most extensive ocean currents are wind currents, which are driven by the wind on the sea surface. is the velocity of the ocean current, which can be calculated based on the numerical model data.

[0090] The process of establishing the tidal risk model is as follows: the height difference between the highest tide level and the lowest tide level in a tidal cycle. Tidal range has a significant impact on navigation, especially in shallow waters and near ports. Evaluation function of tidal risk : , The tidal range.

[0091] The process of establishing the terrain risk model is as follows:

[0092] In order to more accurately evaluate the terrain risk, the terrain risk can be comprehensively expressed by the water depth risk and the coastal island and reef risk, that is, the one with the highest risk is taken as the terrain risk. Therefore, the quantitative formula of terrain risk is: In the formula, terrain danger It is to take the maximum value of the water depth risk and the coastal island risk in a single grid unit.

[0093] Among them, the water depth risk model can be constructed according to the following process: the draft of the ship is directly related to the depth of the seabed topography. The shallower the water depth, the greater the water depth risk. The quantitative formula is: , where is the actual water depth of a single grid cell, The minimum safe water depth of the ship. The total water depth is related not only to the draft of the ship itself, but also to the tide. The calculation formula is: + In the formula, is the safety factor, recorded as 1.2. It is the draft of the ship. In order to ensure the navigation safety of most ships, its value is set at 13m. The tidal range.

[0094] The coastal island and reef risk model can be constructed according to the following process: The distance away from the coastal island and reef is called the offshore distance. The closer the offshore distance, the greater the risk of the coastal island and reef. The quantitative formula is: Where d is the offshore distance of a single grid unit, The minimum distance from the shore for a ship is set at 12 nmi.

[0095] Furthermore, an embodiment of the present invention also provides a target risk weight calculation process based on a generalized network analysis method: In marine environmental risk assessment, a commonly used method is the analytic hierarchy process. The analytic hierarchy process refers to an expert's judgment of the relative importance of each risk factor based on experience, and a reasonable indicator weight is given to each risk factor. However, this indicator weight determination method cannot avoid the subjectivity of experts in the evaluation, and cannot handle situations where the various factors are interrelated. The network analysis method can overcome these problems. In the network analysis method, the various factors are interdependent, forming a complex network structure. Therefore, due to the complex mutual influence relationship among marine environmental factors, the network analysis method is more suitable for the assessment of marine environmental risks. The specific process includes:

[0096] (a) Obtaining a pre-constructed initial complex preference relationship matrix; wherein the elements in the initial complex preference relationship matrix are used to characterize the mutual influence between wave risk, current risk, tidal risk and terrain risk.

[0097] In one example, four marine environmental risk factors were selected, namely, wave risk, current risk, tidal risk and terrain risk. These four factors are interrelated and influence each other. Figure 3 The network structure diagram of marine environmental risk factors shown in Figure 1 shows that tides have a great influence on the movement of waves and currents. Waves can affect the movement of currents, but are also affected by tides. Currents are affected by topography, tides, and waves.

[0098] On this basis, an embodiment of the present invention provides an initial complex preference relationship matrix as shown in Table 1 below.

[0099] Table 1 Initial complex preference relationship matrix

[0100]

[0101] Among them, the values ​​"1 / 5, 1 / 4, ..., 1, 2, ..., 5" in Table 1 represent the degree of mutual influence among the four factors, and the larger the value, the greater the degree of influence.

[0102] (b) Perform consistency check on the initial complex preference relationship matrix.

[0103] In one example, in order to avoid conflicting results when experts judge various indicators, it is necessary to perform a consistency test on the initial complex preference relationship matrix. According to the eigenvector method, the consistency target of the initial complex preference relationship matrix C can be Therefore, the expected consistency target formula is:

[0104] ;

[0105] like <0.1, C passes the consistency test, γ is the perturbation value of the matrix element, which is a constant and conforms to a certain distribution (such as normal distribution, triangular distribution, etc.). The expected consistency target is obtained by statistical simulation method, with a simulation accuracy of 0.1 and an iteration number of 10000. >0.1, C cannot pass the consistency test, and C needs to be corrected to pass the consistency test.

[0106] (c) When the initial complex preference relationship matrix fails to pass the consistency test, the initial complex preference relationship matrix is ​​modified to obtain a target complex preference relationship matrix that can pass the consistency test.

[0107] (d) Using the target complex preference relationship matrix, the pre-configured initial risk weights corresponding to the wave risk, current risk, tidal risk and terrain risk are iteratively optimized to obtain the target risk weights corresponding to the wave risk, current risk, tidal risk and terrain risk.

[0108] In one example, the target risk weight of each factor can be obtained by Monte Carlo simulation method, that is, using Monte Carlo simulation method, using the target complex preference relationship matrix, the initial risk weights of the four factors are iteratively optimized to obtain the target risk weights of the four factors. Exemplarily, the target risk weights of the four factors are shown in Table 2 below. As can be seen from Table 2, the weight of waves is the largest, followed by tides, topography, and currents. The evaluation results are more consistent with the actual situation.

[0109] Table 2 Indicator weights of various risk factors

[0110]

[0111] The target risk weights of the four factors, the marine environmental risk field can be calculated by weighted summation of spatial grids to obtain a comprehensive risk, such as Figure 4 A comprehensive risk distribution diagram is shown in Figure 4 The comprehensive risk distribution diagram at 2024-04-01 00 is shown.

[0112] Step 2.2, for each edge in the initial network graph, record the alternative waypoints at both ends of the edge as the first alternative waypoint and the second alternative waypoint respectively, and fuse the travel distance between the first alternative waypoint and the alternative waypoint, the comprehensive risk corresponding to the first alternative waypoint, and the comprehensive risk corresponding to the second alternative waypoint to obtain a new weight of the edge; wherein the new weight of the edge is negatively correlated with the travel priority between the first alternative waypoint and the second alternative waypoint.

[0113] In one example, a weighted sum or average is performed on the travel distance between the first alternative waypoint and the alternative waypoint, the comprehensive risk corresponding to the first alternative waypoint, and the comprehensive risk corresponding to the second alternative waypoint, and the result of the operation is used as the new weight of the edge.

[0114] For the aforementioned step S106, the embodiment of the present invention provides a specific implementation method for identifying and marking the inaccessible alternative waypoints and the edges between the alternative waypoints in the intermediate network graph to obtain the target network graph. The embodiment of the present invention can prevent ships from entering obstacles or dangerous areas at sea by marking certain alternative waypoints and edges (such as prohibiting passage or setting extremely high weights).

[0115] Method 1: and judging whether the ship can safely pass through each alternative route. The specific process is as follows: for each alternative waypoint in the intermediate network diagram, the search radius and the safe navigation distance are determined based on the basic information of the ship in the spatiotemporal meteorological geographic information; with the alternative waypoint as the center, a local search area corresponding to the alternative waypoint is generated in combination with the search radius; based on the terrain elevation data in the spatiotemporal meteorological geographic information, it is judged whether there are islands and reefs in the local search area; if so, when the distance between the alternative waypoint and the island and reef is less than the safe navigation distance, the alternative waypoint is determined as an inaccessible alternative waypoint; the inaccessible alternative waypoints are marked to obtain the target network diagram.

[0116] In practical applications, ships need to maintain a safe distance from islands and reefs. If they are too close, there is a risk of running aground. Therefore, the embodiment of the present invention calculates the boundary vector position of the alternative waypoint from the islands and reefs, which needs to be less than 2 times the length of the ship. The embodiment of the present invention optimizes the algorithm. If the boundary calculation of the distance to all islands and reefs is judged, the calculation will be very slow. Therefore, the embodiment of the present invention sets a local search with the node as the center and a radius of 4 times the ship length. The searched islands and reefs are calculated, and those that are not searched are not calculated. This greatly reduces the amount of calculation, and judgment is only made when approaching the islands and reefs.

[0117] Method 2: Determine whether each alternative waypoint and the edge between the alternative waypoints pass through the land area. The specific process is as follows: for each edge in the intermediate network graph, the alternative waypoints at both ends of the edge are respectively recorded as the third alternative waypoint and the fourth alternative waypoint, and interpolation is performed between the third alternative waypoint and the fourth alternative waypoint to obtain multiple interpolation waypoints located between the third alternative waypoint and the fourth alternative waypoint; based on the terrain elevation data in the spatiotemporal meteorological geographic information, determine whether any interpolation waypoint is located in the land area; if so, determine that the third alternative waypoint and the fourth alternative waypoint are both inaccessible alternative waypoints, and determine that the edge between the third alternative waypoint and the fourth alternative waypoint is an inaccessible edge; mark the inaccessible alternative waypoints and inaccessible edges to obtain the target network graph.

[0118] In practical applications, terrain elevation data is read, interpolation is performed between two candidate waypoints, and it is determined whether the interpolated point is on land. If any of the interpolated points is on land, it is determined that the route crosses the land.

[0119] For the aforementioned step S108, the embodiment of the present invention provides a specific implementation method for performing sea route planning for the route starting point and the route end point according to the target network diagram, so as to determine the target waypoint from the candidate waypoints in the target network diagram and obtain the sea route planning result. A* path planning algorithm, Dijkstra path planning algorithm, meteorological grid path planning algorithm, etc. can be used to perform sea route planning for the route starting point and the route end point based on the target network diagram, and obtain the target waypoints that the ship needs to pass through when sailing from the route starting point to the route end point. The route composed of the target waypoints is the sea route planning result, such as Figure 5 A schematic diagram of a sea route planning result is shown.

[0120] One challenge facing marine path planning is the dynamic changes in the environment. The embodiments of the present invention can dynamically adjust the weights and waypoint attributes of the path planning model by integrating real-time marine environmental data (ocean current data, wave height data, tidal range data), ensuring that the optimal path is always selected in a complex environment.

[0121] In summary, an embodiment of the present invention provides a method for planning a maritime route, including: obtaining numerical model forecast data, seabed terrain elevation data, and ship attribute information; unifying the spatial resolution of the model forecast data and the seabed terrain elevation data, performing range area matching, and then reading the ship attribute information, mainly obtaining: length, width, ship speed, draft depth, tolerable wave height, current, effective wave height, tidal range and other information, using hydrological conditions to analyze whether landing and loading are in compliance, and formulating a specific target network diagram based on the area of ​​the starting point and the end point, combining meteorology and terrain to calculate the distance and comprehensive risk, and evaluating the path planning results. The embodiment of the present invention combines the loading and landing of the port, and uses the meteorological grid path planning algorithm to facilitate the mutual combination of maritime navigation and meteorological forecasts, and can provide real-time and accurate routes for maritime navigation, comprehensively consider benefits and maritime risks, and provide safe and effective route planning for maritime navigation.

[0122] The maritime route planning method provided by the embodiment of the present invention has at least the following characteristics: (I) comprehensively considering the weights of meteorological data and terrain data; (II) utilizing the great circle route to construct a special maritime planning grid point as the maritime path planning range; (III) using the networkx complex network to construct a directed graph, combining the comprehensive distance of risk degree + distance as the safest route; (IV) in calculating the avoidance of obstacles, judging whether it is on land and the optimization algorithm for the safe distance from islands and reefs.

[0123] Based on the above embodiments, the present invention provides a marine route planning device. Figure 6 The schematic diagram of the structure of a marine route planning device shown in FIG. 1 mainly includes the following parts:

[0124] A network diagram construction module 602 is used to obtain the starting point and the end point of the route to be planned, and to construct an initial network diagram for the starting point and the end point of the route; wherein the initial network diagram includes a plurality of alternative waypoints and edges between the alternative waypoints, and the weights of the edges between the alternative waypoints in the initial network diagram are used to represent the travel distance between the alternative waypoints;

[0125] The weight adjustment module 604 is used to obtain the spatiotemporal meteorological and geographical information, determine the comprehensive risk corresponding to each candidate waypoint in the initial network diagram according to the spatiotemporal meteorological and geographical information, and dynamically adjust the weights of the edges between the candidate waypoints in the initial network diagram using the comprehensive risk to obtain an intermediate network diagram; wherein the weights of the edges between the candidate waypoints in the intermediate network diagram are used to characterize the travel priority between the candidate waypoints;

[0126] The inaccessible identification and marking module 606 is used to identify and mark the inaccessible alternative waypoints and the edges between the alternative waypoints in the intermediate network diagram based on the spatiotemporal meteorological and geographic information to obtain the target network diagram;

[0127] The sea route planning module 608 is used to perform sea route planning for the route starting point and the route ending point according to the target network diagram, so as to determine the target waypoint from the candidate waypoints in the target network diagram and obtain the sea route planning result.

[0128] The maritime route planning device provided by the embodiment of the present invention uses spatiotemporal meteorological and geographic information to determine the comprehensive risk corresponding to each alternative waypoint in the network diagram, so as to dynamically adjust the weights of the edges between the alternative waypoints in the network diagram. In addition, the spatiotemporal meteorological and geographic information is used to identify and mark the inaccessible alternative waypoints and the edges between the alternative waypoints in the network diagram, so as to obtain a target network diagram that can better describe the priority and passability of the alternative waypoints. Maritime route planning is carried out on this basis, which can significantly improve the route planning effect in complex marine environments, help to enhance the risk avoidance capability of maritime routes, and provide support for the loading, landing, and routes of ships.

[0129] In one implementation, the network diagram construction module 602 is specifically used to:

[0130] Generate great circle routes and great circle ranges for route start points and route end points;

[0131] Determine the distance between level lines based on the great circle route, and draw multiple level lines on the great circle route according to the distance between level lines;

[0132] A plurality of alternative routes are extracted on each level line according to a preset travel distance, and the travel distance is used as the weight of the edge between adjacent alternative routes to obtain an initial network diagram.

[0133] In one embodiment, the spatiotemporal meteorological geographic information includes basic ship information, numerical model data and terrain elevation data; the weight adjustment module 604 is specifically used to:

[0134] For each candidate waypoint in the initial network diagram, multiple marine environmental risk factors corresponding to the candidate waypoint are generated based on the basic information of the ship, numerical model data and terrain elevation data, and each marine environmental risk factor is integrated based on the pre-configured target risk weight to obtain the comprehensive risk corresponding to the candidate waypoint;

[0135] Among them, marine environmental risk factors include wave risk, current risk, tidal risk and terrain risk.

[0136] In one embodiment, a risk weight determination module is further included, which is used to:

[0137] Obtaining a pre-constructed initial complex preference relationship matrix; wherein the elements in the initial complex preference relationship matrix are used to characterize the mutual influence degree between the wave risk, the current risk, the tidal risk and the terrain risk;

[0138] Conduct consistency check on the initial complex preference relationship matrix;

[0139] When the initial complex preference relationship matrix fails to pass the consistency test, the initial complex preference relationship matrix is ​​modified to obtain a target complex preference relationship matrix that can pass the consistency test;

[0140] Using the target complex preference relationship matrix, the initial risk weights corresponding to the pre-configured wave risk, current risk, tidal risk and terrain risk are iteratively optimized to obtain the target risk weights corresponding to the wave risk, current risk, tidal risk and terrain risk.

[0141] In one implementation, the weight adjustment module 604 is specifically configured to:

[0142] For each edge in the initial network graph, the alternative waypoints at both ends of the edge are recorded as the first alternative waypoint and the second alternative waypoint, respectively. The travel distance between the first alternative waypoint and the alternative waypoint, the comprehensive risk corresponding to the first alternative waypoint, and the comprehensive risk corresponding to the second alternative waypoint are integrated to obtain a new weight for the edge.

[0143] The new weight of the edge is negatively correlated with the travel priority between the first alternative waypoint and the second alternative waypoint.

[0144] In one embodiment, the inaccessible identification and marking module 606 is specifically used to:

[0145] For each candidate waypoint in the intermediate network diagram, the search radius and safe navigation distance are determined based on the basic information of the ship in the spatiotemporal meteorological geographic information;

[0146] Taking the candidate waypoint as the center and combining the search radius, a local search area corresponding to the candidate waypoint is generated;

[0147] Based on the terrain elevation data in the spatiotemporal meteorological geographic information, determine whether there are islands and reefs in the local search area;

[0148] If yes, then if the distance between the alternative waypoint and the island or reef is less than the safe navigation distance, the alternative waypoint is determined as an inaccessible alternative waypoint;

[0149] The inaccessible alternative waypoints are marked to obtain the target network diagram.

[0150] In one embodiment, the inaccessible identification and marking module 606 is further configured to:

[0151] For each edge in the intermediate network graph, the alternative waypoints at both ends of the edge are recorded as the third alternative waypoint and the fourth alternative waypoint, respectively, and interpolation is performed between the third alternative waypoint and the fourth alternative waypoint to obtain a plurality of interpolation waypoints located between the third alternative waypoint and the fourth alternative waypoint;

[0152] Based on the terrain elevation data in the spatiotemporal meteorological geographic information, determine whether any interpolated waypoint is located in the land area;

[0153] If yes, determining that both the third candidate waypoint and the fourth candidate waypoint are inaccessible candidate waypoints, and determining that the edge between the third candidate waypoint and the fourth candidate waypoint is an inaccessible edge;

[0154] The inaccessible alternative waypoints and inaccessible edges are marked to obtain the target network graph.

[0155] The device provided in the embodiment of the present invention has the same implementation principle and technical effects as those of the aforementioned method embodiment. For the sake of brief description, for matters not mentioned in the device embodiment, reference may be made to the corresponding contents in the aforementioned method embodiment.

[0156] An embodiment of the present invention provides an electronic device. Specifically, the electronic device includes a processor and a storage device. The storage device stores a computer program, and when the computer program is executed by the processor, it executes the method described in any one of the above-mentioned implementation methods.

[0157] Figure 7 A structural diagram of an electronic device provided in an embodiment of the present invention, the electronic device 100 includes: a processor 70, a memory 71, a bus 72 and a communication interface 73, wherein the processor 70, the communication interface 73 and the memory 71 are connected via the bus 72; the processor 70 is used to execute an executable module stored in the memory 71, such as a computer program.

[0158] The memory 71 may include a high-speed random access memory (RAM), and may also include a non-volatile memory, such as at least one disk memory. The communication connection between the system network element and at least one other network element is realized through at least one communication interface 73 (which may be wired or wireless), and the Internet, wide area network, local area network, metropolitan area network, etc. may be used.

[0159] The bus 72 may be an ISA bus, a PCI bus, or an EISA bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 7Only one bidirectional arrow is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0160] Among them, the memory 71 is used to store programs, and the processor 70 executes the program after receiving the execution instruction. The method executed by the device for flow process definition disclosed in any embodiment of the above-mentioned embodiment of the present invention can be applied to the processor 70 or implemented by the processor 70.

[0161] The processor 70 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by the hardware integrated logic circuit or software instructions in the processor 70. The above processor 70 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The methods, steps and logic block diagrams disclosed in the embodiments of the present invention can be implemented or executed. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor. The steps of the method disclosed in the embodiments of the present invention can be directly embodied as a hardware decoding processor to be executed, or can be executed by a combination of hardware and software modules in the decoding processor. The software module can be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory 71, and the processor 70 reads the information in the memory 71 and completes the steps of the above method in combination with its hardware.

[0162] The computer program product of the readable storage medium provided in the embodiment of the present invention includes a computer-readable storage medium storing program code, and the instructions included in the program code can be used to execute the methods described in the previous method embodiments. The specific implementation can be referred to the previous method embodiments, which will not be repeated here.

[0163] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods described in various embodiments of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc., which can store program codes.

[0164] Finally, it should be noted that the above-described embodiments are only specific implementations of the present invention, which are used to illustrate the technical solutions of the present invention, rather than to limit them. The protection scope of the present invention is not limited thereto. Although the present invention is described in detail with reference to the above-described embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-described embodiments within the technical scope disclosed by the present invention, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A method for planning a sea route, characterized in that: include: Acquire the starting point and the end point of the route to be planned, and construct an initial network graph for the starting point and the end point of the route; wherein the initial network graph includes a plurality of candidate waypoints and edges between the candidate waypoints, and the weights of the edges between the candidate waypoints in the initial network graph are used to characterize the travel distance between the candidate waypoints; Acquire spatiotemporal meteorological and geographic information, determine the comprehensive risk corresponding to each of the alternative waypoints in the initial network diagram according to the spatiotemporal meteorological and geographic information, and dynamically adjust the weights of the edges between the alternative waypoints in the initial network diagram using the comprehensive risk to obtain an intermediate network diagram; wherein the comprehensive risk is obtained by fusing the wave risk, current risk, tidal risk and terrain risk using a pre-configured target risk weight, and the weights of the edges between the alternative waypoints in the intermediate network diagram are used to characterize the travel priority between the alternative waypoints; Based on the spatiotemporal meteorological and geographical information, the inaccessible alternative waypoints and the edges between the alternative waypoints in the intermediate network graph are identified and marked to obtain a target network graph; Performing sea route planning for the route starting point and the route end point according to the target network diagram, so as to determine a target waypoint from the candidate waypoints in the target network diagram, and obtain a sea route planning result; The method also includes: obtaining a pre-constructed initial complex preference relationship matrix; wherein the elements in the initial complex preference relationship matrix are used to characterize the degree of mutual influence between the wave risk, the current risk, the tidal risk and the terrain risk; performing a consistency check on the initial complex preference relationship matrix; if the initial complex preference relationship matrix fails to pass the consistency check, modifying the initial complex preference relationship matrix to obtain a target complex preference relationship matrix that can pass the consistency check; using the target complex preference relationship matrix, iteratively optimizing the pre-configured initial risk weights corresponding to the wave risk, the current risk, the tidal risk and the terrain risk, to obtain the target risk weights corresponding to the wave risk, the current risk, the tidal risk and the terrain risk.

2. The method for planning a sea route according to claim 1, characterized in that: Constructing an initial network diagram for the route starting point and the route end point, including: Generate a great circle route and a great circle range for the route starting point and the route end point; Determine the level line spacing based on the great circle route, and make a plurality of level lines on the great circle route according to the level line spacing; A plurality of alternative routes are extracted on each of the level lines according to a preset travel distance, and the travel distance is used as the weight of the edges between adjacent alternative routes to obtain an initial network diagram.

3. The method for planning a sea route according to claim 1, characterized in that: The spatiotemporal meteorological geographic information includes basic ship information, numerical model data and terrain elevation data; Determining the comprehensive risk corresponding to each candidate waypoint in the initial network diagram according to the spatiotemporal meteorological and geographical information includes: For each of the candidate waypoints in the initial network diagram, a plurality of marine environmental risk factors corresponding to the candidate waypoint are generated according to the basic information of the ship, the numerical model data and the terrain elevation data, and each of the marine environmental risk factors is integrated based on a pre-configured target risk weight to obtain a comprehensive risk corresponding to the candidate waypoint; Among them, the marine environmental risk factors are wave risk, current risk, tidal risk and terrain risk.

4. The method for planning a sea route according to claim 1, characterized in that: The weights of the edges between the candidate waypoints in the initial network graph are dynamically adjusted by using the comprehensive risk to obtain an intermediate network graph, including: For each edge in the initial network graph, the alternative waypoints at both ends of the edge are respectively recorded as the first alternative waypoint and the second alternative waypoint, and the travel distance between the first alternative waypoint and the alternative waypoint, the comprehensive risk corresponding to the first alternative waypoint, and the comprehensive risk corresponding to the second alternative waypoint are merged to obtain a new weight of the edge; The new weight of the edge is negatively correlated with the travel priority between the first candidate waypoint and the second candidate waypoint.

5. The method for planning a sea route according to claim 1, characterized in that: Based on the spatiotemporal meteorological and geographic information, the inaccessible candidate waypoints and the edges between the candidate waypoints in the intermediate network graph are identified and marked to obtain a target network graph, including: For each candidate waypoint in the intermediate network diagram, determining a search radius and a safe navigation distance based on basic ship information in the spatiotemporal meteorological and geographic information; Taking the candidate waypoint as the center and combining the search radius, a local search area corresponding to the candidate waypoint is generated; Based on the terrain elevation data in the spatiotemporal meteorological geographic information, determining whether there are islands and reefs in the local search area; If yes, then when the distance between the alternative waypoint and the island or reef is less than the navigation safety distance, the alternative waypoint is determined as an inaccessible alternative waypoint; The inaccessible alternative waypoints are marked to obtain the target network diagram.

6. The method for planning a sea route according to claim 1, characterized in that: Based on the spatiotemporal meteorological and geographical information, the inaccessible candidate waypoints and the edges between the candidate waypoints in the intermediate network graph are identified and marked to obtain a target network graph, further comprising: For each edge in the intermediate network graph, the candidate waypoints at both ends of the edge are recorded as a third candidate waypoint and a fourth candidate waypoint, respectively, and interpolation is performed between the third candidate waypoint and the fourth candidate waypoint to obtain a plurality of interpolation waypoints located between the third candidate waypoint and the fourth candidate waypoint; Based on the terrain elevation data in the spatiotemporal meteorological geographic information, determining whether any of the interpolated waypoints is located in a land area; If yes, determining that both the third candidate waypoint and the fourth candidate waypoint are inaccessible candidate waypoints, and determining that the edge between the third candidate waypoint and the fourth candidate waypoint is an inaccessible edge; The inaccessible alternative waypoints and inaccessible edges are marked to obtain the target network graph.

7. A marine route planning device, characterized in that: include: A network diagram construction module, used to obtain the starting point and the end point of the route to be planned, and to construct an initial network diagram for the starting point and the end point of the route; wherein the initial network diagram includes a plurality of candidate waypoints and edges between the candidate waypoints, and the weights of the edges between the candidate waypoints in the initial network diagram are used to characterize the travel distance between the candidate waypoints; A weight adjustment module, for obtaining spatiotemporal meteorological and geographic information, determining the comprehensive risk corresponding to each of the alternative waypoints in the initial network diagram according to the spatiotemporal meteorological and geographic information, and dynamically adjusting the weights of the edges between the alternative waypoints in the initial network diagram using the comprehensive risk to obtain an intermediate network diagram; wherein the comprehensive risk is obtained by fusing the wave risk, current risk, tidal risk and terrain risk using a pre-configured target risk weight, and the weights of the edges between the alternative waypoints in the intermediate network diagram are used to characterize the travel priority between the alternative waypoints; An inaccessible identification and marking module, for identifying and marking the inaccessible alternative waypoints and the edges between the alternative waypoints in the intermediate network diagram based on the spatiotemporal meteorological and geographic information, to obtain a target network diagram; A sea route planning module, used to perform sea route planning for the route starting point and the route end point according to the target network diagram, so as to determine a target waypoint from the candidate waypoints in the target network diagram and obtain a sea route planning result; It also includes a risk weight determination module, which is used to: obtain a pre-constructed initial complex preference relationship matrix; wherein the elements in the initial complex preference relationship matrix are used to characterize the degree of mutual influence between the wave risk, the current risk, the tidal risk and the terrain risk; perform a consistency check on the initial complex preference relationship matrix; if the initial complex preference relationship matrix fails to pass the consistency check, modify the initial complex preference relationship matrix to obtain a target complex preference relationship matrix that can pass the consistency check; use the target complex preference relationship matrix to iteratively optimize the pre-configured initial risk weights corresponding to the wave risk, the current risk, the tidal risk and the terrain risk, respectively, to obtain the target risk weights corresponding to the wave risk, the current risk, the tidal risk and the terrain risk, respectively.

8. An electronic device, characterized in that: The method comprises a processor and a memory, wherein the memory stores computer executable instructions that can be executed by the processor, and the processor executes the computer executable instructions to implement the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are called and executed by a processor, the computer-executable instructions prompt the processor to implement the method according to any one of claims 1 to 6.

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