Intelligent optimization method and system for ship navigation paths based on big data analysis

Abstract

The present invention provides a method and system for intelligent optimization of ship navigation paths based on big data analysis, which belongs to the field of path optimization and solves the problem of low efficiency in route selection. The method is specifically as follows: Step S1: obtaining order information and hull information of a ship; Step S2: constructing a fuel consumption function; screening a target route according to the order information and route data; determining the navigation speed of the ship according to the target route, hull information and fuel consumption function; Step S3: obtaining navigation data; calculating a critical wind speed according to the hull information and navigation data, and judging whether the wind speed is safe; if it is safe, adjusting the navigation speed of the ship; if it is not safe, adjusting the navigation state of the ship; Step S4: obtaining the navigation position of the ship in real time until the ship reaches the destination; the present invention selects a route for the ship by acquiring, processing and analyzing the ship data and route data, and monitors and adjusts the navigation state of the ship in real time, so that the ship arrives at the destination safely.

Description

Technical Field

[0001] The present invention discloses a method and system for intelligently optimizing a ship's navigation path based on big data analysis, and relates to the field of path optimization. Background Art

[0002] The existing methods or systems for optimizing ship navigation paths have the following deficiencies:

[0003] Model assumptions: Existing systems for ship navigation path optimization usually make decisions and optimizations based on certain models and assumptions, which are not fully applicable or have limitations in actual situations. For example, traditional mathematical models are often unable to handle large-scale data sets due to system model uncertainty, sensor noise and fault conditions, and complex parameter iterations. In some cases, these models cannot be used to predict actual ship navigation situations described by large data sets.

[0004] Dependence on operators: The existing navigation path optimization system can achieve intelligent optimization and decision support, but it still requires the participation and cooperation of operators; if the operator does not understand and use the system properly, it will affect the optimization effect of the system and the accuracy of decision-making.

[0005] Technical complexity: The existing navigation path optimization system involves multiple technical fields, including big data processing, cloud computing, artificial intelligence, the Internet of Things, etc. The integration and application of these technologies require a high level of technical skills and expertise, and there are relatively few application talents in this area. Summary of the invention

[0006] In view of the shortcomings of the prior art, the purpose of the present invention is to provide a method and system for intelligent optimization of ship navigation paths based on big data analysis, aiming to solve the problem of low efficiency in route selection.

[0007] In order to achieve the above object, the present invention is implemented through the following technical solutions: The intelligent optimization method of ship navigation path based on big data analysis includes:

[0008] Step S1: Obtaining the order information and hull information of the ship;

[0009] Order information includes: departure port, destination port, departure time, cut-off time and cargo weight;

[0010] Ship information includes: ship weight, hull width, ship engine fuel efficiency and ship fuel tank capacity;

[0011] Step S2: Obtain historical order information of the ship, and construct a relationship function of shipping distance-cargo weight-fuel consumption based on the historical order information to obtain a fuel consumption function;

[0012] According to the order information, the route to the destination port is obtained as an alternative route; the number of ports, port locations, port charges and total route distance on each alternative route are obtained to obtain route data;

[0013] Obtain historical meteorological data from the departure time to the deadline, analyze the speed at which each alternative route is affected by the weather based on the historical meteorological data, and then filter the alternative routes based on the route data to obtain the target route; determine the initial sailing speed of the ship based on the target route, hull information and fuel consumption function;

[0014] Step S3: obtaining the navigation speed, vertical tilt angle of the hull, windward area of ​​the hull, wind speed and wind direction of the ship on the target route as navigation data;

[0015] Calculate the critical wind speed for the ship to capsize based on the hull information and navigation data, and determine whether the wind speed is safe based on the critical wind speed;

[0016] If it is safe, adjust the ship's speed according to wind speed and direction;

[0017] If it is unsafe, adjust the ship's navigation status according to the wind speed;

[0018] Step S4: obtaining the navigation position of the ship on the target route in real time, and determining whether a natural disaster or non-natural disaster occurs on the target route;

[0019] If it happens, the port closest to the sailing position is taken as the departure port, and steps S2 to S3 are re-executed to change the route of the ship;

[0020] If this does not happen, continue monitoring until the ship reaches its final port.

[0021] Furthermore, the specific steps of step S2 are as follows:

[0022] Step S21: Record the departure time in the order information as t be , the deadline is denoted as t en , the cargo weight is recorded as w fr ;

[0023] The specific oil rate of the ship engine is denoted as s or , fuel tank capacity is recorded as l ob ;

[0024] Step S22: Obtain the completed order information of the ship as the historical order information; count the number of the historical order information, recorded as or;

[0025] Get the shipping distance corresponding to the first historical order information and record it as hl （1） , the cargo weight is recorded as hw （1） , fuel consumption is recorded as hr（1） ;

[0026] The shipping distance corresponding to the second historical order information is recorded as hl （2） , the cargo weight is recorded as hw （2） , fuel consumption is recorded as hr （2） ;

[0027] Similarly, the shipping distance corresponding to the orth historical order information is recorded as hl （or） , the cargo weight is recorded as hw （or） , fuel consumption is recorded as hr （or） ;

[0028] Step S23: constructing a relationship function of shipping distance-cargo weight-fuel consumption according to the data in step S22 to obtain a fuel consumption function;

[0029] Calculate the shortest route distance based on the fuel consumption function, cargo weight and fuel tank capacity, denoted as le;

[0030] Step S24: Obtain all routes from the departure port to the destination port as alternative routes; count the number of alternative routes, recorded as sr;

[0031] Get the price of the first alternative route and record it as pr （1） , the route distance is recorded as ls （1） ;

[0032] The price charged for the second alternative route is pr （2） , the route distance is recorded as ls （2） ;

[0033] Similarly, the price of the srth alternative route is recorded as pr （sr） , the route distance is recorded as ls （sr） ;

[0034] The time period from departure time to deadline is taken as the standard time period; whether a hurricane occurs at sea is determined within the standard time period of the past three years;

[0035] If it does not appear, directly select the target route according to the route data and enter step S25;

[0036] If it occurs, the hurricane data at sea in the standard time period in the past three years is obtained as the historical meteorological data; the target route is selected by combining the historical meteorological data and the route data, and the process goes to step S26.

[0037] Furthermore, the subsequent steps of step S24 are as follows:

[0038] Step S25: No hurricane occurs at sea during the standard time period of the past three years;

[0039] Define the calculation formula 1-1 and calculation formula 1-2 for the primary priority coefficient of the alternative route;

[0040] Calculation formula 1-1: ff （i） =|(ls （i） / le)-1|×pr （i） ,ls （i） ≤le;

[0041] Calculation formula 1-2: ff （i） =(ls （i） / le)×pr （i） ,ls （i） >le;

[0042] Among them, ff （i） represents the primary priority coefficient of the ith alternative route; pr （i） and ls （i） , respectively represent the charging price and route distance of the i-th alternative route; the value range of i is: 1~sr;

[0043] Set the charges pr corresponding to the 1st to srth alternative routes （1） ~pr （sr） and route distance ls （1） ~ls （sr） Substitute into equation 1-1 or equation 1-2 to calculate the primary priority coefficients of the 1st to srth alternative routes, and obtain ff （1） ,ff （2） ~ff （sr） ;

[0044] Among them, ff （1） Indicates the first priority coefficient of the first alternative route; ff （2） Indicates the first priority coefficient of the second alternative route; and so on, ff （sr） represents the primary priority coefficient of the srth alternative route;

[0045] Extract ff （1） ~ff （sr） The minimum value among them is recorded as fl; the alternative route with the first priority coefficient of fl is taken as the target route;

[0046] Step S26: A hurricane occurs at sea within a standard time period of the past three years;

[0047] Obtain the maximum radius and maximum wind speed of offshore hurricanes in the past three years within a standard time period as historical meteorological data;

[0048] In the third year, the maximum radius of the hurricane is rm （3） , maximum wind speed vm （3） ;

[0049] In the second year, the maximum radius of the hurricane is rm （2） , maximum wind speed vm （2） ;

[0050] In the first year, the maximum radius of the hurricane is rm （1） , maximum wind speed vm （1） ;

[0051] Analyze the weather impact rate of each alternative route based on historical meteorological data, and then select alternative routes based on route data to obtain the target route;

[0052] Step S27: Obtain the route distance of the target route, denoted as lso; lso∈{ls （1） ,ls （2） ~ls （sr）};

[0053] Set lso as xl and w fr As yw, reverse substitution into the fuel consumption function, we get the ideal fuel consumption of the ship, denoted as go;

[0054] Calculate the initial route speed of the ship, recorded as vo; the calculation formula for vo is:

[0055] ;

[0056] The target route and initial route speed are fed back to the captain, and the process proceeds to step S3.

[0057] Furthermore, the specific steps of step S23 are as follows:

[0058] Step S231: Assume that the mathematical expression of the initial fuel consumption function is: zr = β0 + (β1×xl) + (β2×yw) + (β3×xl 2 )+(β4×xl×yw)+(β5×yw 2 )+ε;

[0059] Among them, zr represents fuel consumption, xl represents route distance, yw represents cargo weight; β0~β5 represent regression coefficients, and the initial value of β0~β5 is 1; ε represents correction value, and the initial value of ε is 0;

[0060] According to the shipping distance corresponding to the 1st to orth historical order information, hl （1） ~hl （or） and cargo weight hw （1） ~hw （or） , construct the independent variable matrix, recorded as matrix X; according to the fuel consumption hr （1） ~hr （or） , construct the dependent variable matrix, denoted as matrix Y;

[0061] The mathematical expression of matrix X is: ;

[0062] The mathematical expression of matrix Y is: ;

[0063] Step S232: Perform polynomial expansion on the matrix X to obtain a matrix X1; the mathematical expression of the matrix X1 is:

[0064] ;

[0065] According to the matrix X1 and the matrix Y, the values ​​of β0 to β5 are calculated to obtain aβ0, aβ1, aβ2, aβ3, aβ4 and aβ5;

[0066] The calculation formula of aβ0~aβ5 is: β=(X1 T ×X1) -1 × (X1) T ×Y; where × represents matrix multiplication, -1 represents the inverse of the matrix, and T represents the transpose of the matrix;

[0067] β represents the regression coefficient matrix, and the mathematical expression of matrix β is:

[0068] ;

[0069] Step S233: Substitute aβ0 to aβ5 into the initial fuel consumption function to obtain the undetermined fuel consumption function; the mathematical expression of the undetermined fuel consumption function is:

[0070] zr=aβ0+(aβ1×xl)+(aβ2×yw)+(aβ3×xl 2 )+(aβ4×xl×yw)+(aβ5×yw 2 )+ε;

[0071] Will hl （1） ~hl （or） 、hw （1） ~hw （or） and hr （1） ~hr （or） Substitute it into the undetermined fuel consumption function to obtain the equation group Z; use the MATLAB library to perform data fitting on the equation group Z to calculate the value of ε, which is recorded as aε;

[0072] The mathematical expression of the equation system Z is:

[0073] ;

[0074] Step S234: Substitute aε into the undetermined fuel consumption function to obtain the fuel consumption function; the mathematical expression of the fuel consumption function is:

[0075] zr=aβ0+(aβ1×xl)+(aβ2×yw)+(aβ3×xl 2 )+(aβ4×xl×yw)+(aβ5×yw 2 )+aε;

[0076] w fr As yw,l ob As zr, substitute it into the fuel consumption function in reverse to calculate the shortest route distance, which is recorded as le.

[0077] Furthermore, the specific steps of step S26 are as follows:

[0078] Step S261: Calculate the change rate of the maximum radius of the hurricane from the third year to the second year, denoted as br （3-2） ,br （3-2） =(rm （3） -rm （2） ) / rm （3） ; The rate of change of the maximum wind speed is recorded as bv （3-2） , bv （3-2） =(vm （3） -vm （2） ) / vm （3） ;

[0079] Calculate the rate of change of the maximum radius of the hurricane from the second year to the first year, denoted as br （2-1） ,br （2-1） =(rm （2） -rm （1） ) / rm （2） ; The rate of change of the maximum wind speed is recorded as bv （2-1） , bv （2-1） =(vm （2） -vm （1） ) / vm （1） ;

[0080] br （3-2） ,br （2-1） 、rm （2） and rm （1） For group 1, bv （3-2） 、bv （2-1） 、vm （2） and vm （1） For group 2; use the state transfer matrix for group 1 and group 2 respectively to calculate the maximum radius of the hurricane, denoted as rr, and the maximum wind speed, denoted as vv;

[0081] Step S262: Obtain the number of ports on the first alternative route, recorded as po(1); the number of ports on the second alternative route, recorded as po(2); and so on, the number of ports on the srth alternative route, recorded as po(sr);

[0082] Get the positions of different ports on the 1st to srth alternative routes, denoted as (J （1,1） , W （1,1） )、(J （1,2） , W （1,2） )~(J （1,po（1）） , W （1,po（1）） )~(J （sr,po（sr）） , W （sr,po（sr）） );

[0083] Among them, (J （1,1） , W （1,1） ) represents the longitude and latitude of the first port on the first alternative route; (J （1,2） , W （1,2） ) represents the longitude and latitude of the second port on the first alternative route; and so on, (J （1,po（1）） , W （1,po（1）） ) represents the longitude and latitude of the po(1)th port on the first alternative route; (J （sr,po（sr）） , W （sr,po（sr）） ) represents the longitude and latitude of the po(sr)th port on the srth alternative route;

[0084] Step S263: Obtain the atmospheric pressure of different ports on the 1st to srth alternative routes, recorded as Pa （1,1） 、Pa （1,2） ~Pa （1,po（1）） ~Pa （sr,po（sr）） ;

[0085] Among them, Pa （1,1） Indicates the atmospheric pressure of the first port on the first alternative route; Pa （1,2） Indicates the atmospheric pressure of the second port on the first alternative route; and so on, Pa （1,po（1）） represents the atmospheric pressure of the po(1)th port on the first alternative route; Pa （sr,po（sr）） represents the atmospheric pressure of the po(sr)th port on the srth alternative route;

[0086] Get the position of the lowest atmospheric pressure point at sea, recorded as (Jl, Wl); get the atmospheric pressure at the lowest atmospheric pressure point, recorded as Pl;

[0087] Step S264: According to (J （1,1） , W （1,1） )、(J （1,2） , W （1,2） )~(J （1,po（1）） , W （1,po（1）） ) and Pa （1,1） 、Pa （1,2） ~Pa （1,po（1）） Calculate the secondary priority coefficient of the first alternative route, denoted as tt （1）;

[0088] Step S265: Repeat the calculation of the secondary priority coefficient tt of the first alternative route （1） The same steps as above are used to calculate the secondary priority coefficients of the 2nd to srth alternative routes, and we get tt （2） 、tt （3） ~tt （sr） ;

[0089] Among them, tt （2） Indicates the secondary priority coefficient of the second alternative route; tt （3） represents the secondary priority coefficient of the third alternative route; and so on, tt （sr） represents the secondary priority coefficient of the srth alternative route;

[0090] Extract tt （1） ~tt （sr） ; The minimum value among them is recorded as tl; the alternative route with the secondary priority coefficient of tl is taken as the target route.

[0091] Furthermore, the specific steps of step S264 are as follows:

[0092] Step S2641: Calculate the distance from the first port on the first alternative route to the lowest point of atmospheric pressure, denoted as L （l-1） ; L （l-1） The calculation formula is: ;

[0093] The distance from the second port to the lowest point of atmospheric pressure is denoted as L （l-2） ; L （l-2） The calculation formula is: ;

[0094] Similarly, the distance from the po(1)th port to the lowest point of atmospheric pressure is denoted as L （l-po（1）） ; L （l-po（1）） The calculation formula is: ;

[0095] Step S2642: Calculate the wind speed of the hurricane on the first port on the first alternative route, denoted as Vu （l-1） ;Vu （l-1） The calculation formula is:

[0096] ; Among them, y （l-1） represents the distance of the hurricane's impact on the first port, y （l-1） The calculation formula is:

[0097] ; where x （l-1） represents the distance the hurricane moves to the first port, x（l-1） The calculation formula is:

[0098] ; where ρ a represents the air density, f （l-1） represents the Coriolis parameter of the hurricane relative to the first port, f （l-1） The calculation formula is:

[0099] ; Among them, ω e represents the angular velocity of the Earth's rotation;

[0100] Step S2643: Calculate the wind speed of the hurricane on the second port on the first alternative route, denoted as Vu （l-2） ;Vu （l-2） The calculation formula is:

[0101] ; Among them, y （l-2） represents the distance of the hurricane's impact on the second port, y （l-2） The calculation formula is:

[0102] ; where x （l-2） represents the distance the hurricane moves to the second port, x （l-2） The calculation formula is:

[0103] ; Among them, f （l-2） represents the Coriolis parameter of the hurricane relative to the second port, f （l-2） The calculation formula is:

[0104] ;

[0105] Step S2644: Similarly, calculate the wind speed of the hurricane on the first alternative route at the port po (1), denoted as Vu （l-po（1）） ;Vu （l-po（1）） The calculation formula is:

[0106] ; Among them, y （l-po（1）） represents the distance of the hurricane's impact on the port po(1), y （l-po（1）） The calculation formula is:

[0107] ; where x （l-po（1）） represents the distance the hurricane moves to the po(1)th port, x （l-po（1）） The calculation formula is:

[0108] ; Among them, f （l-po（1））represents the Coriolis parameter of the hurricane relative to the po(1)th port, f （l-po（1）） The calculation formula is:

[0109] ;

[0110] Step S2645: Calculate the total influencing wind speed of the first alternative route, denoted as Vu （1） ;Vu （1） The calculation formula is: Among them, Vu （l-i） represents the wind speed of the hurricane on the i-th port on the first alternative route, and the value of i ranges from 1 to po (1);

[0111] Calculate the secondary priority coefficient tt of the first alternative route （1） ,tt （1） The calculation formula is:

[0112] tt （1） =Vu （1） × （1） ×ls （1） .

[0113] Furthermore, the specific steps of step S3 are as follows:

[0114] The specific steps of step S3 are as follows:

[0115] Step S31: Obtain the navigation speed of the ship on the target route, denoted as v ra , the vertical tilt angle of the hull is recorded as θ, and the windward area of ​​the hull is recorded as A w , wind speed is recorded as v wi and wind direction, as navigation data;

[0116] Step S32: Obtain the height of the center of gravity of the ship, denoted as h G , the draft of the ship is denoted as h T , the hull weight is recorded as m ra ;

[0117] Calculate the ship's stabilizing moment, denoted by M st ;M st The calculation formula is:

[0118] ; Where g represents the acceleration due to gravity;

[0119] Calculate the lateral force generated by the sea breeze, denoted as F wi ; F wi The calculation formula is:

[0120] ; where ρ a Represents the air density, CD It represents the drag coefficient of the ship;

[0121] Get the stack height of the goods and record it as h fr , the height of the ship is denoted as h ra ; Calculate the wind moment of the sea breeze, denoted as M wi ;M wi The calculation formula is: M wi ; = [F wi ×(h fr +h ra )] / 2;

[0122] Step S33: Set M st With M wi Satisfaction: M st ≤M wi , Lian Li M st The calculation formula and M wi The critical wind speed at which a ship capsizes due to sea breeze is calculated by using the calculation formula, and the critical wind speed is recorded as V cr ; V cr The calculation formula is:

[0123] ; Where g represents the acceleration due to gravity;

[0124] Compare V cr With v wi The size of the wind speed can be used to determine whether the wind speed is safe;

[0125] If V cr >v wi , it means the wind speed is safe, and the sailing speed of the ship is adjusted according to the wind speed and wind direction, and the process goes to step S34;

[0126] If V cr ≤v wi , it means that the wind speed is unsafe, and the navigation status of the ship is adjusted according to the wind speed, and the process goes to step S35.

[0127] Furthermore, the subsequent steps of step S34 are as follows:

[0128] Step S34: The wind speed is safe, and the initial route speed vo of the ship is obtained;

[0129] According to the wind direction, compare the ship's sailing speed on the target route with the initial route speed, and adjust the ship's sailing speed in combination with the wind speed;

[0130] Step S341: If the wind direction is the same and v ra ≤vo, then compare vo with v wi Size Determination ra The adjustment value of

[0131] If vo>v wi , then v ra Adjust to (vo-v wi );

[0132] If vo≤v wi , then v ra No adjustment;

[0133] If the wind direction is the same, and v ra >vo, then v ra tovo;

[0134] Step S342: If the wind direction is reverse and v ra ≤vo, then compare vo with v wi Size Determination ra The adjustment value of

[0135] If vo>v wi , then v ra Adjust to (vo + v wi );

[0136] If vo≤v wi , then v ra No adjustment;

[0137] If the wind direction is opposite, and v ra >vo, then v ra No adjustment;

[0138] Step S35: Wind speed is unsafe, calculate (v wi / V cr ) is denoted as bg;

[0139] Calculate the ship's deviation angle, denoted as α; the calculation formula for α is: α = arcsin [1 / (bg 2 )];

[0140] The ship is offset by an angle α away from the sea breeze, while the route speed remains unchanged.

[0141] The intelligent optimization system for ship navigation paths based on big data analysis includes:

[0142] Data acquisition module: used to obtain the order information and hull information of the ship;

[0143] Route selection module: used to obtain historical order information of ships, build a relationship function between shipping distance, cargo weight and fuel consumption based on the historical order information, and obtain a fuel consumption function;

[0144] According to the order information, the route to the destination port is obtained as an alternative route; the number of ports, port locations, port charges and total route distance on each alternative route are obtained to obtain route data;

[0145] Obtain historical meteorological data from the departure time to the deadline, analyze the speed at which each alternative route is affected by the weather based on the historical meteorological data, and then filter the alternative routes based on the route data to obtain the target route; determine the initial sailing speed of the ship based on the target route, hull information and fuel consumption function;

[0146] Navigation control module: used to obtain the ship's navigation speed, hull vertical tilt angle, hull windward area, wind speed and wind direction on the target route as navigation data;

[0147] Calculate the critical wind speed for the ship to capsize based on the hull information and navigation data, and determine whether the wind speed is safe based on the critical wind speed;

[0148] If it is safe, adjust the ship's speed according to wind speed and direction;

[0149] If it is unsafe, adjust the ship's navigation status according to the wind speed;

[0150] Continuous update module: used to obtain the navigation position of the ship on the target route in real time and determine whether natural disasters or non-natural disasters occur on the target route;

[0151] If it happens, the port closest to the sailing position will be used as the departure port, and the route selection module and the navigation control module will be re-executed to change the ship's route and adjust the ship's navigation status;

[0152] If this does not happen, continue monitoring until the ship reaches its final port.

[0153] Compared with the prior art, the present invention has the following beneficial effects:

[0154] Reducing sailing time and fuel costs: The present invention can comprehensively consider historical ocean data, meteorological data, navigation data and other information, and combine the performance characteristics and transportation needs of the ship to achieve intelligent optimization of the sailing route; this processing method can not only reduce the time and fuel costs of the ship, but also improve the safety and comfort of sailing.

[0155] Dynamic adjustment and optimization: Through big data analysis and cloud computing technology, the present invention can grasp the charging situation and weather conditions of the route in real time, and provide decision-making support for the route management department based on these data, so that they can dynamically adjust the route resources, optimize the route layout, and ensure the effective use of route resources.

[0156] Avoid dangerous areas: The present invention also takes into account the weather conditions on the route to achieve the best navigation effect. Through big data analysis, the intelligent optimization of the navigation route can avoid some potential dangerous areas and improve the overall safety of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0157] Other features, objectives and advantages of the present invention will become more apparent from a reading of the detailed description of non-limiting embodiments made with reference to the following accompanying drawings.

[0158] Figure 1 It is a schematic diagram of the method of the present invention;

[0159] Figure 2 It is a schematic diagram of the system of the present invention;

[0160] Figure 3 This is a schematic diagram of the vertical tilt angle of the ship of the present invention;

[0161] Figure 4 This is a schematic diagram of wind speed in the same direction of the present invention;

[0162] Figure 5 This is the reverse wind speed flow chart of the present invention. DETAILED DESCRIPTION

[0163] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0164] Embodiment 1

[0165] See also Figure 1 , the intelligent optimization methods of ship navigation paths based on big data analysis include:

[0166] It should be noted that the "ship" in the present invention means: "international navigation ship", that is, a ship that performs transnational shipping tasks.

[0167] Step S1: Obtaining the (shipping) order information and hull information of the ship;

[0168] (Shipping) Order information includes: departure port, destination port, departure time, cut-off time and cargo weight;

[0169] Ship information includes: ship weight, hull width, ship engine fuel efficiency and ship fuel tank capacity;

[0170] Step S2: Obtain historical (shipping) order information of the ship, and construct a relationship function of shipping distance-cargo weight-fuel consumption according to the historical (shipping) order information to obtain a fuel consumption function;

[0171] According to the (shipping) order information, obtain the route to the terminal port as an alternative route;

[0172] Obtain the number of ports, port locations, charging prices (of all ports) and total route distance on each alternative route to obtain route data;

[0173] Obtain historical meteorological data from departure time to deadline, analyze the speed at which each alternative route is affected by weather based on historical meteorological data, and then select alternative routes based on route data to obtain the target route;

[0174] Determine the initial sailing speed of the ship according to the target route, hull information and fuel consumption function;

[0175] The specific steps of step S2 are as follows:

[0176] Step S21: Record the departure time in the (shipping) order information as t be , the deadline is denoted as t en , the cargo weight is recorded as w fr ;

[0177] The specific oil rate of the ship engine is denoted as s or , fuel tank capacity is recorded as l ob ;

[0178] Step S22: Obtain the completed (shipping) order information of the ship as the historical order information; count the number of the historical order information, recorded as or;

[0179] Get the shipping distance corresponding to the first historical order information and record it as hl （1） , the cargo weight is recorded as hw （1） , fuel consumption is recorded as hr （1） ;

[0180] The shipping distance corresponding to the second historical order information is recorded as hl （2） , the cargo weight is recorded as hw （2） , fuel consumption is recorded as hr （2） ;

[0181] Similarly, the shipping distance corresponding to the orth historical order information is recorded as hl （or） , the cargo weight is recorded as hw （or） , fuel consumption is recorded as hr （or） ;

[0182] Step S23: constructing a relationship function of shipping distance-cargo weight-fuel consumption according to the data in step S22 to obtain a fuel consumption function;

[0183] Calculate the shortest route distance based on the fuel consumption function, cargo weight and fuel tank capacity, denoted as le;

[0184] Step S231: Assume that the mathematical expression of the initial fuel consumption function is: zr = β0 + (β1×xl) + (β2×yw) + (β3×xl 2 )+(β4×xl×yw)+(β5×yw 2 )+ε;

[0185] Among them, zr represents fuel consumption, xl represents route distance, yw represents cargo weight; β0~β5 represent regression coefficients, and the initial value of β0~β5 is 1 (or any real number other than 0); ε represents the correction value, and the initial value of ε is 0 (or any real number);

[0186] According to the shipping distance corresponding to the 1st to orth historical order information, hl （1） ~hl （or） and cargo weight hw （1） ~hw （or） , construct the independent variable matrix, recorded as matrix X; according to the fuel consumption hr (corresponding to the 1st to orth historical order information) （1） ~hr （or） , construct the dependent variable matrix, denoted as matrix Y;

[0187] The mathematical expression of matrix X is: ;

[0188] The mathematical expression of matrix Y is: ;

[0189] Step S232: Perform polynomial expansion on the matrix X to obtain a matrix X1; the mathematical expression of the matrix X1 is:

[0190] ;

[0191] According to the matrix X1 and the matrix Y, the values ​​of β0 to β5 are calculated to obtain aβ0, aβ1, aβ2, aβ3, aβ4 and aβ5;

[0192] The calculation formula of aβ0~aβ5 is: β=(X1 T ×X1) -1 × (X1) T ×Y; where × represents matrix multiplication, -1 represents the inverse of the matrix, and T represents the transpose of the matrix;

[0193] β represents the regression coefficient matrix, and the mathematical expression of matrix β is:

[0194] ;

[0195] Step S233: Substitute aβ0 to aβ5 into the initial fuel consumption function to obtain the undetermined fuel consumption function; the mathematical expression of the undetermined fuel consumption function is:

[0196] zr=aβ0+(aβ1×xl)+(aβ2×yw)+(aβ3×xl 2 )+(aβ4×xl×yw)+(aβ5×yw 2 )+ε;

[0197] Will hl （1） ~hl （or） 、hw （1） ~hw （or） and hr （1） ~hr （or） Substitute it into the undetermined fuel consumption function to obtain the equation group Z; use the MATLAB library to perform data fitting on the equation group Z to calculate the value of ε, which is recorded as aε;

[0198] The mathematical expression of the equation system Z is:

[0199] ;

[0200] Step S234: Substitute aε into the undetermined fuel consumption function to obtain the fuel consumption function; the mathematical expression of the fuel consumption function is:

[0201] zr=aβ0+(aβ1×xl)+(aβ2×yw)+(aβ3×xl 2 )+(aβ4×xl×yw)+(aβ5×yw 2 )+aε;

[0202] w fr As yw,l ob As zr, substitute it into the fuel consumption function in reverse to calculate the shortest route distance (for this shipping order), denoted as le;

[0203] Step S24: Obtain all routes from the departure port to the destination port as alternative routes; count the number of alternative routes, recorded as sr;

[0204] Get the price of the first alternative route and record it as pr （1） , the route distance is recorded as ls （1） ;

[0205] The price charged for the second alternative route is pr （2） , the route distance is recorded as ls （2） ;

[0206] Similarly, the price of the srth alternative route is recorded as pr （sr） , the route distance is recorded as ls （sr） ;

[0207] The time period from departure time to deadline is the standard time period (unit: day); determine whether a hurricane (or typhoon) occurs at sea within the standard time period of the past three years;

[0208] If it does not appear, directly select the target route according to the route data and enter step S25;

[0209] If it does, then obtain the hurricane (or typhoon) data at sea in the standard time period in the past three years as historical meteorological data; combine the historical meteorological data and route data to select the target route, and proceed to step S26;

[0210] Step S25: No hurricane (or typhoon) occurs at sea during the standard time period of the past three years;

[0211] Define the calculation formula 1-1 and calculation formula 1-2 for the primary priority coefficient of the alternative route;

[0212] Calculation formula 1-1: ff （i） =|(ls （i） / le)-1|×pr （i） ,ls （i） ≤le;

[0213] Calculation formula 1-2: ff （i） =(ls （i） / le)×pr （i） ,ls （i） >le;

[0214] Among them, ff （i） represents the primary priority coefficient of the ith alternative route; pr （i） and ls （i） , respectively represent the charging price and route distance of the i-th alternative route; the value range of i is: 1~sr;

[0215] Set the charges pr corresponding to the 1st to srth alternative routes （1） ~pr （sr） and route distance ls （1） ~ls （sr） Substitute into equation 1-1 or equation 1-2 to calculate the primary priority coefficients of the 1st to srth alternative routes, and obtain ff （1） ,ff （2） ~ff （sr） ;

[0216] Among them, ff （1） Indicates the first priority coefficient of the first alternative route; ff （2） Indicates the first priority coefficient of the second alternative route; and so on, ff （sr） represents the primary priority coefficient of the srth alternative route;

[0217] Extract ff （1） ~ff （sr）The minimum value among them is recorded as fl; the alternative route with the first priority coefficient of fl is taken as the target route;

[0218] Step S26: A hurricane (or typhoon) occurs at sea within the standard time period of the past three years;

[0219] Obtain the maximum radius and maximum wind speed of offshore hurricanes (or typhoons) in the standard time period in the past three years as historical meteorological data;

[0220] In the third year, the maximum radius of a hurricane (or typhoon) is denoted by rm （3） , maximum wind speed vm （3） ;

[0221] In the second year, the maximum radius of a hurricane (or typhoon) is denoted by rm （2） , maximum wind speed vm （2） ;

[0222] In the first year, the maximum radius of a hurricane (or typhoon) is denoted by rm （1） , maximum wind speed vm （1） ;

[0223] Analyze the weather impact rate of each alternative route based on historical meteorological data, and then select alternative routes based on route data to obtain the target route;

[0224] Step S261: Calculate the change rate of the maximum radius of the hurricane (or typhoon) from the third year to the second year, denoted as br （3-2） ,br （3-2） =(rm （3） -rm （2） ) / rm （3） ; The rate of change of the maximum wind speed is recorded as bv （3-2） , bv （3-2） =(vm （3） -vm （2） ) / vm （3） ;

[0225] Calculate the rate of change of the maximum radius of a hurricane (or typhoon) from the second year to the first year, denoted as br （2-1） ,br （2-1） =(rm （2） -rm （1） ) / rm （2） ; The rate of change of the maximum wind speed is recorded as bv （2-1） , bv （2-1） =(vm （2） -vm （1） ) / vm （1） ;

[0226] br （3-2） ,br （2-1） 、rm （2）and rm （1） For group 1, bv （3-2） 、bv （2-1） 、vm （2） and vm （1） For group 2; use the state transfer matrix for group 1 and group 2 respectively to calculate the maximum radius of the hurricane (or typhoon) (this year), denoted as rr, and the maximum wind speed, denoted as vv;

[0227] Step S262: Obtain the number of ports on the first alternative route, recorded as po(1); the number of ports on the second alternative route, recorded as po(2); and so on, the number of ports on the srth alternative route, recorded as po(sr);

[0228] Get the positions of different ports on the 1st to srth alternative routes, denoted as (J （1,1） , W （1,1） )、(J （1,2） , W （1,2） )~(J （1,po（1）） , W （1,po（1）） )~(J （sr,po（sr）） , W （sr,po（sr）） );

[0229] Among them, (J （1,1） , W （1,1） ) represents the longitude and latitude of the first port on the first alternative route; (J （1,2） , W （1,2） ) represents the longitude and latitude of the second port on the first alternative route; and so on, (J （1,po（1）） , W （1,po（1）） ) represents the longitude and latitude of the po(1)th port on the first alternative route; (J （sr,po（sr）） , W （sr,po（sr）） ) represents the longitude and latitude of the po(sr)th port on the srth alternative route;

[0230] Step S263: Obtain the atmospheric pressure of different ports on the 1st to srth alternative routes, recorded as Pa （1,1） 、Pa （1,2） ~Pa （1,po（1）） ~Pa （sr,po（sr）） ;

[0231] Among them, Pa （1,1） Indicates the atmospheric pressure of the first port on the first alternative route; Pa （1,2） Indicates the atmospheric pressure of the second port on the first alternative route; and so on, Pa （1,po（1）） represents the atmospheric pressure of the po(1)th port on the first alternative route; Pa （sr,po（sr）） represents the atmospheric pressure of the po(sr)th port on the srth alternative route;

[0232] Get the position of the lowest atmospheric pressure point at sea (except the Arctic Ocean), recorded as (Jl, Wl); get the atmospheric pressure at the lowest atmospheric pressure point, recorded as Pl;

[0233] Step S264: According to (J （1,1） , W （1,1） )、(J （1,2） , W （1,2） )~(J （1,po（1）） , W （1,po（1）） ) and Pa （1,1） 、Pa （1,2） ~Pa （1,po（1）） Calculate the secondary priority coefficient of the first alternative route, denoted as tt （1） ;

[0234] Step S2641: Calculate the distance from the first port on the first alternative route to the lowest point of atmospheric pressure, denoted as L （l-1） ; L （l-1） The calculation formula is: ;

[0235] The distance from the second port to the lowest point of atmospheric pressure is denoted as L （l-2） ; L （l-2） The calculation formula is: ;

[0236] Similarly, the distance from the po(1)th port to the lowest point of atmospheric pressure is denoted as L （l-po（1）） ; L （l-po（1）） The calculation formula is: ;

[0237] Step S2642: Calculate the wind speed of the hurricane (or typhoon) affecting the first port on the first alternative route, denoted as Vu （l-1） ;Vu （l-1） The calculation formula is:

[0238] ; Among them, y （l-1） Indicates the distance of the hurricane (or typhoon) affecting the first port, y （l-1） The calculation formula is:

[0239] ; where x （l-1） represents the distance the hurricane (or typhoon) moves to the first port, x （l-1） The calculation formula is:

[0240] ; where ρ a represents the air density, f （l-1） represents the Coriolis parameter of the hurricane (or typhoon) relative to the first port, f （l-1）The calculation formula is:

[0241] ; Among them, ω e represents the angular velocity of the Earth's rotation;

[0242] Step S2643: Calculate the wind speed of the hurricane (or typhoon) on the first alternative route to the second port, denoted as Vu （l-2） ;Vu （l-2） The calculation formula is:

[0243] ; Among them, y （l-2） Indicates the distance of the hurricane (or typhoon) affecting the second port, y （l-2） The calculation formula is:

[0244] ; where x （l-2） represents the distance the hurricane (or typhoon) moves to the second port, x （l-2） The calculation formula is:

[0245] ; Among them, f （l-2） represents the Coriolis parameter of the hurricane (or typhoon) relative to the second port, f （l-2） The calculation formula is:

[0246] ;

[0247] Step S2644: Similarly, calculate the wind speed of the hurricane (or typhoon) on the first alternative route at the port po (1), denoted as Vu （l-po（1）） ;Vu （l-po（1）） The calculation formula is:

[0248] ; Among them, y （l-po（1）） represents the impact distance of the hurricane (or typhoon) on the po(1)th port, y （l-po（1）） The calculation formula is:

[0249] ; where x （l-po（1）） represents the distance the hurricane (or typhoon) moves to the po(1)th port, x （l-po（1）） The calculation formula is:

[0250] ; Among them, f （l-po（1）） represents the Coriolis parameter of the hurricane (or typhoon) relative to the po(1)th port, f （l-po（1）） The calculation formula is:

[0251] ;

[0252] Step S2645: Calculate the total influencing wind speed of the first alternative route, denoted as Vu （1） ;Vu （1） The calculation formula is: Among them, Vu （l-i） represents the wind speed of the hurricane (or typhoon) affecting the i-th port on the first alternative route, and the value of i ranges from 1 to po (1);

[0253] Calculate the secondary priority coefficient tt of the first alternative route （1） ,tt （1） The calculation formula is:

[0254] tt （1） =Vu （1） × （1） ×ls （1） ;

[0255] Step S265: Repeat the calculation of the secondary priority coefficient tt of the first alternative route （1） The same steps as above are used to calculate the secondary priority coefficients of the 2nd to srth alternative routes, and we get tt （2） 、tt （3） ~tt （sr） ;

[0256] Among them, tt （2） Indicates the secondary priority coefficient of the second alternative route; tt （3） represents the secondary priority coefficient of the third alternative route; and so on, tt （sr） represents the secondary priority coefficient of the srth alternative route;

[0257] Extract tt （1） ~tt （sr） ; The minimum value among them is recorded as tl; the alternative route with the secondary priority coefficient of tl is taken as the target route;

[0258] Step S27: Obtain the route distance of the target route, denoted as lso; lso∈{ls （1） ,ls （2） ~ls （sr）};

[0259] Set lso as xl and w fr As yw, reverse substitution into the fuel consumption function, we get the ideal fuel consumption of the ship, denoted as go;

[0260] Calculate the initial route speed of the ship, recorded as vo; the calculation formula for vo is:

[0261] .

[0262] Step S3: Obtaining the navigation speed of the ship on the target route, the vertical tilt angle of the hull (relative to the sea surface), the windward area of ​​the hull, the wind speed and the wind direction as navigation data;

[0263] Calculate the critical wind speed for the ship to capsize based on the hull information and navigation data, and determine whether the wind speed is safe based on the critical wind speed;

[0264] If it is safe, adjust the ship's speed according to wind speed and direction;

[0265] If it is unsafe, adjust the ship's navigation status according to the wind speed;

[0266] The specific steps of step S3 are as follows:

[0267] Step S31: Please refer to Figure 3 , Figure 4 and Figure 5 , get the ship's sailing speed on the target route and record it as v ra , the vertical tilt angle of the hull (relative to the sea surface) is recorded as θ, and the windward area of ​​the hull is recorded as A w , (sea breeze) wind speed is recorded as v wi and wind direction (with or against), as navigation data;

[0268] It should be noted that if the captain does not adjust the ship speed during the voyage on the target route, v ra The value of is vo; if the captain has adjusted the speed of the ship, then v ra The value of is not necessarily vo;

[0269] Step S32: Obtain the height of the center of gravity of the ship, denoted as h G , the draft of the ship is denoted as h T , the hull weight is recorded as m ra ;

[0270] Calculate the ship's stabilizing moment, denoted by M st ;M st The calculation formula is:

[0271] ; Where g represents the acceleration due to gravity;

[0272] Calculate the lateral force generated by the sea breeze, denoted as F wi ; F wi The calculation formula is:

[0273] ; where ρ a Represents the air density, C D Indicates the resistance coefficient of the ship (the resistance coefficient of the ship is related to the shape of the ship and the density of the seawater, and it is impossible to give a definite value);

[0274] Get the stack height of the goods and record it as h fr , the height of the ship is denoted as h ra ; Calculate the wind moment of the sea breeze, denoted as M wi ;M wi The calculation formula is: M wi ; = [F wi ×(h fr +h ra )] / 2;

[0275] Step S33: Set M st With M wi Satisfaction: M st ≤M wi , Lian Li M st The calculation formula and M wi The critical wind speed at which a ship capsizes due to sea breeze is calculated by using the calculation formula, and the critical wind speed is recorded as V cr ; V cr The calculation formula is:

[0276] ; Where g represents the acceleration due to gravity;

[0277] Compare V cr With v wi The size of the wind speed is used to determine whether the (current) wind speed is safe;

[0278] If V cr >v wi , it means that the (current) wind speed is safe, and the sailing speed of the ship is adjusted according to the wind speed and wind direction, and the process goes to step S34;

[0279] If V cr ≤v wi , it means that the (current) wind speed is unsafe, and the navigation state of the ship is adjusted according to the wind speed, and the process goes to step S35;

[0280] Step S34: (Current) wind speed is safe, obtaining the initial route speed vo of the ship;

[0281] According to the wind direction, compare the ship's sailing speed on the target route with the initial route speed, and adjust the ship's sailing speed in combination with the wind speed;

[0282] Step S341: If the wind direction is the same and v ra ≤vo, then compare vo with v wi Size Determination ra The adjustment value of

[0283] If vo>v wi , then v ra Adjust to (vo-v wi );

[0284] If vo≤v wi , then v ra No adjustment;

[0285] If the wind direction is the same, and v ra >vo, then v ra tovo;

[0286] Step S342: If the wind direction is reverse and v ra ≤vo, then compare vo with v wi Size Determination ra The adjustment value of

[0287] If vo>v wi , then v ra Adjust to (vo + v wi );

[0288] If vo≤v wi , then v ra No adjustment;

[0289] If the wind direction is opposite, and v ra >vo, then v ra No adjustment;

[0290] Step S35: (Current) wind speed is unsafe, calculate (v wi / V cr ) is denoted as bg;

[0291] Calculate the ship's deviation angle, denoted as α; the calculation formula for α is: α = arcsin [1 / (bg 2 )];

[0292] The ship is offset by an angle α away from the sea breeze, while the route speed remains unchanged.

[0293] Step S4: obtaining the navigation position of the ship on the target route in real time, and determining whether a natural disaster or non-natural disaster occurs on the target route;

[0294] If it happens, the port closest to the sailing position is taken as the departure port, and steps S2 to S3 are re-executed to change the route of the ship;

[0295] If this does not happen, continue monitoring until the ship reaches its final port.

[0296] Embodiment 2

[0297] See also Figure 2The ship navigation path intelligent optimization system based on big data analysis includes: a data acquisition module, a route selection module, a navigation control module, a continuous update module, a database and a server; wherein the data acquisition module, the route selection module, the navigation control module and the continuous update module are connected to the database and the server respectively;

[0298] Data acquisition module: used to obtain the ship's (shipping) order information and hull information;

[0299] (Shipping) Order information includes: departure port, destination port, departure time, cut-off time and cargo weight;

[0300] Ship information includes: ship weight, hull width, ship engine fuel efficiency and ship fuel tank capacity;

[0301] Route selection module: used to obtain historical (shipping) order information of ships, build the relationship function of shipping distance-cargo weight-fuel consumption based on the historical (shipping) order information, and obtain the fuel consumption function;

[0302] According to the (shipping) order information, obtain the route to the terminal port as an alternative route; obtain the number of ports, port locations, port charges and total route distance on each alternative route to obtain route data;

[0303] Obtain historical meteorological data from the departure time to the deadline, analyze the speed at which each alternative route is affected by the weather based on the historical meteorological data, and then filter the alternative routes based on the route data to obtain the target route; determine the initial sailing speed of the ship based on the target route, hull information and fuel consumption function;

[0304] Navigation control module: used to obtain the navigation speed of the ship on the target route, the vertical tilt angle of the hull (relative to the sea surface), the windward area of ​​the hull, the wind speed and wind direction as navigation data;

[0305] Calculate the critical wind speed for the ship to capsize based on the hull information and navigation data, and determine whether the wind speed is safe based on the critical wind speed;

[0306] If it is safe, adjust the ship's speed according to wind speed and direction;

[0307] If it is unsafe, adjust the ship's navigation status according to the wind speed;

[0308] Continuous update module: used to obtain the navigation position of the ship on the target route in real time and determine whether natural disasters or non-natural disasters occur on the target route;

[0309] If it happens, the port closest to the sailing position will be used as the departure port, and the route selection module and the navigation control module will be re-executed to change the ship's route and adjust the ship's navigation status;

[0310] If it does not happen, continue monitoring until the ship reaches the final port;

[0311] Database and server: used for data transmission and data calculation between data acquisition module, route selection module, navigation control module and continuous update module.

[0312] The above formulas are all dimensionless and numerical calculations. The formula is a formula for the most recent real situation obtained by collecting a large amount of data and performing software simulation. The preset parameters in the formula are set by technical personnel in this field according to actual conditions. For example, if there are weight coefficients and proportional coefficients, their set sizes are to quantify each parameter to obtain a specific value, which is convenient for subsequent comparison. Regarding the size of the weight coefficient and the proportional coefficient, it is sufficient as long as it does not affect the proportional relationship between the parameter and the quantized value.

[0313] 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 based on the protection scope of the claims.

Claims

1. An intelligent optimization method for ship navigation paths based on big data analysis, characterized in that: The method comprises: Step S1: Obtaining the order information and hull information of the ship; Order information includes: departure port, destination port, departure time, cut-off time and cargo weight; Ship information includes: ship weight, hull width, ship engine fuel efficiency and ship fuel tank capacity; Step S2: Obtain historical order information of the ship, and construct a relationship function of shipping distance-cargo weight-fuel consumption based on the historical order information to obtain a fuel consumption function; According to the order information, the route to the destination port is obtained as an alternative route; the number of ports, port locations, port charges and total route distance on each alternative route are obtained to obtain route data; Obtain historical meteorological data from the departure time to the deadline, analyze the speed at which each alternative route is affected by the weather based on the historical meteorological data, and then filter the alternative routes based on the route data to obtain the target route; determine the initial sailing speed of the ship based on the target route, hull information and fuel consumption function; Step S3: obtaining the navigation speed, vertical tilt angle of the hull, windward area of ​​the hull, wind speed and wind direction of the ship on the target route as navigation data; Calculate the critical wind speed for the ship to capsize based on the hull information and navigation data, and determine whether the wind speed is safe based on the critical wind speed; If it is safe, adjust the ship's speed according to wind speed and direction; If it is unsafe, adjust the ship's navigation status according to the wind speed; Step S4: obtaining the navigation position of the ship on the target route in real time, and determining whether a natural disaster or non-natural disaster occurs on the target route; If it happens, the port closest to the sailing position is taken as the departure port, and steps S2 to S3 are re-executed to change the route of the ship; If it does not occur, continue monitoring; The specific steps of step S2 are as follows: Step S21: Record the departure time in the order information as t be , the deadline is denoted as t en , the cargo weight is recorded as w fr ; The specific oil rate of the ship engine is denoted as s or , fuel tank capacity is recorded as l ob ; Step S22: Obtain the completed order information of the ship as the historical order information; count the number of the historical order information, recorded as or; Get the shipping distance corresponding to the first historical order information and record it as hl （1） , the cargo weight is recorded as hw （1） , fuel consumption is recorded as hr （1） ; The shipping distance corresponding to the second historical order information is recorded as hl （2） , the cargo weight is recorded as hw （2） , fuel consumption is recorded as hr （2） ; Similarly, the shipping distance corresponding to the orth historical order information is recorded as hl （or） , the cargo weight is recorded as hw （or） , fuel consumption is recorded as hr （or） ; Step S23: constructing a relationship function of shipping distance-cargo weight-fuel consumption according to the data in step S22 to obtain a fuel consumption function; Calculate the shortest route distance based on the fuel consumption function, cargo weight and fuel tank capacity, denoted as le; Step S24: Obtain all routes from the departure port to the destination port as alternative routes; count the number of alternative routes, recorded as sr; Get the price of the first alternative route and record it as pr （1） , the route distance is recorded as ls （1） ; The price charged for the second alternative route is pr （2） , the route distance is recorded as ls （2） ; Similarly, the price of the srth alternative route is recorded as pr （sr） , the route distance is recorded as ls （sr） ; The time period from departure time to deadline is taken as the standard time period; whether a hurricane occurs at sea is determined within the standard time period of the past three years; If it does not appear, directly select the target route according to the route data and enter step S25; If it occurs, the hurricane data at sea in the standard time period in the past three years is obtained as historical meteorological data; the target route is selected by combining the historical meteorological data and the route data, and the process goes to step S26; Step S25: No hurricane occurs at sea during the standard time period of the past three years; Define the calculation formula 1-1 and calculation formula 1-2 for the primary priority coefficient of the alternative route; Calculation formula 1-1: ff （i） =|(ls （i） / le)-1|×pr （i） ,ls （i） ≤le; Calculation formula 1-2: ff （i） =(ls （i） / le)×pr （i） ,ls （i） >le; Among them, ff （i） represents the primary priority coefficient of the ith alternative route; pr （i） and ls （i） , respectively represent the charging price and route distance of the i-th alternative route; the value range of i is: 1~sr; Set the charges pr corresponding to the 1st to srth alternative routes （1） ~pr （sr） and route distance ls （1） ~ls （sr） Substitute into equation 1-1 or equation 1-2 to calculate the primary priority coefficients of the 1st to srth alternative routes, and obtain ff （1） ,ff （2） ~ff （sr） ; Among them, ff （1） Indicates the first priority coefficient of the first alternative route; ff （2） Indicates the first priority coefficient of the second alternative route; and so on, ff （sr） represents the primary priority coefficient of the srth alternative route; Extract ff （1） ~ff （sr） The minimum value among them is recorded as fl; the alternative route with the first priority coefficient of fl is taken as the target route; Step S26: A hurricane occurs at sea within a standard time period of the past three years; Obtain the maximum radius and maximum wind speed of offshore hurricanes in the past three years within a standard time period as historical meteorological data; In the third year, the maximum radius of the hurricane is rm （3） , maximum wind speed vm （3） ; In the second year, the maximum radius of the hurricane is rm （2） , maximum wind speed vm （2） ; In the first year, the maximum radius of the hurricane is rm （1） , maximum wind speed vm （1） ; Analyze the weather impact rate of each alternative route based on historical meteorological data, and then select alternative routes based on route data to obtain the target route; Step S27: Obtain the route distance of the target route, denoted as lso; lso∈{ls （1） ,ls （2） ~ls （sr） }; Set lso as xl and w fr As yw, reverse substitution into the fuel consumption function, we get the ideal fuel consumption of the ship, denoted as go; Calculate the initial route speed of the ship, recorded as vo; the calculation formula for vo is: ； The target route and the initial route speed are fed back and the process proceeds to step S3.

2. The method for intelligent optimization of ship navigation paths based on big data analysis according to claim 1 is characterized in that: The specific steps of step S23 are as follows: Step S231: Assume that the mathematical expression of the initial fuel consumption function is: zr = β0 + (β1×xl) + (β2×yw) + (β3×xl 2 )+(β4×xl×yw)+(β5×yw 2 )+ε; Among them, zr represents fuel consumption, xl represents route distance, yw represents cargo weight; β0~β5 represent regression coefficients, and the initial value of β0~β5 is 1; ε represents correction value, and the initial value of ε is 0; According to the shipping distance corresponding to the 1st to orth historical order information, hl （1） ~hl （or） and cargo weight hw （1） ~hw （or） , construct the independent variable matrix, recorded as matrix X; according to the fuel consumption hr （1） ~hr （or） , construct the dependent variable matrix, denoted as matrix Y; The mathematical expression of matrix X is: ; The mathematical expression of matrix Y is: ; Step S232: Perform polynomial expansion on the matrix X to obtain a matrix X1; the mathematical expression of the matrix X1 is: ； According to the matrix X1 and the matrix Y, the values ​​of β0 to β5 are calculated to obtain aβ0, aβ1, aβ2, aβ3, aβ4 and aβ5; The calculation formula of aβ0~aβ5 is: β=(X1 T ×X1) -1 × (X1) T ×Y; where × represents matrix multiplication, -1 represents the inverse of the matrix, and T represents the transpose of the matrix; β represents the regression coefficient matrix, and the mathematical expression of matrix β is: ； Step S233: Substitute aβ0 to aβ5 into the initial fuel consumption function to obtain the undetermined fuel consumption function; the mathematical expression of the undetermined fuel consumption function is: zr=aβ0+(aβ1×xl)+(aβ2×yw)+(aβ3×xl 2 )+(aβ4×xl×yw)+(aβ5×yw 2 )+e; Will hl （1） ~hl （or） 、hw （1） ~hw （or） and hr （1） ~hr （or） Substitute it into the undetermined fuel consumption function to obtain the equation group Z; use the MATLAB library to perform data fitting on the equation group Z to calculate the value of ε, which is recorded as aε; The mathematical expression of the equation system Z is: ； Step S234: Substitute aε into the undetermined fuel consumption function to obtain the fuel consumption function; the mathematical expression of the fuel consumption function is: zr=aβ0+(aβ1×xl)+(aβ2×yw)+(aβ3×xl 2 )+(aβ4×xl×yw)+(aβ5×yw 2 )+aε; w fr As yw,l ob As zr, substitute it into the fuel consumption function in reverse to calculate the shortest route distance, which is recorded as le.

3. The method for intelligent optimization of ship navigation paths based on big data analysis according to claim 1 is characterized in that: The specific steps of step S26 are as follows: Step S261: Calculate the change rate of the maximum radius of the hurricane from the third year to the second year, denoted as br （3-2） ,br （3-2） =(rm （3） -rm （2） ) / rm （3） ; The rate of change of the maximum wind speed is recorded as bv （3-2） , bv （3-2） =(vm （3） -vm （2） ) / vm （3） ; Calculate the rate of change of the maximum radius of the hurricane from the second year to the first year, denoted as br （2-1） ,br （2-1） =(rm （2） -rm （1） ) / rm （2） ; The rate of change of the maximum wind speed is recorded as bv （2-1） , bv （2-1） =(vm （2） -vm （1） ) / vm （1） ; br （3-2） 、br （2-1） 、rm （2） and rm （1） For group 1, bv （3-2） 、bv （2-1） 、vm （2） and vm （1） For group 2; use the state transfer matrix for group 1 and group 2 respectively to calculate the maximum radius of the hurricane, denoted as rr, and the maximum wind speed, denoted as vv; Step S262: Obtain the number of ports on the first alternative route, recorded as po(1); the number of ports on the second alternative route, recorded as po(2); and so on, the number of ports on the srth alternative route, recorded as po(sr); Get the positions of different ports on the 1st to srth alternative routes, denoted as (J （1,1） , W （1,1） )、(J （1,2） , W （1,2） )~(J （1,po（1）） , W （1,po（1）） )~(J （sr,po（sr）） , W （sr,po（sr）） ); Among them, (J （1,1） , W （1,1） ) represents the longitude and latitude of the first port on the first alternative route; (J （1,2） , W （1,2） ) represents the longitude and latitude of the second port on the first alternative route; and so on, (J （1,po（1）） , W （1,po（1）） ) represents the longitude and latitude of the po(1)th port on the first alternative route; (J （sr,po（sr）） , W （sr,po（sr）） ) represents the longitude and latitude of the po(sr)th port on the srth alternative route; Step S263: Obtain the atmospheric pressure of different ports on the 1st to srth alternative routes, recorded as Pa （1,1） 、Pa （1,2） ~Pa （1,po（1）） ~Pa （sr,po（sr）） ; Among them, Pa （1,1） Indicates the atmospheric pressure of the first port on the first alternative route; Pa （1,2） Indicates the atmospheric pressure of the second port on the first alternative route; and so on, Pa （1,po（1）） represents the atmospheric pressure of the po(1)th port on the first alternative route; Pa （sr,po（sr）） represents the atmospheric pressure of the po(sr)th port on the srth alternative route; Get the position of the lowest atmospheric pressure point at sea, recorded as (Jl, Wl); get the atmospheric pressure at the lowest atmospheric pressure point, recorded as Pl; Step S264: According to (J （1,1） , W （1,1） )、(J （1,2） , W （1,2） )~(J （1,po（1）） , W （1,po（1）） ) and Pa （1,1） 、Pa （1,2） ~Pa （1,po（1）） Calculate the secondary priority coefficient of the first alternative route, denoted as tt （1） ; Step S265: Repeat the calculation of the secondary priority coefficient tt of the first alternative route （1） The same steps as above are used to calculate the secondary priority coefficients of the 2nd to srth alternative routes, and we get tt （2） 、tt （3） ~tt （sr） ; Among them, tt （2） Indicates the secondary priority coefficient of the second alternative route; tt （3） represents the secondary priority coefficient of the third alternative route; and so on, tt （sr） represents the secondary priority coefficient of the srth alternative route; Extract tt （1） ~tt （sr） ; The minimum value among them is recorded as tl; the alternative route with the secondary priority coefficient of tl is taken as the target route.

4. The method for intelligent optimization of ship navigation paths based on big data analysis according to claim 3 is characterized in that: The specific steps of step S264 are as follows: Step S2641: Calculate the distance from the first port on the first alternative route to the lowest point of atmospheric pressure, denoted as L （l-1） ; L （l-1） The calculation formula is: ; The distance from the second port to the lowest point of atmospheric pressure is denoted as L （l-2） ; L （l-2） The calculation formula is: ； Similarly, the distance from the po(1)th port to the lowest point of atmospheric pressure is denoted as L （l-po（1）） ; L （l-po（1）） The calculation formula is: ； Step S2642: Calculate the wind speed of the hurricane on the first port on the first alternative route, denoted as Vu （l-1） ;Vu （l-1） The calculation formula is: ; Among them, y （l-1） represents the distance of the hurricane's impact on the first port, y （l-1） The calculation formula is: ; where x （l-1） represents the distance the hurricane moves to the first port, x （l-1） The calculation formula is: ; where ρ a represents the air density, f （l-1） represents the Coriolis parameter of the hurricane relative to the first port, f （l-1） The calculation formula is: ; Among them, ω e represents the angular velocity of the Earth's rotation; Step S2643: Calculate the wind speed of the hurricane on the second port on the first alternative route, denoted as Vu （l-2） ;Vu （l-2） The calculation formula is: ; Among them, y （l-2） represents the distance of the hurricane's impact on the second port, y （l-2） The calculation formula is: ; where x （l-2） represents the distance the hurricane moves to the second port, x （l-2） The calculation formula is: ; Among them, f （l-2） represents the Coriolis parameter of the hurricane relative to the second port, f （l-2） The calculation formula is: ； Step S2644: Similarly, calculate the wind speed of the hurricane on the first alternative route at the port po (1), denoted as Vu （l-po（1）） ;Vu （l-po（1）） The calculation formula is: ; Among them, y （l-po（1）） represents the distance of the hurricane's impact on the port po(1), y （l-po（1）） The calculation formula is: ; where x （l-po（1）） represents the distance the hurricane moves to the po(1)th port, x （l-po（1）） The calculation formula is: ; Among them, f （l-po（1）） represents the Coriolis parameter of the hurricane relative to the po(1)th port, f （l-po（1）） The calculation formula is: ； Step S2645: Calculate the total influencing wind speed of the first alternative route, denoted as Vu （1） ;Vu （1） The calculation formula is: Among them, Vu （l-i） represents the wind speed of the hurricane on the i-th port on the first alternative route, and the value of i ranges from 1 to po (1); Calculate the secondary priority coefficient tt of the first alternative route （1） ,tt （1） The calculation formula is: tt （1） =Wu （1） ×pr （1） ×ls （1） 。 5. The method for intelligent optimization of ship navigation paths based on big data analysis according to claim 1 is characterized in that: The specific steps of step S3 are as follows: Step S31: Obtain the navigation speed of the ship on the target route, denoted as v ra , the vertical tilt angle of the hull is recorded as θ, and the windward area of ​​the hull is recorded as A w , wind speed is recorded as v wi and wind direction, as navigation data; Step S32: Obtain the height of the center of gravity of the ship, denoted as h G , the draft of the ship is denoted as h T , the hull weight is recorded as m ra ; Calculate the ship's stabilizing moment, denoted by M st ;M st The calculation formula is: ; Where g represents the acceleration due to gravity; Calculate the lateral force generated by the sea breeze, denoted as F wi ; F wi The calculation formula is: ; where ρ a Represents the air density, C D It represents the drag coefficient of the ship; Get the stack height of the goods and record it as h fr , the height of the ship is denoted as h ra ; Calculate the wind moment of the sea breeze, denoted as M wi ;M wi The calculation formula is: M wi ; = [F wi ×(h fr +h ra )] / 2; Step S33: Set M st With M wi Satisfaction: M st ≤M wi , Lian Li M st The calculation formula and M wi The critical wind speed at which a ship capsizes due to sea breeze is calculated by using the calculation formula, and the critical wind speed is recorded as V cr ; V cr The calculation formula is: ; Where g represents the acceleration due to gravity; Compare V cr With v wi The size of the wind speed can be used to determine whether the wind speed is safe; If V cr >v wi , it means the wind speed is safe, and the sailing speed of the ship is adjusted according to the wind speed and wind direction, and the process goes to step S34; If V cr ≤v wi , it means that the wind speed is unsafe, and the navigation status of the ship is adjusted according to the wind speed, and the process goes to step S35.

6. The method for intelligent optimization of ship navigation paths based on big data analysis according to claim 5 is characterized in that: The subsequent steps of step S34 are as follows: Step S34: The wind speed is safe, and the initial route speed vo of the ship is obtained; According to the wind direction, compare the ship's sailing speed on the target route with the initial route speed, and adjust the ship's sailing speed in combination with the wind speed; Step S341: If the wind direction is the same and v ra ≤vo, then compare vo with v wi Size Determination ra The adjustment value of If vo>v wi , then v ra Adjust to (vo-v wi ); If vo≤v wi , then v ra No adjustment; If the wind direction is the same, and v ra >vo, then v ra tovo; Step S342: If the wind direction is reverse and v ra ≤vo, then compare vo with v wi Size Determination ra The adjustment value of If vo>v wi , then v ra Adjust to (vo + v wi ); If vo≤v wi , then v ra No adjustment; If the wind direction is opposite, and v ra >vo, then v ra No adjustment; Step S35: Wind speed is unsafe, calculate (v wi / V cr ) is denoted as bg; Calculate the ship's deviation angle, denoted as α; the calculation formula for α is: α = arcsin [1 / (bg 2 )]; The ship is offset by an angle α away from the sea breeze, while the route speed remains unchanged.

7. A ship navigation path intelligent optimization system based on big data analysis, applicable to the ship navigation path intelligent optimization method based on big data analysis according to any one of claims 1 to 6, characterized in that: The system comprises: Data acquisition module: used to obtain the order information and hull information of the ship; Route selection module: used to obtain historical order information of ships, build a relationship function between shipping distance, cargo weight and fuel consumption based on the historical order information, and obtain a fuel consumption function; According to the order information, the route to the destination port is obtained as an alternative route; the number of ports, port locations, port charges and total route distance on each alternative route are obtained to obtain route data; Obtain historical meteorological data from the departure time to the deadline, analyze the speed at which each alternative route is affected by the weather based on the historical meteorological data, and then filter the alternative routes based on the route data to obtain the target route; determine the initial sailing speed of the ship based on the target route, hull information and fuel consumption function; Navigation control module: used to obtain the ship's navigation speed, hull vertical tilt angle, hull windward area, wind speed and wind direction on the target route as navigation data; Calculate the critical wind speed for the ship to capsize based on the hull information and navigation data, and determine whether the wind speed is safe based on the critical wind speed; If it is safe, adjust the ship's speed according to wind speed and direction; If it is unsafe, adjust the ship's navigation status according to the wind speed; Continuous update module: used to obtain the navigation position of the ship on the target route in real time and determine whether natural disasters or non-natural disasters occur on the target route; If it happens, the port closest to the sailing position will be used as the departure port, and the route selection module and the navigation control module will be re-executed to change the ship's route and adjust the ship's navigation status; If not, continue monitoring.

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