Ship port entering and leaving route planning method and system

Abstract

The invention relates to the technical field of port route planning, in particular to a ship port entering and leaving route planning method and system.The method includes the steps that an initial ship route is obtained, the initial ship route is divided into a plurality of route segments, and accident tendency characterization parameters are calculated according to historical information data of all the route segments in combination with the average channel width of all the route segments; dividing route section categories, and selecting a route planning strategy according to the route section categories, including obtaining ship flow and ship accident frequency in each time period in the route section, identifying a feature time period, obtaining predicted driving time periods of the ship in each route section, and determining the route planning strategy; judging whether the route section is replaced or not according to the relationship between the predicted driving time period of the ship in each route section and the characteristic time period; or, obtaining the average operation time of the ships in the route section within the preset time, judging whether the route section is replaced or not, and obtaining the final ship route. The ship operation safety is improved by accurately analyzing the danger existing in ship operation.

Description

Technical Field

[0001] The present invention relates to the technical field of port route planning, and in particular to a method and system for planning a route for ships entering or leaving a port. Background Art

[0002] With the continuous expansion of global trade and the rapid development of the ocean transportation industry, the importance of ship route planning has become increasingly prominent. Ship route planning is a complex decision-making process that needs to consider a variety of factors, including but not limited to ocean meteorological conditions, ocean currents, channel conditions, ship technical performance, cargo characteristics, international maritime regulations, and navigation safety.

[0003] In the prior art, Chinese patent publication number: CN115790598A discloses a navigation route planning method and device for offshore wind power construction ships, and the planning method includes the following steps: S1: input the established ship navigation route for the construction site; S2: obtain multiple sub-ship navigation routes one according to the input destination; S3: obtain the weather information of multiple sub-ship navigation routes one; S4: obtain the optimal ship navigation route according to the obtained weather information; S5: obtain the time to arrive at the destination according to the speed of the ship; S6: create a three-dimensional model of multiple sub-ship navigation routes one, and generate a route deviation model according to the created three-dimensional model; S7: analyze the sailing ship according to the route deviation; S8: generate adjustment information according to the analysis results. The present invention can analyze when the ship deviates, and generate an adjustment plan to help the ship return to the route and ensure that the ship can travel safely.

[0004] However, there are still the following problems in the prior art:

[0005] In the prior art, no reliable assessment is made of the danger conditions of each route section in the ship route, no further analysis is performed based on route sections with different danger conditions, and no multiple danger assessments are performed on route sections with higher dangers. This results in an inability to accurately analyze the dangers existing in ship operation, resulting in low safety in ship operation. Summary of the invention

[0006] The purpose of the present invention is to provide a method and system for planning the route of ships entering and leaving a port, which can reliably evaluate the dangerous conditions of each route segment in the ship route, further analyze the route segments with different dangerous conditions, and perform multiple dangerousness assessments on the route segments with higher risks, so as to accurately analyze the dangers existing in the operation of the ship and improve the safety of the ship operation.

[0007] In one aspect, the present invention provides a method for planning a route for ships entering or leaving a port, comprising:

[0008] Step S1, obtaining an initial ship route, dividing the initial ship route into several route segments, obtaining historical information data of each route segment and an average channel width of each route segment, wherein the historical information data includes the ship flow rate in the route segment and the number of ship accidents;

[0009] Step S2, calculating the accident tendency characterization parameter according to the historical information data of each route segment combined with the average channel width of each route segment;

[0010] Step S3, classifying route segments according to accident tendency characterization parameters;

[0011] Step S4, selecting a route planning strategy according to the route segment category, including:

[0012] Obtain the ship flow rate and the number of ship accidents in each time period in the route segment, identify the characteristic time period, obtain the time period when the ship is expected to travel in each route segment, and determine whether to replace the route segment based on the relationship between the time period when the ship is expected to travel in each route segment and the characteristic time period;

[0013] Or, obtaining the average running time of the ship in the route segment within a preset time, and determining whether to replace the route segment;

[0014] Step S5, obtaining the final ship route according to the determination result.

[0015] In step S2, the accident tendency characterization parameter is calculated according to formula (1):

[0016]

[0017] In formula (1), D represents the parameter characterizing the accident tendency, W represents the average channel width, Q represents the ship flow rate, C represents the number of ship accidents, W0 represents the preset average channel width threshold, Q0 represents the preset ship flow rate threshold, and C0 represents the preset number of ship accidents threshold.

[0018] In step S3, the route segments are classified according to the accident tendency characterization parameters, wherein:

[0019] Compare the accident tendency characterization parameter of the route segment with the preset accident tendency characterization parameter comparison threshold,

[0020] If the accident tendency characterization parameter of the route segment is less than the preset accident tendency characterization parameter comparison threshold, the route segment is classified as a non-high-risk accident route segment category;

[0021] If the accident tendency characterization parameter of the route segment is greater than or equal to the preset accident tendency characterization parameter comparison threshold, the route segment is classified as a high-risk accident route segment category.

[0022] In step S4, a route planning strategy is selected according to the route segment category, wherein:

[0023] If the route segment is a non-high-risk accident route segment category, the average ship operation time in the route segment within a preset time is obtained to determine whether to replace the route segment;

[0024] If the route segment is a high-risk accident route segment category, the ship flow rate and the number of ship accidents in each time period within the route segment are obtained, the characteristic time period is identified, the time period when the ship is expected to travel in each route segment is obtained, and it is determined whether to replace the route segment based on the relationship between the time period when the ship is expected to travel in each route segment and the characteristic time period.

[0025] In step S4, the process of identifying the characteristic time period includes:

[0026] Compare the ship flow in each period with the preset flow comparison threshold, and compare the number of ship accidents in each period with the preset accident number comparison threshold.

[0027] If the ship flow rate in a time period is greater than a preset flow rate comparison threshold, or the number of ship accidents in a time period is greater than a preset accident number comparison threshold, the time period is identified as a characteristic time period.

[0028] The process of obtaining the time period during which the ship is expected to travel on each route segment in step S4 includes:

[0029] Obtain the estimated time for the ship to enter each route segment and the estimated time for the ship to leave each route segment;

[0030] The time period during which the ship is expected to travel on each route segment is from the time when the ship is expected to enter each route segment to the time when the ship is expected to leave each route segment.

[0031] In step S4, the process of determining whether to replace the route segment according to the relationship between the time period during which the ship is expected to travel on each route segment and the characteristic time period includes:

[0032] Obtain the characteristic time period of each route segment and the time period during which the ship is expected to travel on each route segment;

[0033] If the characteristic time period of the route segment overlaps with the time period during which the ship is expected to travel on each route segment, it is determined to replace the route segment.

[0034] In step S4, the process of obtaining the average running time of the ship in the route segment within the preset time and determining whether to replace the route segment includes:

[0035] Obtain the average ship running time in each route segment, and compare the average ship running time with the preset ship running time comparison threshold.

[0036] If the average ship running time in the route segment is greater than a preset ship running time comparison threshold, it is determined to replace the route segment.

[0037] On the other hand, the present invention also provides a ship entry and exit route planning system, comprising:

[0038] A data acquisition module is used to obtain an initial ship route, obtain historical information data of each route segment and an average channel width of each route segment, wherein the historical information data includes the ship flow rate within the route segment and the number of ship accidents;

[0039] A classification module, connected to the data acquisition module, is used to calculate the accident tendency characterization parameter based on the historical information data of each route segment combined with the average channel width of each route segment, and classify the route segment;

[0040] The strategy selection module is connected to the classification module and the data acquisition module respectively, and is used to select the route planning strategy according to the route segment category, including:

[0041] Obtain the ship flow rate and the number of ship accidents in each time period in the route segment, identify the characteristic time period, obtain the time period when the ship is expected to travel in each route segment, and determine whether to replace the route segment based on the relationship between the time period when the ship is expected to travel in each route segment and the characteristic time period;

[0042] Or, obtaining the average running time of the ship in the route segment within a preset time, and determining whether to replace the route segment;

[0043] The route planning module is connected to the strategy selection module to select the ship route according to the determination result of the strategy selection module.

[0044] The historical information data includes the number of ship accidents and ship traffic in each route segment during a historical period.

[0045] The beneficial effects of the present invention are:

[0046] The present invention provides a method and system for planning ship entry and exit routes. By calculating accident tendency characterization parameters, the situation in a route section can be expressed to a certain extent, and the dangerous tendency of the route section can be preliminarily divided. By further identifying the dangerous situation in different time periods in the route section, the dangerous tendency of the route section is divided again, so that the danger of the route section can be reliably considered, the ship route can be further optimized, and the safety of the ship operation can be improved.

[0047] Furthermore, the present invention calculates accident tendency characterization parameters based on the historical information data of each route segment in combination with the average channel width of each route segment. In actual situations, the ship flow rate, channel width and the number of ship accidents in the route are important influencing factors reflecting the danger of the route segment. Due to severe weather conditions, complex marine environment, channel congestion, geological disasters, etc., it is easy to cause danger to ships during navigation. By obtaining the average channel width, ship flow rate and the number of ship accidents in the route segment, the tendency of the route segment to be prone to danger can be reflected to a certain extent. By calculating the accident tendency characterization parameters, the situation in the route segment can be expressed to a certain extent, so that by considering the danger of the route segment, the ship route can be further optimized to improve the safety of ship operation.

[0048] Furthermore, the present invention determines whether to replace the route segment based on the relationship between the time period when the ship is expected to travel on each route segment and the characteristic time period. When the route segment is a high-risk accident route segment category, the route segment may only be more dangerous in certain time periods, rather than being more dangerous in all time periods. By further acquiring the situation in the route segment, the time period with higher risk in the route segment can be identified, so that when the time period when the ship passes through the route segment is in a high-risk period, the route segment is replaced. After more accurately evaluating the risk of the route segment in different time periods, the present invention further optimizes the ship route and improves the safety of ship operation.

[0049] Furthermore, the present invention obtains the average operating time of ships in a route segment within a preset time and determines whether to replace the route segment. Even if a route segment is a non-high-risk accident route segment category, there may still be certain dangers. By obtaining the average operating time of ships in the route segment in the recent period, the operation status of ships in the route segment can be obtained. If there are natural factors or marine environmental factors in the route segment in the recent period that may cause dangerous conditions for ship operation, the average operating time of ships in the route segment will change, and the route segment needs to be replaced to improve the safety of ship operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 Flow chart of a method for planning a route for ships entering and leaving a port in an embodiment of the present invention;

[0051] Figure 2 A logic decision diagram for determining whether to replace a route segment according to the relationship between the time period during which the ship is expected to travel on each route segment and the characteristic time period in an embodiment of the present invention;

[0052] Figure 3 To obtain the average running time of ships in a route segment within a preset time in an embodiment of the present invention, and determine whether to replace the route segment logic decision diagram;

[0053] Figure 41 is a structural block diagram of a ship entry and exit route planning system in an embodiment of the present invention. DETAILED DESCRIPTION

[0054] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only 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] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0056] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0057] like Figure 1 As shown, this embodiment provides a method for planning a route for ships entering and leaving a port, and the method for planning a route for ships entering and leaving a port includes:

[0058] Step S1, obtaining an initial ship route, dividing the initial ship route into several route segments, obtaining historical information data of each route segment and an average channel width of each route segment, wherein the historical information data includes the ship flow rate in the route segment and the number of ship accidents;

[0059] Step S2, calculating the accident tendency characterization parameter according to the historical information data of each route segment combined with the average channel width of each route segment;

[0060] Step S3, classifying route segments according to accident tendency characterization parameters;

[0061] Step S4, selecting a route planning strategy according to the route segment category, including:

[0062] Obtain the ship flow rate and the number of ship accidents in each time period in the route segment, identify the characteristic time period, obtain the time period when the ship is expected to travel in each route segment, and determine whether to replace the route segment based on the relationship between the time period when the ship is expected to travel in each route segment and the characteristic time period;

[0063] Or, obtaining the average running time of the ship in the route segment within a preset time, and determining whether to replace the route segment;

[0064] Step S5, obtaining the final ship route according to the determination result.

[0065] In this embodiment, the initial ship route may be obtained through route planning software. Optionally, the initial ship route is a ship route with the shortest time.

[0066] In this embodiment, the initial ship route is divided into a number of route segments, each of which has the same length.

[0067] Specifically, historical information on ship routes and average channel width can be obtained through shipping information service systems such as AIS, Baochuan.com, myships, etc., as well as statistical data and annual reports released by the Ministry of Transport or relevant departments.

[0068] It can be understood that by determining whether to replace a route segment, the route segment to be replaced in the initial ship route can be replaced, thereby obtaining a final ship route.

[0069] Specifically, in step S2, the accident tendency characterization parameter is calculated according to formula (1):

[0070]

[0071] In formula (1), D represents the parameter characterizing the accident tendency, W represents the average channel width, Q represents the ship flow rate, C represents the number of ship accidents, W0 represents the preset average channel width threshold, Q0 represents the preset ship flow rate threshold, and C0 represents the preset number of ship accidents threshold.

[0072] In this embodiment, W0 and Q0 are obtained in advance by experiments. The average value We of the width of the initial ship route and the average value Qe of the daily ship flow of each route segment are obtained. It is assumed that W0 = a × We, a is the channel width coefficient, 0.8 < a < 0.9, and Q0 = b × Qe, b is the ship flow coefficient, 1.1 < b < 1.2. C0 is selected in the range of [0, 2].

[0073] In implementation, the accident tendency characterization parameter is a measure of the probability or risk of an accident occurring to a ship within a route segment, and may also be replaced by other parameters characterizing the occurrence of accidents and risks that can be determined based on the number of accidents, average channel width, and ship traffic. For example, a risk prediction model can be determined through algorithms such as statistical regression analysis, probabilistic risk assessment (PRA), Monte Carlo simulation, or deep neural networks, which can predict the degree of danger of each route when the traffic, width, and number of accidents are known.

[0074] Specifically, the accident tendency characterization parameters are calculated based on the historical information data of each route segment combined with the average channel width of each route segment. In actual situations, the ship flow rate, channel width and the number of ship accidents in the route are important influencing factors reflecting the danger of the route segment. Due to severe weather conditions, complex marine environment, channel congestion, geological disasters, etc., it is easy to cause danger to ships during navigation. By obtaining the average channel width, ship flow rate and the number of ship accidents in the route segment, the tendency of the route segment to be prone to danger can be reflected to a certain extent. By calculating the accident tendency characterization parameters, the situation in the route segment can be expressed to a certain extent, so that by considering the danger of the route segment, the ship route can be further optimized to improve the safety of ship operation.

[0075] Specifically, in step S3, the route segments are classified according to the accident tendency characterization parameters, wherein:

[0076] Compare the accident tendency characterization parameter of the route segment with the preset accident tendency characterization parameter comparison threshold,

[0077] If the accident tendency characterization parameter of the route segment is less than the preset accident tendency characterization parameter comparison threshold, the route segment is classified as a non-high-risk accident route segment category;

[0078] If the accident tendency characterization parameter of the route segment is greater than or equal to the preset accident tendency characterization parameter comparison threshold, the route segment is classified as a high-risk accident route segment category.

[0079] In this embodiment, the preset accident tendency characterization parameter comparison threshold is selected within the range of [1.72, 1.76].

[0080] Specifically, in step S4, a route planning strategy is selected according to the route segment category, wherein:

[0081] If the route segment is a non-high-risk accident route segment category, the average ship operation time in the route segment within a preset time is obtained to determine whether to replace the route segment;

[0082] If the route segment is a high-risk accident route segment category, the ship flow rate and the number of ship accidents in each time period within the route segment are obtained, the characteristic time period is identified, the time period when the ship is expected to travel in each route segment is obtained, and it is determined whether to replace the route segment based on the relationship between the time period when the ship is expected to travel in each route segment and the characteristic time period.

[0083] In this embodiment, the average running time of the ship in the route segment within a preset time is obtained, and the preset time is selected in the range of [2 days, 5 days]. For example, the running time of each ship passing through the route segment within 3 days is obtained to obtain the average time.

[0084] Specifically, in step S4, the process of identifying the characteristic time period includes:

[0085] Compare the ship flow in each period with the preset flow comparison threshold, and compare the number of ship accidents in each period with the preset accident number comparison threshold.

[0086] If the ship flow rate in a time period is greater than a preset flow rate comparison threshold, or the number of ship accidents in a time period is greater than a preset accident number comparison threshold, the time period is identified as a characteristic time period.

[0087] In this embodiment, a day is divided into several time periods, each time period has the same length, and the length of each time period is selected within the range of [1h, 3h].

[0088] In this embodiment, the preset flow comparison threshold Ql is obtained in advance through experiments, and Ql=c×Qe, c is the flow comparison threshold coefficient, 1.2<c<1.4, and the preset accident number comparison threshold is selected within the range of [0, 1].

[0089] Specifically, the process of obtaining the time period during which the ship is expected to travel on each route segment in step S4 includes:

[0090] Obtain the estimated time for the ship to enter each route segment and the estimated time for the ship to leave each route segment;

[0091] The time period during which the ship is expected to travel on each route segment is from the time when the ship is expected to enter each route segment to the time when the ship is expected to leave each route segment.

[0092] like Figure 2 As shown, specifically, in step S4, the process of determining whether to replace the route segment according to the relationship between the time period during which the ship is expected to travel on each route segment and the characteristic time period includes:

[0093] Obtain the characteristic time period of each route segment and the time period during which the ship is expected to travel on each route segment;

[0094] If the characteristic time period of the route segment overlaps with the time period during which the ship is expected to travel on each route segment, it is determined to replace the route segment.

[0095] It can be understood that if the characteristic time period is the same as the time period when the ship is expected to travel on each route, it is considered that there is an overlapping period between the characteristic time period of the route segment and the time period when the ship is expected to travel on each route segment. For example, if the characteristic time period is 8:00-10:00 and the ship is expected to travel on each route segment from 9:00 to 11:00, then 9:00-10:00 is the overlapping period.

[0096] Specifically, whether to replace the route segment is determined based on the relationship between the time period when the ship is expected to travel on each route segment and the characteristic time period. When the route segment is a high-risk accident route segment, the route segment may only be more dangerous in certain time periods, rather than being more dangerous in all time periods. By further acquiring the situation in the route segment, the time period with higher risk in the route segment can be identified, so that when the period when the ship passes through the route segment is a high-risk period, the route segment is replaced. After a more accurate assessment of the risk of the route segment in different time periods, the ship route is further optimized to improve the safety of ship operation.

[0097] like Figure 3 Specifically, in step S4, the process of obtaining the average running time of the ship in the route segment within the preset time and determining whether to replace the route segment includes:

[0098] Obtain the average ship running time in each route segment, and compare the average ship running time with the preset ship running time comparison threshold.

[0099] If the average ship running time in the route segment is greater than a preset ship running time comparison threshold, it is determined to replace the route segment.

[0100] In this embodiment, the preset ship operation time comparison threshold t0 is obtained in advance in the experiment, the operation time of each ship in each route segment is obtained, and the average value te is calculated. It is set that t0=d×te, d is the operation time coefficient, 1.1<d<1.2.

[0101] Specifically, the average operating time of ships in a route segment within a preset time is obtained to determine whether to replace the route segment. Even if a route segment is not a high-risk accident route segment, there may still be certain dangers. By obtaining the average operating time of ships in the route segment in the recent period, the operation status of ships in the route segment can be obtained. If there are natural factors or marine environmental factors in the route segment in the recent period that may cause dangerous conditions for ship operation, the average operating time of ships in the route segment will change, and the route segment needs to be replaced to improve the safety of ship operation.

[0102] like Figure 4 As shown, this embodiment also provides a ship entry and exit route planning system, including:

[0103] A data acquisition module is used to obtain an initial ship route, obtain historical information data of each route segment and an average channel width of each route segment, wherein the historical information data includes the ship flow rate within the route segment and the number of ship accidents;

[0104] A classification module, connected to the data acquisition module, is used to calculate the accident tendency characterization parameter based on the historical information data of each route segment combined with the average channel width of each route segment, and classify the route segment;

[0105] The strategy selection module is connected to the classification module and the data acquisition module respectively, and is used to select the route planning strategy according to the route segment category, including:

[0106] Obtain the ship flow rate and the number of ship accidents in each time period in the route segment, identify the characteristic time period, obtain the time period when the ship is expected to travel in each route segment, and determine whether to replace the route segment based on the relationship between the time period when the ship is expected to travel in each route segment and the characteristic time period;

[0107] Or, obtaining the average running time of the ship in the route segment within a preset time, and determining whether to replace the route segment;

[0108] The route planning module is connected to the strategy selection module to select the ship route according to the determination result of the strategy selection module.

[0109] The historical information data includes the number of ship accidents and ship traffic in each route segment within the historical period. The historical period can ensure that the statistical characteristics of the number of ship accidents and ship traffic can be reflected. It should be understood that the specific structures of the data acquisition module, the classification module, the strategy selection module and the route planning module are not limited, and they can all be composed of logic components or a combination of logic components, and the logic components include field programmable processors, computers or microprocessors in computers.

[0110] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the device, method and computer program product according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based device that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0111] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the embodiments here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A method for planning a ship's port entry and exit route, characterized in that: include: Step S1, obtaining an initial ship route, dividing the initial ship route into several route segments, obtaining historical information data of each route segment and an average channel width of each route segment, wherein the historical information data includes the ship flow rate in the route segment and the number of ship accidents; Step S2, calculating the accident tendency characterization parameter according to the historical information data of each route segment combined with the average channel width of each route segment; Step S3, classifying route segments according to accident tendency characterization parameters; Step S4, selecting a route planning strategy according to the route segment category, including: Obtain the ship flow and number of ship accidents at each time period within the route segment. Identify the characteristic time period, obtain the time period during which the ship is expected to travel on each route segment, and determine whether to replace the route segment according to the relationship between the time period during which the ship is expected to travel on each route segment and the characteristic time period; Or, obtaining the average running time of the ship in the route segment within a preset time, and determining whether to replace the route segment; Step S5, obtaining the final ship route according to the determination result.

2. The method for planning a ship's port entry and exit route according to claim 1, characterized in that: In step S2, the accident tendency characterization parameter is calculated according to formula (1): In formula (1), D represents the parameter characterizing the accident tendency, W represents the average channel width, Q represents the ship flow rate, C represents the number of ship accidents, W0 represents the preset average channel width threshold, Q0 represents the preset ship flow rate threshold, and C0 represents the preset number of ship accidents threshold.

3. The method for planning a ship's port entry and exit route according to claim 2, characterized in that: In step S3, the route segments are classified according to the accident tendency characterization parameters, wherein: Compare the accident tendency characterization parameter of the route segment with the preset accident tendency characterization parameter comparison threshold, If the accident tendency characterization parameter of the route segment is less than the preset accident tendency characterization parameter comparison threshold, the route segment is classified as a non-high-risk accident route segment; If the accident tendency characterization parameter of the route segment is greater than or equal to the preset accident tendency characterization parameter comparison threshold, the route segment is classified as a high-risk accident route segment category.

4. The method for planning a ship's port entry and exit route according to claim 3, characterized in that: In step S4, a route planning strategy is selected according to the route segment category, wherein: If the route segment is a non-high-risk accident route segment category, the average ship operation time in the route segment within a preset time is obtained to determine whether to replace the route segment; If the route segment is a high-risk accident route segment category, the ship flow rate and the number of ship accidents in each time period within the route segment are obtained, the characteristic time period is identified, the time period when the ship is expected to travel in each route segment is obtained, and it is determined whether to replace the route segment based on the relationship between the time period when the ship is expected to travel in each route segment and the characteristic time period.

5. The method for planning a ship's port entry and exit route according to claim 1, characterized in that: In step S4, the process of identifying the characteristic time period includes: Compare the ship flow rate in each period with the preset flow rate comparison threshold, and compare the number of ship accidents in each period with the preset accident number comparison threshold. If the ship flow rate in a time period is greater than a preset flow rate comparison threshold, or the number of ship accidents in a time period is greater than a preset accident number comparison threshold, the time period is identified as a characteristic time period.

6. The method for planning a ship's port entry and exit route according to claim 1, characterized in that: The process of obtaining the time period during which the ship is expected to travel on each route segment in step S4 includes: Obtain the estimated time for the ship to enter each route segment and the estimated time for the ship to leave each route segment; The time period during which the ship is expected to travel on each route segment is from the time when the ship is expected to enter each route segment to the time when the ship is expected to leave each route segment.

7. The method for planning a ship's port entry and exit route according to claim 1, characterized in that: In step S4, the process of determining whether to replace the route segment according to the relationship between the time period during which the ship is expected to travel on each route segment and the characteristic time period includes: Obtain the characteristic time period of each route segment and the time period during which the ship is expected to travel on each route segment; If the characteristic time period of the route segment overlaps with the time period during which the ship is expected to travel on each route segment, it is determined to replace the route segment.

8. The method for planning a ship's port entry and exit route according to claim 1, characterized in that: In step S4, the process of obtaining the average running time of the ship in the route segment within the preset time and determining whether to replace the route segment includes: Obtain the average ship running time in each route segment, and compare the average ship running time with the preset ship running time comparison threshold. If the average ship running time in the route segment is greater than a preset ship running time comparison threshold, it is determined to replace the route segment.

9. A ship entry and exit route planning system, characterized in that: The method for planning a ship's port entry and exit route according to any one of claims 1 to 8 is applied, and the ship's port entry and exit route planning system comprises: A data acquisition module is used to obtain an initial ship route, obtain historical information data of each route segment and an average channel width of each route segment, wherein the historical information data includes the ship flow rate within the route segment and the number of ship accidents; A classification module, connected to the data acquisition module, is used to calculate the accident tendency characterization parameter based on the historical information data of each route segment combined with the average channel width of each route segment, and classify the route segment; The strategy selection module is connected to the classification module and the data acquisition module respectively, and is used to select the route planning strategy according to the route segment category, including: Obtain the ship flow rate and the number of ship accidents in each time period in the route segment, identify the characteristic time period, obtain the time period when the ship is expected to travel in each route segment, and determine whether to replace the route segment based on the relationship between the time period when the ship is expected to travel in each route segment and the characteristic time period; Or, obtaining the average running time of the ship in the route segment within a preset time, and determining whether to replace the route segment; The route planning module is connected to the strategy selection module to select the ship route according to the determination result of the strategy selection module.

10. The ship entry and exit route planning system according to claim 9, characterized in that: The historical information data includes the number of ship accidents and ship traffic in each route segment within a historical period.

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