North polar channel route planning system and method based on visual sea ice risk

Abstract

The invention discloses an arctic channel route planning system and method based on a visual sea ice risk, and the system comprises a future sea ice data obtaining module which is used for obtaining the sea ice data of an arctic region in the future N days; the sea ice risk grade determination module is used for calculating to obtain a sea ice risk grade; the sea ice risk display module is used for displaying sea ice risk levels corresponding to different areas of the north pole; the route preliminary planning and drawing module is used for drawing an initial global route; and the route prediction display module is used for obtaining the risk condition of the initial global route in the cross-day period. Aiming at the complex ice condition environment of the ice area, the ship route design is carried out by considering the influence of sea ice on ship navigation, so that the whole ship route design process is visually displayed, the ship route can be flexibly adjusted, a more efficient, more economical and safer ship route is provided for ship navigation in the north pole, and the ship route design efficiency is improved. And the sailing safety and efficiency of the ship in the Arctic ice region are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of Arctic waterway route planning, and in particular to an Arctic waterway route planning system and method based on visualized sea ice risk. Background Art

[0002] The Arctic navigation environment is complex and changeable, and is significantly affected by global climate change. As temperatures rise in the Arctic, sea ice is melting faster, providing more possibilities for navigation on the Arctic route. The Arctic route can significantly shorten the voyage between Europe and Asia, providing a new fast route for international trade.

[0003] However, Arctic navigation faces many challenges. Sea ice is one of the main factors affecting navigation safety. The existence of sea ice increases the difficulty of ships sailing in ice areas and causes damage to the ship's hull structure. Especially when a ship collides with ice, the squeezing and impact of the ice may cause the hull to deform or the structure to be damaged.

[0004] The thickness and density of sea ice are the main factors affecting navigation, and different levels of ice have different effects on ship navigation. Ships sailing in the Arctic region need to take special considerations on the risks of ice areas when designing routes, and make corresponding planning adjustments based on the complex ice conditions in the Arctic while considering traditional route design methods. Summary of the invention

[0005] The present invention provides an Arctic waterway route planning system and method based on visualized sea ice risk to overcome technical problems.

[0006] In order to achieve the above object, the technical solution of the present invention is: An Arctic shipping route planning system based on visualized sea ice risk, including: A future sea ice data acquisition module, wherein the future sea ice data acquisition module is used to acquire sea ice data of the Arctic region for the next N days, where N≤8, and the sea ice data includes sea ice thickness and sea ice density; A sea ice risk level determination module, used to calculate the sea ice risk level according to the sea ice data; A sea ice risk display module, which is used to superimpose the electronic nautical chart of the Arctic region with the sea ice risk level to obtain a sea ice risk level map to display the sea ice risk levels corresponding to different regions of the Arctic; A route preliminary planning and drawing module, wherein the route preliminary planning and drawing module is used to draw an initial global route for future navigation in the Arctic region based on the sea ice risk level map; the initial global route is a number of continuous user-defined segments obtained based on a route drawing strategy; The route drawing strategy is: determine the starting position and the end position of the voyage, and draw the route in accordance with the principle of making the path between the starting position and the end position of the voyage as short as possible and avoiding areas where the sea ice risk level does not meet the requirements; A route prediction display module is used to obtain the number of days required for sailing according to the initial global route, and map the sea ice risk level map of the corresponding date to the initial global route according to the number of days required for sailing, so as to obtain the risk situation of the initial global route across days.

[0007] Furthermore, the route prediction display module obtains the number of days required for sailing according to the initial global route, and maps the sea ice risk level of the corresponding date to the initial global route according to the number of days required for sailing. The process is as follows: According to the sailing start time, the total distance of the initial global route and the preset planned speed, the number of days required for sailing according to the initial global route and the corresponding flight segments of each day are calculated, and the two ends of each flight segment are the date change points; adding a plurality of said date change points as virtual turning points to the initial global route, thereby dividing the initial global route into a plurality of consecutive date segments; The local areas in the sea ice risk level map corresponding to the dates of the plurality of consecutive date segments are mapped onto the initial global route.

[0008] Furthermore, the process in which the sea ice risk display module superimposes the electronic nautical chart of the Arctic region with the sea ice risk level to display the sea ice risk level corresponding to different regions of the Arctic is as follows: For areas above 85 degrees latitude in the Arctic electronic nautical chart, the polar stereographic projection is used to overlay the sea ice risk levels with different colors on the Arctic electronic nautical chart; For areas below 85 degrees latitude in the electronic nautical chart of the Arctic region, the Mercator projection is used to superimpose the sea ice risk level projection differentiated by different colors on the electronic nautical chart of the Arctic region.

[0009] Furthermore, the process of the sea ice risk level determination module calculating the sea ice risk level according to the sea ice data is as follows: Based on sea ice data and using POLARIS, the navigation risk in the ice area where the ship is located is assessed and a risk index value table is obtained; Using the risk index value table, calculate the risk index result RIO, the calculation formula is: , In the formula, is the density of each ice type within the ice area; is the risk index value for each ice type in the risk index value table; A preset risk index result criterion table is obtained, and based on the risk index result criterion table and the risk index result RIO, the restriction conditions of the ship in the ice area are evaluated to obtain the sea ice risk level.

[0010] A method for planning an Arctic route based on visualized sea ice risk, the method being implemented based on the system of claim 1, and comprising the following specific steps: S1: Obtain sea ice data for the Arctic region for the next N days, N≤8, the sea ice data including sea ice thickness and sea ice density, and calculate the sea ice risk level; S2: superimposing the electronic nautical chart of the Arctic region with the sea ice risk level to obtain a sea ice risk level display diagram showing the sea ice risk levels corresponding to different regions of the Arctic; S3: The user draws the initial global route for future planned navigation in the Arctic region based on the sea ice risk level display map and route drawing strategy for a certain day; S4: obtaining the number of days required for sailing according to the initial global route, and mapping the local sea ice risk level map of the corresponding date to the initial global route according to the number of days required for sailing, so as to obtain the risk situation of the initial global route when crossing days; S5: Determine whether there is a route crossing the danger zone according to the risk situation of the initial global route when crossing the day. If so, the user obtains the sea ice risk level display map corresponding to the danger zone on that day, and readjusts the route crossing the danger zone until there is no route crossing the danger zone when the initial global route crosses the day, and the final safe route is obtained.

[0011] Further, in S2, the process of superimposing the electronic nautical chart of the Arctic region with the sea ice risk level to display the sea ice risk level corresponding to different regions of the Arctic is: For areas above 85 degrees latitude in the Arctic electronic nautical chart, the polar stereographic projection is used to overlay the sea ice risk levels with different colors on the Arctic electronic nautical chart; For areas below 85 degrees latitude in the electronic nautical chart of the Arctic region, the Mercator projection is used to superimpose the sea ice risk level projection differentiated by different colors on the electronic nautical chart of the Arctic region.

[0012] Further, in S4, the number of days required for sailing according to the initial global route is obtained, and the local sea ice risk level map of the corresponding date is mapped to the initial global route according to the number of days required for sailing, so as to obtain the risk situation of the initial global route when crossing days. The process is: According to the sailing start time, the total distance of the initial global route and the preset planned speed, the number of days required for sailing according to the initial global route and the corresponding flight segments of each day are calculated, and the two ends of each flight segment are the date change points; adding a plurality of said date change points as virtual turning points to the initial global route, thereby dividing the initial global route into a plurality of consecutive date segments; The sea ice risk level map for the dates corresponding to the plurality of consecutive date segments is partially mapped onto the initial global route.

[0013] Beneficial effects: The Arctic route planning system based on visualized sea ice risk proposed in the present invention superimposes the electronic nautical chart of the Arctic region with the calculated sea ice risk level through the sea ice risk display module to display the sea ice risk level corresponding to different regions of the Arctic; based on the route preliminary planning drawing module, the user can draw the initial global route for future navigation in the Arctic region based on the route drawing strategy; then the route prediction display module can obtain the number of days required for navigation according to the initial global route, and map the sea ice risk level of the corresponding date to the initial global route according to the number of days required for navigation, so as to display the risk situation of the initial global route when crossing days; according to the risk situation of the initial global route when crossing days, the user can intuitively see whether the initial global route will cross the dangerous area when sailing in the future. If so, the route preliminary planning drawing module can be called, and the sea ice risk level of the day corresponding to the route crossing the dangerous area can be found, and the part of the route can be manually readjusted until the initial global route displayed by the route prediction display module is a safe route. The present invention designs routes in view of the complex ice environment in ice areas and takes into account the impact of sea ice on ship navigation, so that the entire route design process can be visualized and the route can be flexibly adjusted to plan a safe route. The system can provide ships with more efficient, more economical and safer routes in the Arctic, and improve the safety and efficiency of ships sailing in the Arctic ice areas. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0015] Figure 1 It is a flow chart of a method for planning an Arctic route based on visualized sea ice risk in the present invention; Figure 2 It is a schematic diagram of an initial global route for sailing in the Arctic region drawn by a user based on a route preliminary planning and drawing module in an embodiment of the present invention; Figure 3 It is a schematic diagram of the risk situation of the initial global route when crossing days displayed by the route prediction display module in an embodiment of the present invention; Figure 4 A schematic diagram of a user modifying a route based on a result displayed by a route prediction display module in an embodiment of the present invention; Figure 5 It is a modified initial global route schematic diagram drawn by the user based on the route preliminary planning drawing module in an embodiment of the present invention; Figure 6 It is a schematic diagram of the risk situation of the global route after the route is adjusted when crossing the day, displayed by the route prediction display module in an embodiment of the present invention; Figure 7 A heading chart before adding a virtual turning point in an embodiment of the present invention; Figure 8 This is a heading chart after adding a virtual turning point in an embodiment of the present invention. DETAILED DESCRIPTION

[0016] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, 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.

[0017] This embodiment provides an Arctic shipping route planning system based on visualized sea ice risk, including: A future sea ice data acquisition module, wherein the future sea ice data acquisition module is used to acquire sea ice data of the Arctic region for the next N days, where N≤8, and the sea ice data includes sea ice thickness and sea ice density; Specifically, in this embodiment, the sea ice density and thickness data for the next several days provided in the Copernicus Marine DataStore are used.

[0018] A sea ice risk level determination module, used to calculate the sea ice risk level according to the sea ice data; A sea ice risk display module, which is used to superimpose the electronic nautical chart of the Arctic region with the sea ice risk level to obtain a sea ice risk level map to display the sea ice risk levels corresponding to different regions of the Arctic; Specifically, in this embodiment, different sea ice risk levels are distinguished by different colors, so the sea ice risk level situation in different areas of the Arctic can be displayed; The module for preliminary route planning and drawing, such as Figure 2 and Figure 5As shown, the route preliminary planning and drawing module is used to draw an initial global route for future navigation in the Arctic region based on the sea ice risk level map; the initial global route is a number of continuous user-defined segments obtained based on the route drawing strategy; The route drawing strategy is: determine the starting position and the end position of the voyage, and draw the route in accordance with the principle of making the path between the starting position and the end position of the voyage as short as possible and avoiding areas where the sea ice risk level does not meet the requirements; Specifically, the route preliminary planning and drawing module can fully display the sea ice risk level on a date selected by a user, so that the user can send drawing data to the route preliminary planning and drawing module according to the route drawing strategy. The drawing data is the user-defined flight segment. The route preliminary planning and drawing module draws an initial global route on the sea ice risk level map based on the drawing data.

[0019] Route prediction display module, such as Figure 3 and Figure 6 As shown, the route prediction display module is used to obtain the number of days required for sailing according to the initial global route, and map the sea ice risk level map of the corresponding date to the initial global route according to the number of days required for sailing, so as to display the risk situation of the initial global route across days; if the number of sailing days exceeds the data that can be obtained from the Copernicus Ocean Database, the sea ice risk level of the exceeded date will be missing. At this time, the system can automatically use the available sea ice risk level of the date adjacent to the missing date and map it to the initial global route.

[0020] Specifically, according to the results displayed by the route prediction display module, the user can take corresponding processing measures, including: if the route prediction display module shows that the route on a certain day of actual navigation according to the initial global route crosses the dangerous area, the user can call the route preliminary planning drawing module again, and select the sea ice risk level corresponding to the day of crossing the dangerous area in the route preliminary planning drawing module, such as Figure 4 As shown, the route crossing the dangerous area is then manually readjusted, and the route prediction display module is called again for viewing, until the global route displayed by the route prediction display module is a safe route, that is, the global route does not cross the dangerous area.

[0021] Specifically, when the user plans a route based on the sea ice risk display module, the sea ice risk display module displays the global ice conditions for one day, that is, the user plans the global route for future navigation based on the ice conditions for the planned day, ensuring the general direction of future navigation. Although the ice conditions in the next few days will not change much in theory, it still cannot be guaranteed that the initial global route will not cross the dangerous area in the next few days. Therefore, after the initial route planning is completed, based on the set route prediction display module, the user can call the route prediction display module that can display the ice conditions on different dates for confirmation. If it is found that the initial global route crosses the dangerous area, the user should make adjustments.

[0022] Specifically, the method proposed in this embodiment can obtain the general direction of future navigation in the Arctic region. If only the route for the day is planned based on the acquired data every day, it is very likely that the route planned for the day is safe, but when it comes to the next day, when planning according to the data acquired on the second day, it is found that there is an area with a high risk of sea ice ahead. For ships with poor icebreaking capabilities, it is even necessary to turn around and re-plan the route. After the general direction of future driving is predicted in advance based on the method proposed in this embodiment, fine-tuning can be performed based on actual data later, but overall the areas with high risk levels of sea ice can be avoided to avoid danger and economic losses.

[0023] In a specific embodiment, the process of the sea ice risk level determination module calculating the sea ice risk level according to the sea ice data is as follows: Based on sea ice data and using POLARIS, the navigation risk in the ice area where the ship is located is assessed and a risk index value table is obtained; Using the risk index value table, calculate the risk index result RIO, the calculation formula is: , In the formula, is the density of each ice type within the ice area; is the risk index value for each ice type in the risk index value table; A preset risk index result criterion table is obtained, and based on the risk index result criterion table and the risk index result RIO, the restriction conditions of the ship in the ice area are evaluated to obtain the sea ice risk level.

[0024] In a specific embodiment, the process in which the sea ice risk display module superimposes the electronic nautical chart of the Arctic region with the sea ice risk level to display the sea ice risk level corresponding to different regions of the Arctic is as follows: For areas above 85 degrees latitude in the Arctic electronic nautical chart, the polar stereographic projection is used to overlay the sea ice risk levels with different colors on the Arctic electronic nautical chart; For areas below 85 degrees latitude in the electronic nautical chart of the Arctic region, the Mercator projection is used to superimpose the sea ice risk level projection differentiated by different colors on the electronic nautical chart of the Arctic region.

[0025] Specifically, the sea ice risk level is projected into the matrix corresponding to the electronic nautical chart. After projection, each grid includes sea ice risk data, latitude and longitude.

[0026] Specifically, since the sampling method of the original forecast sea ice thickness and density data is based on the polar stereographic projection, and the electronic nautical chart of the Arctic region itself adopts the Mercator projection, the sea ice risk level map obtained based on the original forecast sea ice thickness and density data can better maintain the proportion in the area above 85 degrees latitude of the electronic nautical chart in the Arctic region, so it can be projected directly. However, when the sea ice risk level map is projected to the area below 85 degrees latitude of the electronic nautical chart, the density of the sampling points will be very uneven, so additional processing is required to make the density of the sampling points in the Mercator projection uniform.

[0027] Specifically, when projecting the sea ice risk level to the area below 85 degrees latitude on the electronic chart, you need to first create a bitmap whose lower left corner corresponds to the geographic point (180°W, 52°N) and the upper right corner corresponds to the geographic point (180°E, 85°N), and then generate the bitmap content according to the following steps: Use the Mercator projection formula to calculate the map coordinates corresponding to the above two geographic points, and then obtain the map range corresponding to the bitmap (west to east, south to north); Divide the map range by the preset resolution (the map range corresponding to each pixel, such as an area with a length and width of 10 kilometers) and round it to get the actual length and width of the bitmap, and at the same time get the mapping relationship between map coordinates and bitmap coordinates; Traverse the sea ice risk level data, first use the Mercator projection formula to convert the geographic coordinates into map coordinates, then convert the map coordinates into bitmap coordinates according to the mapping relationship, and then write the values ​​into the corresponding pixel points; Traverse each pixel of the bitmap, and for pixels without values ​​written in, find the nearest pixel with values ​​written in, and then use the linear interpolation method, that is, calculate the interpolation weight according to the distance between the nearest data points, so as to calculate the value at the pixel.

[0028] In a specific embodiment, the route prediction display module obtains the number of days required for sailing according to the initial global route, and maps the sea ice risk level of the corresponding date to the initial global route according to the number of days required for sailing. The process is as follows: According to the sailing start time, the total distance of the initial global route and the preset planned speed, the number of days required for sailing according to the initial global route and the corresponding flight segments of each day are calculated, and the two ends of each flight segment are the date change points; adding a plurality of said date change points as virtual turning points to the initial global route, thereby dividing the initial global route into a plurality of consecutive date segments; The local parts in the sea ice risk level map for the dates corresponding to the several date segments are mapped onto the initial global route.

[0029] Specifically, Figure 7 As shown in the figure, for example, assuming that the ship's voyage start time at point A is 20240930 1400GMT, the current speed is V1 = 10kn, and the distance to the next turning point B is S1 = 150nm; the planned speed of the next turning point B is set to V2 = 12kn, and the distance between the next turning point B and the next turning point C is S2 = 240nm, then: The estimated time required for the ship to reach the next turning point B is: , The time remaining until midnight tomorrow is: , Therefore, if Figure 8 As shown, a virtual turning point A′ should be added at 10 / 15, i.e. 2 / 3 of the current flight segment, corresponding to the estimated arrival position at 20241001 0000 GMT; at the same time, it can be known that the estimated arrival time at the next turning point B is 20241001 0500 GMT.

[0030] The estimated time to reach the next turning point C is: , The remaining time until midnight the day after tomorrow is: , Therefore, if Figure 8 As shown, a virtual turning point B′ should be added at 19 / 20 of the current flight segment, corresponding to the estimated arrival position at 202410020000 GMT.

[0031] Specifically, before drawing based on the route preliminary planning drawing module, the user can set the forecast data type to POLARIS, the ship ice class to the ship ice class of the ship, and set the display date in the forecast setting dialog box of this system, and the sea ice risk forecast data based on the day will be displayed. The user can draw the initial global route planned for navigation in the Arctic region in the future according to the route drawing strategy based on the color corresponding to the sea ice risk level of the day. Since the initial global route is planned based on the sea ice risk forecast data of one day, in fact, it may take several days to complete the navigation of the route, so the future sea ice risk may change. Therefore, after drawing the initial global route, the user calls the route prediction display module to observe the route risk changes caused by the route crossing days: if the forecast data changes after the route crosses days, that is, the initial global route planned at this time is not safe, it is necessary to call the route preliminary planning drawing module again and find the sea ice risk of the day corresponding to the dangerous route, and adjust the route of the day accordingly, and then call the route prediction display module again, it can be seen whether the route risk is avoided compared with the initial global route designed for the first time, and the final safe route is obtained by repeatedly modifying the route.

[0032] In this embodiment, a method for planning an Arctic route based on visualized sea ice risk is also provided. The method is implemented based on the system, such as Figure 1 As shown, the specific steps include: S1: Obtain sea ice data for the Arctic region for the next N days, N≤8, the sea ice data including sea ice thickness and sea ice density, and calculate the sea ice risk level; Specifically, in this embodiment, POLARIS is used to calculate the sea ice risk level; S2: superimposing the electronic nautical chart of the Arctic region with the sea ice risk level to obtain a sea ice risk level display diagram showing the sea ice risk levels corresponding to different regions of the Arctic; S3: The user draws the initial global route for future planned navigation in the Arctic region based on the sea ice risk level display map and route drawing strategy for a certain day; S4: obtaining the number of days required for sailing according to the initial global route, and mapping the sea ice risk level map of the corresponding date to the initial global route according to the number of days required for sailing, so as to obtain the risk situation of the initial global route when crossing days; S5: Determine whether there is a route crossing the danger zone according to the risk situation of the initial global route when crossing the day. If so, the user obtains the sea ice risk level display map corresponding to the danger zone on that day, and readjusts the route crossing the danger zone until there is no route crossing the danger zone when the initial global route crosses the day, and the final safe route is obtained.

[0033] In a specific embodiment, in S2, the process of superimposing the electronic nautical chart of the Arctic region with the sea ice risk level to display the sea ice risk level corresponding to different regions of the Arctic is: For areas above 85 degrees latitude in the Arctic electronic nautical chart, the polar stereographic projection is used to overlay the sea ice risk levels with different colors on the Arctic electronic nautical chart; For areas below 85 degrees latitude in the electronic nautical chart of the Arctic region, the Mercator projection is used to superimpose the sea ice risk level projection differentiated by different colors on the electronic nautical chart of the Arctic region.

[0034] In a specific embodiment, in S4, the number of days required for sailing according to the initial global route is obtained, and the sea ice risk level of the corresponding date is mapped to the initial global route according to the number of days required for sailing, so as to obtain the risk situation of the initial global route when crossing days. The process is: According to the sailing start time, the total distance of the initial global route and the preset planned speed, the number of days required for sailing according to the initial global route and the corresponding flight segments of each day are calculated, and the two ends of each flight segment are the date change points; adding a plurality of said date change points as virtual turning points to the initial global route, thereby dividing the initial global route into a plurality of consecutive date segments; The local areas in the sea ice risk level map corresponding to the dates of the plurality of consecutive date segments are mapped onto the initial global route.

[0035] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An Arctic route planning system based on visualized sea ice risk, characterized in that: include: A future sea ice data acquisition module, wherein the future sea ice data acquisition module is used to acquire sea ice data of the Arctic region for the next N days, where N≤8, and the sea ice data includes sea ice thickness and sea ice density; A sea ice risk level determination module, used to calculate the sea ice risk level according to the sea ice data; A sea ice risk display module, which is used to superimpose the electronic nautical chart of the Arctic region with the sea ice risk level to obtain a sea ice risk level map to display the sea ice risk levels corresponding to different regions of the Arctic; A route preliminary planning and drawing module, wherein the route preliminary planning and drawing module is used to draw an initial global route for future navigation in the Arctic region based on the sea ice risk level map; the initial global route is a number of continuous user-defined segments obtained based on a route drawing strategy; The route drawing strategy is: determine the starting position and the end position of the voyage, and draw the route in accordance with the principle of making the path between the starting position and the end position of the voyage as short as possible and avoiding areas where the sea ice risk level does not meet the requirements; A route prediction display module is used to obtain the number of days required for sailing according to the initial global route, and map the sea ice risk level map of the corresponding date to the initial global route according to the number of days required for sailing, so as to obtain the risk situation of the initial global route across days.

2. The Arctic route planning system based on visualized sea ice risk according to claim 1 is characterized in that: The process of the route prediction display module obtaining the number of days required for sailing according to the initial global route and mapping the sea ice risk level of the corresponding date to the initial global route according to the number of days required for sailing is as follows: According to the sailing start time, the total distance of the initial global route and the preset planned speed, the number of days required for sailing according to the initial global route and the corresponding flight segments of each day are calculated, and the two ends of each flight segment are the date change points; adding a plurality of said date change points as virtual turning points to the initial global route, thereby dividing the initial global route into a plurality of consecutive date segments; The local areas in the sea ice risk level map corresponding to the dates of the plurality of consecutive date segments are mapped onto the initial global route.

3. The Arctic route planning system based on visualized sea ice risk according to claim 2 is characterized in that: The process of the sea ice risk display module superimposing the electronic nautical chart of the Arctic region with the sea ice risk level to display the sea ice risk level corresponding to different regions of the Arctic is as follows: For areas above 85 degrees latitude in the Arctic electronic nautical chart, the polar stereographic projection is used to overlay the sea ice risk levels with different colors on the Arctic electronic nautical chart; For areas below 85 degrees latitude in the electronic nautical chart of the Arctic region, the Mercator projection is used to superimpose the sea ice risk level projection differentiated by different colors on the electronic nautical chart of the Arctic region.

4. The Arctic route planning system based on visualized sea ice risk according to claim 1 is characterized in that: The process of the sea ice risk level determination module calculating the sea ice risk level according to the sea ice data is as follows: Based on sea ice data and using POLARIS, the navigation risk in the ice area where the ship is located is assessed and a risk index value table is obtained; Using the risk index value table, calculate the risk index result RIO, the calculation formula is: ， In the formula, is the density of each ice type within the ice area; is the risk index value for each ice type in the risk index value table; A preset risk index result criterion table is obtained, and based on the risk index result criterion table and the risk index result RIO, the restriction conditions of the ship in the ice area are evaluated to obtain the sea ice risk level.

5. A method for planning an Arctic route based on visualized sea ice risk, the method being implemented based on the system of claim 1, characterized in that: The specific steps include: S1: Obtain sea ice data for the Arctic region for the next N days, N≤8, the sea ice data including sea ice thickness and sea ice density, and calculate the sea ice risk level; S2: superimposing the electronic nautical chart of the Arctic region with the sea ice risk level to obtain a sea ice risk level display diagram showing the sea ice risk levels corresponding to different regions of the Arctic; S3: The user draws the initial global route for future planned navigation in the Arctic region based on the sea ice risk level display map and route drawing strategy for a certain day; S4: obtaining the number of days required for sailing according to the initial global route, and mapping the local sea ice risk level map of the corresponding date to the initial global route according to the number of days required for sailing, so as to obtain the risk situation of the initial global route when crossing days; S5: Determine whether there is a route crossing the danger zone according to the risk situation of the initial global route when crossing the day. If so, the user obtains the sea ice risk level display map corresponding to the danger zone on that day, and readjusts the route crossing the danger zone until there is no route crossing the danger zone when the initial global route crosses the day, and the final safe route is obtained.

6. The method for Arctic route planning based on visualized sea ice risk according to claim 5 is characterized in that: In S2, the process of superimposing the electronic nautical chart of the Arctic region with the sea ice risk level to display the sea ice risk level corresponding to different regions of the Arctic is: For areas above 85 degrees latitude in the Arctic electronic nautical chart, the polar stereographic projection is used to overlay the sea ice risk levels with different colors on the Arctic electronic nautical chart; For areas below 85 degrees latitude in the electronic nautical chart of the Arctic region, the Mercator projection is used to superimpose the sea ice risk level projection differentiated by different colors on the electronic nautical chart of the Arctic region.

7. The method for Arctic route planning based on visualized sea ice risk according to claim 6 is characterized in that: In S4, the number of days required for sailing according to the initial global route is obtained, and the local sea ice risk level map of the corresponding date is mapped to the initial global route according to the number of days required for sailing, so as to obtain the risk situation of the initial global route when crossing days. The process is: According to the sailing start time, the total distance of the initial global route and the preset planned speed, the number of days required for sailing according to the initial global route and the corresponding flight segments of each day are calculated, and the two ends of each flight segment are the date change points; adding a plurality of said date change points as virtual turning points to the initial global route, thereby dividing the initial global route into a plurality of consecutive date segments; The sea ice risk level map for the dates corresponding to the plurality of consecutive date segments is partially mapped onto the initial global route.

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