A dynamic polar route planning system, device, and medium integrating AIS speed feedback

Abstract

This invention discloses a polar route dynamic planning system integrating AIS speed feedback, comprising: a data acquisition module for collecting polar sea ice environment data and ship performance parameters; a nonlinear modeling module for estimating ship speed under complex sea ice conditions by establishing a fitting model between sea ice concentration and the speed of different ship types; a propulsion-environment feedback module for constructing a closed-loop mechanism of ship propulsion displacement, speed, and environmental changes to dynamically correct the ship's feasible propulsion capability under different environmental conditions; a dynamic path planning module for generating the optimal route that satisfies safety, navigability, and economy based on an improved path search algorithm, combined with the aforementioned sea ice speed nonlinear module and propulsion-environment feedback module; and a result output module for outputting the optimal route and its corresponding time and distance consumption for daily or arbitrary time scales.

Description

Technical Field

[0001] This invention relates to the field of intelligent shipping and polar route planning technology, and in particular to a dynamic polar route planning system based on AIS (Automatic Identification System) ship speed and propulsion feedback. Background Technology

[0002] In recent years, with the gradual development of polar shipping routes such as the Northeast Passage and Northwest Passage, polar shipping has become an emerging direction in international shipping. However, polar shipping areas have unique natural environments, the main characteristics of which include:

[0003] Sea ice complexity: The uncertainty of sea ice directly affects ship speed and propulsion performance;

[0004] Differences in ship adaptability: Different ship types exhibit significant differences in performance under different sea ice conditions, and existing static planning methods are unable to reflect the real-time coupling effect between ship propulsion and the environment;

[0005] Insufficient path dynamism: Existing polar route planning methods are mostly based on single ice condition data or static speed models, lacking the integration of AIS ship speed and propulsion feedback information, making it difficult to meet the real-time dynamic planning requirements in complex environments. Summary of the Invention

[0006] To overcome the shortcomings of the existing technology, this invention provides a polar route dynamic planning system that integrates AIS speed feedback. By introducing nonlinear modeling of sea ice speed and a propulsion-environment feedback mechanism, it realizes dynamic speed estimation and optimal path planning of ships in the complex polar environment, thereby improving the safety and intelligence level of polar shipping.

[0007] According to one aspect of the present invention, a polar route dynamic planning system integrating AIS speed feedback is provided, comprising:

[0008] The data acquisition module is used to collect polar sea ice environment data and AIS vessel data, including vessel type, speed, position and time parameters;

[0009] The sea ice speed nonlinear modeling module is used to establish a fitting model between sea ice concentration and the speed of different ship types, so as to realize the estimation of ship speed under complex sea ice conditions.

[0010] The propulsion-environment feedback module is used to construct a closed-loop feedback mechanism between ship propulsion displacement, speed and environmental parameters, so as to dynamically correct the ship's feasible propulsion capability under different environmental conditions.

[0011] The dynamic path planning module is used to generate the optimal route that meets the requirements of safety, navigability and economy based on the path search algorithm, combined with the sea ice speed nonlinear modeling module and the propulsion-environment feedback module.

[0012] The results output module is used to output the optimal route and its corresponding time and distance consumption for each day or any time scale, and display it in a graphical interface or interactive terminal.

[0013] As a further technical solution, the sea ice speed nonlinear modeling module is further used for:

[0014] Based on AIS ship data, the ship's position, time and speed information are extracted, and the correlation between AIS trajectory and sea ice concentration on the corresponding date is established through spatiotemporal joint matching.

[0015] Ship type is classified based on the ship's identification code, and the average speed characteristics corresponding to different sea ice concentrations are obtained;

[0016] A model relating sea ice concentration to ship speed was constructed and fitted to achieve speed estimation under complex sea ice conditions.

[0017] As a further technical solution, the propulsion-environment feedback module is also used for:

[0018] Based on the current ship position and its corresponding sea ice concentration, and combined with the relationship between sea ice concentration and ship speed, estimate the real-time speed;

[0019] Combining real-time speed with the day's route planning results, the day's destination is determined based on the accumulated travel time, and the destination is the starting point for the next day's travel plan.

[0020] The sea ice concentration for the following day is updated based on sea ice forecast data in order to execute the route planning for the following day.

[0021] As a further technical solution, the propulsion-environment feedback module is also used for:

[0022] The actual speed is extracted from AIS ship data and then incorporated into the relationship model between sea ice concentration and ship speed. The relationship model is then updated and adjusted in real time.

[0023] As a further technical solution, the dynamic path planning module is further used for:

[0024] The starting and ending points of the voyage are determined according to mission requirements;

[0025] The static optimal navigation path based on the sea ice concentration of the day is generated using the A* path planning algorithm.

[0026] Based on the relationship model between sea ice concentration and ship speed, the sailing segment that the ship can complete on the same day is extracted from the static optimal sailing path;

[0027] Based on the navigable segments that can be completed on that day, feasible paths are traversed and calculated to obtain the optimal navigable path for that day.

[0028] As a further technical solution, the dynamic path planning module also introduces a segment straight line optimization strategy, including:

[0029] Iterate through the straight-line connections between any two points in the planned path, calculate the straight-line travel cost, and then compare it with the travel cost of the planned path. If the straight-line travel cost is less than the travel cost of the planned path, replace the planned path with the straight-line path.

[0030] As a further technical solution, the sub-segment straight line optimization strategy is expressed as follows:

[0031] ,

[0032] in, and Let c represent the planned path and the straight path, respectively, and c(.) represent the driving cost calculated based on the path.

[0033] According to one aspect of the present invention, a dynamic planning method for polar routes integrating AIS speed feedback is provided, comprising:

[0034] Collect polar sea ice environmental data and AIS vessel data, including vessel type, speed, location and time parameters;

[0035] Establish a fitting model between sea ice concentration and the speed of different ship types to achieve ship speed estimation under complex sea ice conditions;

[0036] Construct a closed-loop feedback mechanism between ship propulsion displacement, speed and environmental parameters to dynamically correct the ship's feasible propulsion capability under different environmental conditions;

[0037] Based on the path search algorithm, combined with the sea ice speed nonlinear modeling module and the propulsion-environment feedback module, the optimal route that satisfies safety, navigability and economy is generated.

[0038] Output the optimal route and its corresponding time and distance consumption for each day or any time scale.

[0039] According to one aspect of the present invention, a polar route dynamic planning device integrating AIS speed feedback is provided, comprising:

[0040] The computing unit includes a central processing unit, a graphics processing unit, memory, and a storage module, and is used to perform the path planning calculations and data processing described above.

[0041] The data receiving and transmission module is used to receive sea ice environment data and AIS ship data, and transmit them to the computing unit;

[0042] The display module is used to show the route planning results in the form of a map.

[0043] The input and interaction module is used by users to set the start and end point parameters of the path.

[0044] According to one aspect of the present invention, a non-transitory computer-readable storage medium is provided, the non-transitory computer-readable storage medium storing computer instructions that cause the computer to execute the described polar route dynamic planning method incorporating AIS speed feedback.

[0045] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0046] 1. Strong dynamic adaptability: Based on real-time speed and propulsion feedback from AIS, dynamic adjustment of speed estimation and path planning is achieved.

[0047] 2. Higher accuracy: It accurately reflects the speed characteristics of different ship types under complex ice conditions through nonlinear modeling.

[0048] 3. Enhanced robustness: The propulsion-environment closed-loop mechanism effectively reduces the impact of environmental uncertainties on planning outcomes.

[0049] 4. Wide range of applications: Applicable to various types of ships, with good versatility.

[0050] 5. Intelligent support: Provides dynamic and intuitive decision support tools for polar shipping, improving safety and efficiency. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 This is a schematic diagram of the structure of a polar route dynamic planning system that integrates AIS speed feedback, provided as an embodiment of the present invention.

[0053] Figure 2The flowchart of the route dynamic planning mechanism provided in the embodiment of the present invention illustrates the process of route planning algorithm, ship propulsion and environmental feedback coupling mechanism, route optimization and evaluation. Detailed Implementation

[0054] Given the complexity of sea ice, varying vessel adaptability, and insufficient route dynamics in polar shipping areas, there is an urgent need for a dynamic planning system based on AIS data, combined with vessel speed, propulsion feedback, and environmental factors, to improve the safety, navigation, and economy of polar routes. Therefore, this invention provides a dynamic planning system for polar routes that integrates AIS speed feedback. By introducing nonlinear modeling of sea ice speed and a propulsion-environment feedback mechanism, it enables dynamic speed estimation and optimal route planning for vessels in the complex polar environment, thereby improving the safety and intelligence of polar shipping.

[0055] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. In addition, the technical features of the various embodiments or individual embodiments provided by the present invention can be arbitrarily combined to form new technical solutions. Such combinations are not bound by the order of steps and / or structural composition patterns, but must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0056] This invention provides a dynamic polar route planning system that integrates AIS speed feedback, such as... Figure 1 As shown, it includes: a data acquisition module, a sea ice speed nonlinear modeling module, a propulsion-environment feedback module, a dynamic path planning module, and a result output module.

[0057] The data acquisition module is used to collect polar sea ice environment data and AIS ship data, including ship type, speed, location, time and date parameters.

[0058] The nonlinear modeling module for sea ice speed utilizes AIS (Automatic Identification System) ship data to extract the ship's latitude, longitude, UTC time, and speed information. Through spatiotemporal joint matching, it precisely correlates the AIS trajectory with the corresponding date's Sea Ice Concentration (SIC) data, thus assigning a realistic sea ice environment background to each voyage record. Subsequently, voyage samples are classified according to the ship's MMSI identification code. For five typical ship types—cargo ships, fishing vessels, passenger ships, liquid cargo ships, and icebreakers—average speed characteristics under different sea ice concentration conditions are statistically analyzed. By constructing various forms of function models (linear, polynomial, exponential, logarithmic, and power functions) and comparing fitting errors, a quantitative relationship between SIC and SOG (Speed ​​Over Ground) is established, i.e., a model relating sea ice concentration and ship speed is established, enabling an adaptive expression of speed variation patterns under different ice conditions. This model, as the core of the propulsion-environment feedback module, provides data-driven support for real-time speed estimation and dynamic path adjustment during multi-day voyages.

[0059] The propulsion-environment feedback module is used to construct a closed-loop feedback mechanism between the ship's propulsion displacement, speed, and environmental parameters, so as to dynamically correct the ship's feasible propulsion capability under different environmental conditions. Here, the environmental parameter refers to sea ice concentration.

[0060] Specifically, the propulsion-environment feedback module is used to achieve dynamic coupling feedback during navigation. This module first calculates the ship's real-time speed using a speed estimation model based on the ship's current geographical location and sea ice concentration information at its current grid point. Then, combining the real-time speed with the day's path planning results, it determines the day's destination position based on the accumulated navigation time. The determined destination position serves as the starting point for the next day's navigation plan, and simultaneously updates the sea ice concentration field for the next day based on sea ice prediction data to execute the next day's route planning.

[0061] The above process is repeated on a daily basis until the ship reaches the predetermined target position. In this dynamic feedback process, the navigation environment (sea ice concentration) determines the real-time speed, which in turn affects the destination position of the day. Changes in the destination position will then change the route planning and corresponding sea ice environment for the next day, realizing a closed-loop dynamic coupling mechanism of "environmental change - speed adjustment - route evolution", thereby improving the environmental adaptability and prediction accuracy of multi-day continuous navigation route planning.

[0062] Furthermore, the ship's actual speed is incorporated into the sea ice-speed model, and the model is updated and adjusted in real time to achieve dynamic adjustment of propulsion capability.

[0063] The dynamic path planning module is used to generate optimal routes that satisfy safety, navigation, and economy, based on the A* path search algorithm, combined with the sea ice speed nonlinear modeling module and the propulsion-environment feedback module. This module, within the improved A* algorithm framework, combines a nonlinear speed model and a propulsion-environment feedback mechanism to generate optimal routes that balance safety, navigation, and economy.

[0064] like Figure 2 As shown, during execution, the dynamic path planning module first determines the starting and ending points of the voyage based on task requirements. Next, based on the sea ice concentration information for the day, the system uses the A* path planning algorithm to generate a static optimal voyage path based on the sea ice environment of that day. Subsequently, combining the sea ice speed model (i.e., a model that dynamically adjusts speed according to changes in sea ice concentration), the system extracts the voyage segment that the ship can complete that day from this static path. For this voyage segment, the feasible paths are traversed and calculated using a path evaluation function to obtain the optimal voyage result for the day, and this result is added to the dynamic cumulative path. The above steps are executed cyclically on a daily basis until the cumulative path contains the target endpoint, marking the completion of the initial path planning phase.

[0065] Building upon this, the dynamic path planning module further optimizes the planned path globally: it selects any two nodes in the path and connects them with a straight line, then compares this straight line with the original path segment in terms of both time and distance. If the straight line is no less safe or efficient than the original path, then the straight line replaces the original path segment, thus optimizing and updating the path. This optimization process can significantly reduce travel distance and time consumption, improving the overall efficiency and smoothness of polar route planning.

[0066] Specifically, the planned path for day t is generated using the A* path planning algorithm. for:

[0067] ,

[0068] in, This represents a path planning algorithm. This represents the starting point of the plan on day t. This represents the environmental information for day t, including sea ice concentration. This represents the last point in the path, which is updated as input, i.e., the end point of the current day is used as the starting point of the next day.

[0069] Specifically, the sub-segment straight line optimization strategy is expressed as follows:

[0070] ,

[0071] in, and Let c represent the planned path and the straight path, respectively, and c(.) represent the driving cost calculated based on the path.

[0072] The dynamic path planning module can update the matching relationship between speed, distance and sea ice concentration in real time during the route search process, thereby improving the accuracy of dynamic path planning.

[0073] Furthermore, the dynamic route planning module supports dynamically updating route planning results based on daily or real-time data.

[0074] The result output module is used to output the optimal route and its corresponding time and distance consumption for each day or any time scale, and display it in a graphical interface or interactive terminal.

[0075] Optionally, the interactive terminal described in this embodiment of the invention may include:

[0076] Computing Unit: Includes a central processing unit (CPU), a graphics processing unit (GPU), memory, and storage modules, used to efficiently process large amounts of data and perform path planning calculations.

[0077] Data receiving and transmission module: used to receive sea ice concentration and AIS data, and transmit the data to the processing unit.

[0078] Display module: Displays the planning results in the form of graphics, maps, etc., making it easy for users to view the route planning results.

[0079] Input and Interaction Module: Provides a user interface that allows users to select the start and end points of the planned path.

[0080] Based on the same inventive concept as the foregoing embodiments, this embodiment of the invention also provides a polar route dynamic planning method integrating AIS speed feedback, including:

[0081] Step 1: Data collection.

[0082] This step involves collecting sea ice concentration data and AIS data for global polar regions through public data service platforms (such as the University of Bremen, NSIDC, and OSISAF) and open satellite observation platforms. The AIS data includes information such as ship type, speed, code, and date.

[0083] Step 2: Fitting the sea ice speed model.

[0084] Based on AIS ship trajectory data and daily sea ice concentration data, a nonlinear adaptive fitting model of "sea ice concentration - ship speed" is established for different ship types to simulate ship speed under different sea ice conditions.

[0085] Step 3: Ship propulsion-environmental feedback closed-loop mechanism.

[0086] Based on the current ship position and its corresponding sea ice concentration, the real-time speed is estimated through a speed model. This speed further determines the distance traveled per unit time, thereby affecting the spatial state and path propulsion mode at the next moment, forming a dynamic coupling process of environmental change, speed adjustment, and path evolution.

[0087] Step 4: Dynamic path planning.

[0088] Based on the traditional A* path planning framework, an innovative closed-loop mechanism of "ship propulsion-environmental feedback" is introduced. Sea ice environment information is dynamically updated daily, and the matching relationship between speed, distance and environmental resistance is updated in real time during the route search process. At the same time, a "segment straight line optimization strategy" is designed to reduce redundant tracks and shorten the total distance.

[0089] Step 5: Output and Visualization.

[0090] The forecast results will be output in the form of maps or charts to facilitate further analysis and application by users. The output results include daily sea ice environment and path planning information.

[0091] Based on the same inventive concept as the foregoing embodiments, this embodiment of the invention also provides a polar route dynamic planning device integrating AIS speed feedback, comprising:

[0092] The computing unit includes a central processing unit, a graphics processing unit, memory, and a storage module, and is used to perform the path planning calculations and data processing described above.

[0093] The data receiving and transmission module is used to receive sea ice environment data and AIS ship data, and transmit them to the computing unit;

[0094] The display module is used to show the route planning results in the form of a map.

[0095] The input and interaction module is used by users to set the start and end point parameters of the path.

[0096] Based on the same inventive concept as the foregoing embodiments, this embodiment of the invention also provides a non-transitory computer-readable storage medium that stores computer instructions that cause the computer to execute the aforementioned polar route dynamic planning method incorporating AIS speed feedback.

[0097] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0098] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0099] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0100] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0101] In summary, this invention discloses a dynamic polar route planning system based on AIS ship speed and propulsion feedback. The system includes a data acquisition module, a sea ice speed nonlinear modeling module, a propulsion-environment feedback module, a dynamic path planning module, and a result output module. The data acquisition module collects polar sea ice environmental data and ship performance parameters. The nonlinear modeling module establishes a nonlinear adaptive fitting model between sea ice concentration and the speed of different ship types to estimate ship speed under complex sea ice conditions. The propulsion-environment feedback module constructs a closed-loop mechanism for ship propulsion displacement, speed, and environmental changes to dynamically correct the ship's feasible propulsion capabilities under different environmental conditions. The dynamic path planning module, based on an improved path search algorithm and combined with the aforementioned sea ice speed nonlinear module and propulsion-environment feedback module, generates an optimal route that satisfies safety, navigation, and economy. The result output module outputs the optimal route and its corresponding time and distance consumption for daily or arbitrary time scales. This invention can improve the accuracy and reliability of route planning in complex polar environments, providing intelligent support for polar shipping safety and efficiency.

[0102] The terms “comprising” and “having”, and any variations thereof, in the specification, claims, and accompanying drawings of this invention are intended to cover a non-exclusive inclusion, such as a process, method, system, product, or apparatus that includes a series of steps or units, not necessarily limited to those explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0103] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the technical solutions of the embodiments of the present invention.

Claims

1. A polar route dynamic planning system fusing AIS speed feedback, characterized in that, The application comprises: a data acquisition module for acquiring polar sea ice environment data and AIS ship data, including ship type, speed, position and time parameters; a sea ice speed nonlinear modeling module for establishing a fitting model between sea ice density and the speed of different ship types to estimate the speed of a ship under complex sea ice conditions; a propulsion-environment feedback module for building a closed-loop feedback mechanism between ship propulsion displacement, speed and environmental parameters to dynamically correct the feasible propulsion capability of a ship under different environmental conditions, including estimating real-time speed based on the current ship position and its corresponding sea ice density, combining the relationship between sea ice density and ship speed, determining the end-of-day navigation position based on the cumulative navigation time according to the real-time speed and the path planning result of the day, and the end-of-day navigation position being the starting point of the next day's navigation planning, and further used for obtaining the actual speed extracted from the AIS ship data, introducing the actual speed into the relationship model between sea ice density and ship speed, and real-time updating and adjusting the relationship model; a dynamic path planning module for generating an optimal route meeting safety, navigability and economy based on a path search algorithm, combining the sea ice speed nonlinear modeling module and the propulsion-environment feedback module, including generating a static optimal navigation path based on the sea ice density of the day based on the A* path planning algorithm, and cutting the ship's navigable segment of the day from the static optimal navigation path based on the relationship model between sea ice density and ship speed, and performing traversal calculation on the feasible path based on the navigable segment of the day to obtain the optimal navigation path of the day; a result output module for outputting the optimal route and its corresponding time and distance consumption at each day or any time scale, and displaying the results in a graphical interface or interactive terminal.

2. The polar track dynamic programming system fusing AIS speed feedback according to claim 1, wherein, The sea ice speed nonlinear modeling module is further used for: extracting position, time and speed information of a ship based on AIS ship data, and establishing the association between AIS trajectory and sea ice density of the corresponding date through spatio-temporal joint matching; classifying ship types according to the identification code of the ship, and obtaining the average speed characteristics corresponding to different sea ice densities; building a relationship model between sea ice density and ship speed and fitting it to realize speed estimation under complex sea ice conditions.

3. The polar track dynamic programming system fusing AIS speed feedback of claim 2, wherein, The propulsion-environment feedback module is further used for: updating the sea ice density of the next day according to the sea ice prediction data to perform route planning of the next day.

4. The polar route dynamic planning system fusing AIS speed feedback according to claim 1, wherein, The dynamic path planning module is further used for: determining the starting point and end point of navigation according to task requirements.

5. The polar track dynamic programming system fusing AIS speed feedback of claim 4, wherein, The dynamic path planning module further introduces a sub-segment straight line optimization strategy, including: traversing the straight line connection between any two points in the planned path, calculating the straight line driving cost, and then comparing it with the driving cost of the planned path, and replacing the planned path with a straight line path when the straight line driving cost is less than the driving cost of the planned path.

6. The polar route dynamic planning system fusing AIS speed feedback according to claim 5, wherein, The sub-segment straight line optimization strategy is expressed as: ， wherein, and denote a planned path and a straight path, respectively, and c(.) denotes a travel cost based on path computation.

7. A polar route dynamic planning method fusing AIS speed feedback, implemented using the system of any one of claims 1-6, characterized in that, including: acquiring polar sea ice environment data and AIS ship data, including ship type, speed, position and time parameters; establishing a fitting model between sea ice density and the speed of different ship types to realize speed estimation of a ship under complex sea ice conditions; A closed-loop feedback mechanism between ship propulsion displacement, displacement, speed and environmental parameters is constructed to dynamically correct the feasible propulsion capacity of the ship under different environmental conditions; Based on the path search algorithm, the optimal route that meets safety, navigability and economy is generated by combining the sea ice speed nonlinear modeling module and the propulsion-environment feedback module; Output the optimal route and its corresponding time and distance consumption at daily or any time scale.

8. A polar route dynamic programming device fusing AIS speed feedback, characterized in that, It comprises: A computing unit comprising a central processing unit, a graphics processing unit, a memory and a storage module, for executing the polar route dynamic programming method of claim 7 fused with AIS speed feedback; A data receiving and transmitting module for receiving sea ice environment data and AIS ship data and transmitting to the computing unit; A display module for displaying the path planning result in the form of a map graph; An input and interaction module for user to set path start and end point parameters.

9. A non-transitory computer-readable storage medium, comprising: The non-transitory computer readable storage medium stores computer instructions, which cause the computer to execute the polar route dynamic programming method of claim 7 fused with AIS speed feedback.

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