Route dynamic updating and service method, device and computer system

Abstract

The application discloses a kind of route dynamic updating and service method, device and computer system, the method includes: the multi-source heterogeneous data of fusing entity navigation mark, electronic channel chart virtual navigation mark and AIS virtual navigation mark, constructs navigation mark real-time dataset;Based on initial route surface and the navigation mark real-time dataset, construct network dataset containing entity navigation mark point, virtual navigation mark point, auxiliary point, route line and route surface;For at least one situation in the change of increasing mark, deleting mark, adjusting mark, navigation bridge hole, dynamically update the navigation mark point in network dataset and its channel navigation system boundary, and according to the proportion of channel navigation and the rule of alignment, the separation line, separation zone and channel navigation system channel of channel navigation system are updated in linkage;The update result is exported as shp file to support electronic channel chart production, and publishes GeoJSON data service interface.The application realizes the real-time dynamic updating of route data in a variety of channel environments, such as straight channel, curved channel, bifurcated channel, recommended channel and the like.

Description

Technical Field

[0001] This invention relates to a method, apparatus, and computer system for dynamic route updates and services. Background Technology

[0002] like Figure 1 As shown, the waterway includes physical navigation marks, virtual navigation marks, lane separation boundaries, lane separation zones, and recommended lane divisions. Navigation marks are the core infrastructure of the waterway management and navigation aid service system. In terms of waterway management, navigation marks serve as sensing nodes for dynamic monitoring of waterway conditions. Relying on sensors, they monitor water depth, current, and other conditions in real time, providing decision-making basis and benchmark references for waterway dredging and maintenance operations. In terms of navigation aid services, navigation marks use visual and information-based marking methods to identify waterway boundaries for vessels, clarify their navigation range, warn of dangerous areas, avoid safety hazards, provide positioning references, and achieve precise navigation, addressing the core needs of vessels at sea to "identify waterways, avoid dangers, and determine direction."

[0003] Electronic navigation charts (ENCs) are the core data carrier and interactive hub for the shipping industry's upgrade from "paper-based" to "digital and intelligent" systems. They integrate geospatial data, dynamic waterway information, IoT sensing data, and business management data, overcoming the shortcomings of paper-based charts such as delayed updates, limited information, and inconvenience. Through standardized data formats, multi-dimensional integration and dynamic release of waterway information, they achieve the digital reconstruction of waterway information, improving shipping efficiency and ensuring shipping safety. As a visualization hub and data fusion platform for smart waterways, ENCs support the implementation of dynamic monitoring, intelligent early warning, and precise management of smart waterways. In smart shipping, ENCs serve as a data link and collaborative platform connecting all elements of shipping, ports, waterways, maritime affairs, and logistics. They provide a visual window for real-time information interaction between ships and waterways, maritime affairs, and ports; provide core navigation support for autonomous navigation of intelligent ships; and provide a data foundation for port scheduling optimization, logistics information integration, and shipping index analysis.

[0004] Navigation aids are primarily presented in electronic navigation charts in two ways: first, through standardized symbols created according to the "Inland Waterway Electronic Navigation Chart Specification," which include static information such as their name, type, shape, color, and lights; and second, through dynamic data integrated into the digital waterway system, including real-time position data and operational status (current, voltage, and operating status). However, because the production and update cycle of route data often lags behind the actual deployment and adjustment of navigation aids, a mismatch occurs between the fixed routes displayed on the electronic navigation chart and the routes that should be taken according to the actual navigation aid indications. This "map-object discrepancy" can have serious consequences: for ships, when crew members navigate by visual navigation aids, conflicts can easily arise with the recommended routes displayed on the electronic navigation chart on the ship's terminal, potentially leading to misjudgments and affecting navigation safety; for shipping management, the accuracy of waterway situation analysis (such as traffic flow density calculation and route planning) based on lagging route data decreases, thereby affecting the decision-making efficiency of maritime supervision, scheduling optimization, and other business operations.

[0005] Currently, updating air routes based on navigation mark design positions mainly adopts the manual drawing method. When it is necessary to update the air route in a specific section, the electronic nautical chart production department first exports the navigation mark design position data for that section from the digital waterway system; then, the waterway area management unit manually draws the traffic control boundaries and traffic control separation lines using these design position data, exports the results as a shapefile, and submits them back to the electronic nautical chart production department for quality inspection and mapping.

[0006] However, this manual drawing method is labor-intensive and has a long production cycle. Even updating the route data for just one segment takes at least 3-5 days, causing route information to lag significantly behind the actual adjustments to navigation marks. Furthermore, route drawing relies on manual experience, making it difficult to accurately draw lane separation lines according to the required proportions of lane separation. Summary of the Invention

[0007] This invention primarily addresses the dynamic updating and service of airways under different navigation conditions, including straight channels, curved channels, recommended channels, bifurcated channels, and reverse routes after passing through a crossing zone. It enables real-time dynamic updates of traffic control boundaries, traffic control separation lines, traffic control separation zones, and recommended channel traffic control positions based on navigation mark design. Simultaneously, it supports the production and application of electronic navigation chart route data across multiple systems through offline shapefile export and standardized data service methods.

[0008] In a first aspect, this invention proposes a method for dynamic route updating and service, comprising: fusing multi-source heterogeneous data of physical navigation marks, virtual navigation marks in electronic navigation charts, and AIS virtual navigation marks to construct a real-time navigation mark dataset; constructing a network dataset with spatial topological relationships based on navigation routes and airways obtained from electronic navigation charts and the real-time navigation mark dataset, wherein the network dataset includes navigation mark points, auxiliary points, navigation routes and airways, and their spatial relationships, wherein the navigation mark points include physical navigation mark points and virtual navigation mark points; dynamically updating the navigation mark points in the network dataset and the traffic control boundaries formed by connecting the navigation mark points in the network dataset for at least one of the following situations identified: newly added navigation mark, deleted navigation mark, adjusted navigation mark, and changes in navigation bridge openings, and updating the traffic control separation lines, separation zones, and traffic control lanes in conjunction with the traffic control ratio and alignment rules; exporting the update results as a shapefile to support electronic navigation chart production, and publishing a GeoJSON data service interface.

[0009] In some examples, the fusion of the multi-source heterogeneous data includes: aggregating navigation mark data, including data on physical navigation marks, virtual navigation marks on electronic navigation charts, and AIS virtual navigation marks, wherein the physical navigation mark data and the virtual navigation mark data on electronic navigation charts at least include navigation mark ID, navigation mark name, navigation mark category, navigation mark subcategory, navigation mark icon, shore type, and design position latitude and longitude, and the AIS virtual navigation mark data at least includes MMSI code and design position latitude and longitude; performing unified fusion of navigation mark attributes, based on the design position and attributes of the physical navigation marks, virtual navigation marks on electronic navigation charts, and AIS virtual navigation marks, integrating the multi-source heterogeneous data into a unified data structure, generating an integrated data record for each unique navigation mark location; and deduplicating redundant data based on the design position latitude and longitude by setting a spatial distance tolerance threshold.

[0010] In some examples, the construction of the network dataset includes: extracting navigation mark location information from the real-time navigation mark dataset and defining it as a navigation mark point in the network dataset; defining the flight path in the electronic navigation chart as a line element in the network dataset; spatially comparing and deduplicating the inflection points and edges of the flight path with existing navigation marks and flight paths, and setting inflection points that do not correspond to any navigation marks as auxiliary points; constructing point-line spatial relationships between navigation marks, auxiliary points, and flight paths; constructing a surface dataset using the data of the flight path and calculating the spatial angle of each flight path; establishing the association between point, line, and surface datasets to form a network spatial topology; and setting a reverse attribute for each flight path to represent the direction of the flight path.

[0011] In some examples, when a new navigation mark is added, dynamically updating the network dataset includes: identifying the new navigation mark by comparing the real-time navigation mark dataset with the network dataset; determining the type of the new navigation mark, with electronic navigation chart virtual navigation marks and AIS virtual navigation marks directly participating in the update, and physical navigation marks only participating in the update when the navigation mark category is navigation sign; for the new navigation mark participating in the update, obtaining the nearest and second nearest navigation mark points of the same type; deleting the original channel separation boundary and creating two new boundaries; and splitting the associated navigation surface.

[0012] In some examples, when a navigation mark is deleted, dynamically updating the network dataset includes: identifying the deleted navigation mark by comparing the real-time navigation mark dataset with the network dataset; if the navigation mark is involved in the update, obtaining the two navigation mark points directly connected to it; deleting the navigation mark point and its associated boundary, and constructing a new lane separation system boundary; and merging the associated airways.

[0013] In some examples, when adjusting navigation marks, dynamically updating the network dataset includes: identifying and adjusting navigation marks when there are differences in the design position of the navigation marks by comparing the real-time navigation mark dataset with the network dataset; if the navigation mark is involved in the update, updating the spatial coordinates of the corresponding navigation mark point in the network dataset; and updating the directly connected lane separation system boundaries and associated airways in conjunction with the update.

[0014] In some examples, when the navigation span changes, dynamically updating the network dataset includes: defining pier auxiliary points for each pier of a multi-span bridge and incorporating them into the network dataset as nodes participating in route calculations; when the navigation span changes, according to the new navigation arrangement, enabling the pier auxiliary points corresponding to the new navigation span in the network dataset and deactivating the pier auxiliary points corresponding to the original navigation span; the enabling and deactivation of the pier auxiliary points triggers a linked update of the network dataset, thereby achieving synchronous adjustment of the navigation control boundaries of the bridge section.

[0015] In some examples, the linkage update of the lane separation system dividing line and dividing strip includes: based on the updated lane separation system boundary, calculating the perpendicular line and foot of the perpendicular from the navigation beacon point on one side boundary to the other side boundary; calculating the division point on the perpendicular line according to the preset lane separation ratio and the defined width of the dividing line / dividing strip; and the ordered set of all division points constitutes the new lane separation dividing line or dividing strip boundary.

[0016] Secondly, this invention proposes an apparatus for dynamic route updating and service, comprising: a navigation mark data fusion module, configured to fuse multi-source heterogeneous data of physical navigation marks, virtual navigation marks on electronic navigation charts, and AIS virtual navigation marks to construct a real-time navigation mark dataset; and a network dataset initialization module, configured to construct a network dataset with spatial topological relationships based on navigation routes and airways on electronic navigation charts and the real-time navigation mark dataset, wherein the network dataset includes navigation mark points, auxiliary points, navigation routes and airways, and their spatial relationships, and the navigation mark points include physical navigation mark points and virtual navigation marks. The navigation mark dynamic update module is configured to compare the real-time navigation mark dataset with the network dataset, and dynamically update the navigation mark points and the traffic separation system boundaries formed by connecting the navigation mark points in the network dataset for at least one of the following situations: new navigation mark, deleted navigation mark, adjusted navigation mark, and change of navigation bridge opening. It also updates the traffic separation system separator lines, separator strips, and traffic separation system lanes in conjunction with the traffic separation system ratio and alignment rules. The output module is configured to export the update results as a shapefile to support the production of electronic navigation charts and publish the GeoJSON data service interface.

[0017] Thirdly, the present invention proposes a computer system including a processor and a memory, wherein the memory stores executable program code, and the processor executes the program code to implement the method described therein.

[0018] This invention significantly improves the production efficiency of electronic navigation charts. In the traditional electronic navigation chart production process, route data production first requires the electronic navigation chart production department to export navigation mark data from the digital navigation system and provide it to the regional navigation management unit. The regional unit then manually draws the navigation route based on the navigation mark positions, followed by quality inspection and mapping by the electronic navigation chart production department. The entire production process takes at least 3-5 days. Using the technical solution created by this invention, the regional navigation management unit only needs to make minor adjustments based on automatically updated routes when necessary, such as adjusting the auxiliary point positions when navigation bridge openings change. After confirmation, a shapefile is exported, and the electronic navigation chart production department can then create the map. This reduces the workload of route drawing by more than 90% under various complex conditions such as curved channels, bifurcated channels, and recommended channels, shortening the production process to less than one day.

[0019] This invention significantly improves the ability to analyze waterway operation status and enhances transportation efficiency. Based on the dynamic route data service provided by this invention, application systems can significantly improve their ability to analyze waterway operation status based on route data, such as waterway scale monitoring and vessel traffic flow analysis. Furthermore, the technical solution created by this invention enables decoupled updates of different types of routes within the same segment. For example, based on waterway scale conditions, physical navigation marks can be used to identify cargo routes, while virtual navigation marks can be used to identify passenger routes. By constructing two network datasets, different types of routes within the same segment can be updated separately without interference, thus improving transportation efficiency.

[0020] This invention significantly enhances navigation aid capabilities and the navigation experience for ship users. Utilizing the real-time updated route data provided by this invention improves the accuracy of route planning algorithms, offering ship users more accurate recommended routes and aiding navigation safety. Simultaneously, it ensures real-time matching of routes and navigation mark positions on electronic navigation charts within the navigation aid system, avoiding misunderstandings caused by mismatches between routes and navigation marks on charts due to delayed route updates in traditional production processes, thus improving the navigation experience for ship users. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the waterway.

[0022] Figure 2 This is a flowchart of a route dynamic update and service method according to an embodiment of the present invention.

[0023] Figure 3 This is a flowchart of the network dataset initialization process in one embodiment of the present invention.

[0024] Figure 4 This is a schematic diagram of a waterway with an added navigation mark in one embodiment of the present invention.

[0025] Figure 5 This is a schematic diagram of a waterway in one embodiment of the present invention, in which a navigation mark has been removed.

[0026] Figure 6 This is a schematic diagram of a waterway in one embodiment of the present invention, showing an adjustment of the position of a navigation mark.

[0027] Figure 7 This is a schematic diagram of a waterway with altered navigation bridge openings according to one embodiment of the present invention.

[0028] Figure 8 This is a schematic diagram of a waterway with updated lane separation lines / separation strips in one embodiment of the present invention.

[0029] Figure 9 This is a schematic diagram of the updated recommended channel divergence in one embodiment of the present invention. Detailed Implementation

[0030] Example 1: As Figure 2 As shown, a method for dynamic route updating and service includes: First, fusing heterogeneous data from multiple sources such as physical navigation marks, virtual navigation marks on electronic navigation charts, and AIS virtual navigation marks to construct a complete and unified real-time navigation mark dataset; then, based on the initial navigation surface and route obtained from the electronic navigation chart and the real-time navigation mark dataset, constructing a network dataset with spatial topological relationships, the network dataset includes navigation mark points, auxiliary points, navigation routes, and navigation surfaces, as well as their spatial relationships. The navigation mark points include both physical and virtual navigation mark points, thus initializing the route data; based on this, by comparing the real-time navigation mark dataset with... The network dataset dynamically updates the navigation mark points and the lane separation system boundaries formed by connecting navigation mark points in the dataset for at least one of the following scenarios: addition of navigation mark points, deletion of navigation mark points, adjustment of navigation mark points, and changes in navigation bridge openings. Based on the lane separation system ratio and alignment rules, it also updates the lane separation system separator lines, separation zones, and lane separation system lanes in a coordinated manner. For changes in navigation bridge openings in bridge areas, it achieves synchronous updates of airways in the bridge area through repositioning auxiliary points. Finally, the update results are exported as shapefiles to support the production of electronic nautical charts, and a GeoJSON data service interface is published to provide data support for airway data analysis applications and navigation aid services. The method is described in detail below.

[0031] Step 1: Navigational beacon data fusion.

[0032] Multi-source navigation aid data aggregation is performed. Data from three independent sources—physical navigation aids, electronic navigation chart virtual navigation aids, and AIS virtual navigation aids—are aggregated. Physical navigation aid and electronic navigation chart virtual navigation aid data must include at least the navigation aid ID, navigation aid name, navigation aid category (navigation mark, signal mark, warning mark, special mark), navigation aid subcategory, navigation aid icon, shore location, and design position latitude and longitude. AIS virtual navigation aid data must include at least its unique MMSI code and design position latitude and longitude.

[0033] The navigation mark attributes are unified and integrated. Based on the design position and attributes of the navigation mark, the multi-source heterogeneous data from the above three sources are integrated into a unified data structure. An integrated data record is generated for each unique navigation mark position. This record contains available attribute information from all sources.

[0034] Deduplication of redundant data based on spatial location is performed. Using the "design position latitude and longitude" of navigation marks as the criterion, and by setting a spatial distance tolerance threshold, duplicate navigation mark records located in the same geographical location are identified and merged. Ultimately, a unified, complete, and redundancy-free real-time navigation mark dataset can be constructed.

[0035] Step 2: Initialize the network dataset.

[0036] This step, based on the real-time navigation mark dataset generated in step 1, combines route and surface data from the electronic navigation chart production system to construct a network dataset (referred to as the network) for spatial analysis and navigation calculations. For example... Figure 3 As shown, its specific implementation is as follows:

[0037] The navigation marks in the real-time navigation mark dataset and the navigation routes in the electronic navigation map are defined as basic point elements and line elements in the network dataset, respectively, and assigned corresponding network attributes.

[0038] The inflection points and edges of the flight path are spatially compared and deduplicated with existing navigation marks and routes. Inflection points on the flight path that do not correspond to any navigation marks are set as auxiliary points to improve the network topology.

[0039] Based on the processed navigation marks, auxiliary points, and flight routes, the point-line spatial relationships of the network dataset are constructed. Simultaneously, a surface dataset is built using flight path data, and the spatial angle of each flight path is calculated. Finally, based on spatial location (such as a shared spatial ID), the associations between the point, line, and surface datasets are established, forming a complete network spatial topology.

[0040] To address the directional issues arising from lane separation schemes after a route passes through a crossing area, a reverse attribute is assigned to each route surface: when reverse=0, it indicates the route direction is the default (i.e., downstream on the red buoy side, upstream on the white buoy side); when reverse=1, it indicates the route direction has been reversed (i.e., upstream on the red buoy side, downstream on the white buoy side). This attribute ensures that the network dataset can correctly represent the topology of bidirectional routes within lane separation areas.

[0041] Step 3: Dynamic updates of flight routes.

[0042] In response to changes in the setting, removal, adjustment, and navigation bridge openings of navigation markers, the network data is first updated synchronously to reflect the boundaries of the traffic control system. Then, the perpendicular line method is used to update the traffic control separation lines and traffic control separation zones, thereby achieving synchronous and dynamic updates of the airway data.

[0043] 3.1 Added navigation marks.

[0044] First, by comparing the fused real-time navigation mark dataset with the existing network dataset, navigation marks that exist in the real-time navigation mark dataset but have no corresponding points in the network dataset are identified and determined to be newly added navigation marks.

[0045] Subsequently, the type of newly added navigation marks is determined to ascertain whether they participate in route updates: virtual navigation marks on electronic navigation charts and virtual navigation marks on AIS directly participate in the dynamic route update calculation; for physical navigation marks from the digital navigation system, they only participate in route updates if their navigation mark category is "navigation marks"; while "signal marks", "warning marks" and "special marks" do not participate in route update calculations.

[0046] like Figure 4 In the indicated navigation channels (including navigation mark 11, traffic separation scheme boundary 12, traffic separation scheme dividing line 13, traffic separation scheme uphill lane 14, traffic separation scheme downhill lane 15), for each newly added navigation mark A participating in the update... i Based on the beacon subclass and icon, obtain the nearest and second-nearest beacon points A of the same type from the network dataset. i1 With A i2 Delete A i1 With A i2 The original lane separation boundary A between them i1 A i2 And create two new boundaries: A i1 A i With A i A i2 Correspondingly, the original boundary A was included. i1 A i2 The flight path will be split into two new flight paths, each containing a new boundary A. i1 A i With A i A i2 Ultimately, the network dataset will be synchronized and updated.

[0047] Furthermore, for complex scenarios such as bifurcated channels, to ensure that newly added navigation marks can establish a topological association with their correct channel branch (main channel or secondary channel), this invention employs a spatial location matching-based attribution determination algorithm. The core of this algorithm lies in determining the attribution of a new navigation mark by calculating its spatial distance from existing similar navigation marks in the network. Specifically, the system identifies the two closest similar navigation marks to the new mark and queries the channel branch (main / secondary) to which these two marks belong. If both marks belong to the main channel, the new mark is determined to belong to the main channel and is associated with and inserted into the main channel network accordingly; conversely, if its nearest reference navigation mark belongs to a secondary channel, the new mark is determined to belong to that secondary channel. This mechanism effectively overcomes the limitation of relying solely on navigation mark mileage order, which cannot distinguish between main and secondary channels at bifurcations, thus ensuring accurate updates to the channel separation boundary even in complex channel structures.

[0048] 3.2 Remove navigational aids.

[0049] like Figure 5 As shown, by comparing the real-time navigation mark dataset with the online dataset, navigation mark point A that exists in the online dataset but has no corresponding counterpart in the real-time navigation mark dataset was identified. i This was determined to be a deletion of the navigation mark.

[0050] If the navigation mark is involved in the route update calculation, then obtain the two directly connected navigation mark points A from the network dataset. i1 A i2 And the resulting two-segment traffic separation boundary A i1 A i With A i A i2 Subsequently, beacon point A was removed from the network dataset. i and boundary A i1 A i A i A i2 and in A i1 With A i2 Establish a new lane separation boundary A between them i1 A i2 To reconnect the shipping lanes.

[0051] Correspondingly, the original navigation point A i The two divided airways (each containing A) i1 A i With A i A i2 ) will be merged into a single complete airway (including A) i1 A i2 Finally, the network dataset will be synchronized and updated.

[0052] 3.3 Adjust navigation marks.

[0053] like Figure 6 As shown, by comparing the real-time data set of navigation marks with the online data set, when a navigation mark has a difference in its design position (latitude and longitude), it indicates that the navigation mark has been adjusted.

[0054] If the navigation mark is used in the route calculation, then the corresponding navigation mark point A in the network dataset is updated according to its latest design position. i The spatial coordinates. Updates to these coordinates will be linked to the movement of A. i Two directly connected lane separation system boundaries (A i1 A i With A i A i2 ), thereby changing its geometric shape.

[0055] Changes in the boundary shape will ultimately trigger synchronous updates of the associated airway surface data. The network dataset is then updated accordingly.

[0056] 3.4 Changes to the navigation bridge span.

[0057] In waterways with multi-span bridges, upstream and downstream routes typically need to pass through different designated spans (e.g., Figure 7 The upstream navigation bridge opening 18 and the downstream navigation bridge opening 19 are shown in the figure. To ensure that the generated route can avoid the physical bridge pier 17, the present invention defines a bridge pier auxiliary point (i.e., a type of auxiliary point in the network dataset described in step 2) for each bridge pier in the electronic waterway chart production system, and incorporates it into the network as a special node participating in the route calculation.

[0058] When the navigation bridge span changes due to water level, traffic control, or maintenance (for example, the downstream route changes from the original navigation span 19 to the current navigation span 20), the navigation route needs to be adjusted accordingly. The core mechanism involves dynamically updating the set of auxiliary points for the bridge piers participating in the navigation route calculation. The specific process is as follows:

[0059] Based on the latest navigation instructions, the system determines the two piers corresponding to the new navigation span. Subsequently, in the network dataset, the two auxiliary points corresponding to the new span are activated, while the two auxiliary points corresponding to the original span are deactivated. For example, if the navigation arrangement changes from "span 4 and span 5" to "span 4 and span 6," the point set used for route calculation will switch from the four auxiliary points corresponding to spans 4 and 5 to the four auxiliary points corresponding to spans 4 and 6.

[0060] The changes to the aforementioned auxiliary point set are equivalent to performing a node adjustment operation in the network dataset. This operation will automatically trigger the boundary redrawing and airway synchronization update mechanism as described in Section 3.3 (Adjusting Navigation Marks), thereby completing the accurate adjustment of the bridge-area traffic control boundary.

[0061] 3.5 Update of lane separation lines and lane separation strips.

[0062] The lane separation lines and lane separation strips divide the upbound and downbound lanes within the lane separation system boundary according to a preset traffic ratio. To achieve synchronous updates with the boundary, this invention employs the following method:

[0063] Based on the updated lane separation system boundaries, and using one boundary (e.g., the uphill boundary), calculate the perpendicular lines and feet of the perpendiculars from each beacon point on the other boundary (the downhill boundary) to that boundary (the uphill boundary). This is done according to the preset lane separation ratio (e.g., ...). Figure 8 The ratio of up to down traffic is 4:6, and the defined width of the dividing line / separation zone (where the defined width of the dividing line is zero) is used to calculate and determine the division points on each vertical line. The ordered set of all division points constitutes the new lane separation dividing line or separation zone boundary.

[0064] For curved waterways, interpolation points can be added between boundary markers, and the generated dividing lines can be smoothly fitted using the B-spline curve algorithm to ensure that their geometry is smooth.

[0065] 3.6 Recommended route separation update.

[0066] like Figure 9 As shown, the recommended channel divider 22 is located outside the channel divider of the channel divider system. Its width is a fixed value in different sections (such as 200 meters) and is formed by connecting navigation beacon point 11 and auxiliary point 23.

[0067] To achieve synchronous dynamic updates between recommended channel divisions and the main channel, this invention establishes a one-to-one binding relationship between lateral markers 11 and auxiliary points 22 in sections with recommended channels. When a lateral marker undergoes position adjustment, resulting in changes in its latitude and longitude (Δx, Δy), its bound auxiliary point will be automatically shifted by the same amount of coordinates (i.e., Δx and Δy are also corrected). This position update of the auxiliary point will automatically trigger the "marking" process described in Section 3.3, thereby driving the synchronous update of the geometry and network topology of the entire recommended channel division.

[0068] Step 4: Export the updated results as a shapefile to support the production of electronic navigation charts, and publish the GeoJSON data service interface to provide data support for route data analysis applications and navigation aid services.

[0069] Example 2: A route dynamic update and service device, including a navigation mark data fusion module, a network dataset initialization module, a route dynamic update module, and an output module.

[0070] The navigation mark data fusion module is configured to integrate heterogeneous data from multiple sources, including physical navigation marks, virtual navigation marks on electronic navigation charts, and virtual navigation marks on AIS, to construct a complete and unified real-time navigation mark dataset.

[0071] The network dataset initialization module is configured to: construct a network dataset containing navigation points (physical navigation points, virtual navigation points), auxiliary points, flight routes, and flight surfaces based on the initial flight path and navigation mark data, thereby realizing the initialization of flight path data.

[0072] The route dynamic update module is configured to: dynamically update the navigation marks and their lane separation system boundaries in the network dataset for cases of adding, deleting, and adjusting navigation marks; and update the lane separation lines, separation zones, and lane separation system lanes in conjunction with the lane separation ratio and route setting rules; and synchronize the update of the route in the bridge area by repositioning auxiliary points for changes in the bridge area navigation bridge openings.

[0073] The output module is configured to export the update results as a shapefile to support the production of electronic navigation charts, and to publish a GeoJSON data service interface to provide data support for route data analysis applications and navigation aid services. This method is described in detail below.

[0074] The route dynamic update and service device is a program product coupled with the route dynamic update and service method. Detailed algorithm implementations of each module of this device are described in the above-described method embodiments.

[0075] Example 3: A computer system including a processor and memory. The memory and processor are interconnected via a bus system and / or other forms of connection. The processor may include any one or more processors such as a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MP), or a digital signal processor (DSP). The memory may include volatile memory, such as random access memory (RAM). The memory may also include non-volatile memory. volatile memory), such as read-only memory (read... The memory can be a ROM (ROM-only memory), flash memory, hard disk drive (HDD), or solid-state drive (SSD). The memory stores executable program code, which the processor executes to implement the described route dynamic update and service method. In other words, the memory stores instructions for executing the described route dynamic update and service method.

[0076] Example 4: A computer-readable storage medium. For example, the computer-readable storage medium may be a read-only memory (ROM). Read-only memory (ROM), random access memory (RAM), and compact disc read-only memory (CD-ROM). Only memory, CD ROM, magnetic tape, floppy disk, and optical data storage devices, etc. This computer-readable storage medium is used to store computer-readable instructions, which, when executed by a computer, can perform one or more steps of the aforementioned route dynamic update and service method.

[0077] This invention is the first to apply spatial topology relationships to achieve dynamic route updates in complex environments. It represents a breakthrough in technologies such as multi-source heterogeneous navigation mark data fusion and navigation mark-route spatial relationship construction, enabling real-time dynamic updates of route data for various navigational environments, including straight channels, curved channels, bifurcated channels, and recommended channels.

[0078] This invention is the first to realize multi-terminal service for dynamic routes. It represents a breakthrough in dynamic route multi-channel service technology, providing real-time and accurate route data for electronic navigation chart production, service, and application through various methods including offline files and online interfaces.

[0079] In this invention, the technical solutions for initializing the network dataset and dynamically updating flight routes can be replaced by a geospatial knowledge graph. By constructing GIS entities of navigation aids, flight routes, and navigation bridge openings, and the spatial relationships between these entities, a waterway geospatial knowledge graph is built. Through the full lifecycle maintenance of these entity spatial relationships, dynamic updates of flight routes are achieved when navigation aids and navigation bridge openings are adjusted.

Claims

1. A method for dynamic route updating and service, characterized in that, include: By integrating multi-source heterogeneous data from physical navigation marks, virtual navigation marks on electronic navigation charts, and AIS virtual navigation marks, a real-time navigation mark dataset is constructed. Based on the navigation routes and surfaces in the electronic navigation chart and the real-time data set of navigation marks, a network dataset with spatial topological relationships is constructed. The network dataset includes navigation marks, auxiliary points, navigation routes and surfaces, and the spatial relationships between them. The auxiliary points are set according to the inflection points or piers of the navigation surfaces, and the navigation marks include physical navigation marks and virtual navigation marks. By comparing the real-time navigation mark dataset with the network dataset, for at least one of the following situations identified: new navigation mark, deleted navigation mark, adjusted navigation mark, or change of navigation bridge opening, the navigation mark points in the network dataset and the lane separation system boundary formed by connecting the navigation mark points are dynamically updated. Based on the lane separation system ratio and alignment rules, the lane separation system separation line, separation zone, and lane separation system lanes are updated in conjunction. The updated results are exported as shapefiles to support the production of electronic navigation charts, and the GeoJSON data service interface is published.

2. The method for dynamic route updating and service according to claim 1, characterized in that, The fusion of multi-source heterogeneous data includes: Collect navigation mark data, including data on physical navigation marks, virtual navigation marks on electronic navigation charts, and AIS virtual navigation marks. The data on physical navigation marks and virtual navigation marks on electronic navigation charts shall include at least the navigation mark ID, navigation mark name, navigation mark category, navigation mark subcategory, navigation mark icon, shore location, and design latitude and longitude of the mark. The data on AIS virtual navigation marks shall include at least the MMSI code and the design latitude and longitude of the mark. Unified integration of navigation mark attributes is carried out. Based on the design positions and attributes of the physical navigation marks, virtual navigation marks on the electronic navigation chart, and AIS virtual navigation marks, the multi-source heterogeneous data is integrated into a unified data structure, and an integrated data record is generated for each unique navigation mark position. Based on the design coordinates, redundant data is deduplicated by setting a spatial distance tolerance threshold.

3. The method for dynamic route updating and service according to claim 1, characterized in that, The construction of the network dataset includes: Extract navigation mark location information from the real-time navigation mark dataset and define it as a navigation mark point in the network dataset; define the flight path in the electronic waterway map as a line element in the network dataset. The inflection points and edges of the navigation surface are spatially compared and deduplicated with existing navigation marks and routes. Inflection points that do not correspond to any navigation marks are set as auxiliary points. Construct the point-line spatial relationships between navigational beacons, auxiliary points, and flight routes; A surface dataset is constructed using data from the flight path, and the spatial angle of each flight path is calculated. Establish relationships between point, line, and surface datasets to form a network spatial topology; Set a reverse attribute for each flight path to indicate the flight path direction.

4. The method for dynamic route updating and service according to claim 1, characterized in that, In the case of adding new navigation marks, dynamically updating the network dataset includes: New navigation marks are identified by comparing the real-time navigation mark dataset with the network dataset; To determine the type of newly added navigation aids, virtual navigation aids on electronic navigation charts and virtual navigation aids on AIS are directly updated, while physical navigation aids are only updated when the navigation aid category is navigation mark. For newly added navigation marks that are involved in the update, obtain the nearest and second nearest navigation marks of the same type; The existing lane separation system boundaries were deleted, and two new boundaries were constructed. Split the associated flight path.

5. The method for dynamic route updating and service according to claim 1, characterized in that, In the case of deleting navigation marks, dynamically updating the network dataset includes: By comparing the real-time navigation mark dataset with the network dataset, navigation marks can be identified and deleted. If a navigation mark is involved in the update, then obtain the two navigation mark points directly connected to it; Delete navigation marks and associated boundaries, and construct new lane separation system boundaries; Merge related flight paths.

6. The method for dynamic route updating and service according to claim 1, characterized in that, In the case of adjusting navigation marks, dynamically updating the network dataset includes: By comparing the real-time navigation beacon dataset with the network dataset, navigation beacons are identified and adjusted when there are differences in their designed positions. If a navigation mark is involved in the update, then update the spatial coordinates of the corresponding navigation mark point in the network dataset; The system will update the directly connected lane separation system boundaries and associated airways in a coordinated manner.

7. The method for dynamic route updating and service according to claim 1, characterized in that, In the event of changes to the navigation bridge span, dynamically updating the network dataset includes: Define pier auxiliary points for each pier of the multi-span bridge and include them in the network dataset as nodes participating in route calculation; When the navigation bridge span is changed, the pier auxiliary points corresponding to the new navigation span are enabled in the network dataset according to the new navigation arrangement, and the pier auxiliary points corresponding to the original navigation span are disabled. The activation and deactivation of the bridge pier auxiliary points triggers the linked update of the network dataset, thereby realizing the synchronous adjustment of the navigation boundary of the bridge section.

8. The method for dynamic route updating and service according to claim 1, characterized in that, The linked update of the lane separation lines and separation strips includes: Based on the updated lane separation system boundary, calculate the perpendicular line and foot of the perpendicular from the navigation mark on one side boundary to the other side boundary; Calculate the division points on the vertical line according to the preset lane separation ratio and the defined width of the separation line / separation strip; The ordered set of all dividing points constitutes the new lane separation line or separation zone boundary.

9. A device for dynamic route updating and service, characterized in that, include: The navigation mark data fusion module is configured to fuse multi-source heterogeneous data of physical navigation marks, virtual navigation marks on electronic navigation charts, and AIS virtual navigation marks to construct a real-time navigation mark dataset. The network dataset initialization module is configured to construct a network dataset with spatial topological relationships based on the navigation routes and surfaces in the electronic navigation chart and the real-time dataset of the navigation marks. The network dataset includes navigation marks, auxiliary points, navigation routes and surfaces and their spatial relationships. The auxiliary points are set according to the inflection points or piers of the navigation surfaces, and the navigation marks include physical navigation marks and virtual navigation marks. The route dynamic update module is configured to compare the real-time navigation mark dataset with the network dataset, and for at least one of the following situations identified: new navigation mark, deleted navigation mark, adjusted navigation mark, or change of navigation bridge opening, dynamically update the navigation mark points in the network dataset and the lane separation system boundary formed by connecting the navigation mark points, and update the lane separation system separation line, separation zone, and lane separation system lanes in conjunction with the lane separation system ratio and route setting rules; The output module is configured to export the update results as shapefiles to support the production of electronic navigation charts and to publish the GeoJSON data service interface.

10. A computer system, characterized in that, It includes a processor and a memory, the memory storing executable program code, and the processor executing the program code to implement the method as described in any one of claims 1-8.

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