A multi-mode fusion dynamic route planning and real-time optimization method and system

Abstract

The application relates to a multi-mode fusion dynamic route planning and real-time optimization method and system, relates to the field of route planning technology, and comprises the following steps: acquiring real-time ship information; disassembling the real-time ship information to obtain ship dynamic data, an initial route and a real-time ship position; searching for corresponding chart data according to the real-time ship position; obtaining a real-time route segment and a route segment endpoint through the chart data and the initial route; acquiring an ecological region corresponding to the real-time route segment; determining a preliminary optimized route according to the real-time ship position and the route segment endpoint, wherein the preliminary optimized route does not include the route segment endpoint; and obtaining an optimized route according to the ecological region and the preliminary optimized route. The application has the effects of improving the reliability and safety of route planning.

Description

Technical Field

[0001] This invention relates to the field of route planning technology, and in particular to a method and system for dynamic route planning and real-time optimization that integrates multiple modes. Background Technology

[0002] In today's ocean shipping, coastal navigation, port pilotage and anchorage management, the planning of ship routes in terms of safety, economy and compliance is a key link in ensuring the efficiency of ocean transportation, reducing navigation risks and practicing the concept of green shipping.

[0003] Currently, various technical solutions and system devices related to ship route planning have emerged in the industry. Their core is to automatically generate basic routes by integrating ECDIS chart data parsing modules and AIS target dynamic acquisition modules (Automatic Identification System for Ships). They can then complete simple route adjustments with the help of meteorological and hydrological data interfaces. This replaces the traditional mode of relying on manual experience to formulate routes and manually monitor environmental changes, laying the foundation for improving the automation level of route planning.

[0004] Regarding the aforementioned technologies, in the actual route optimization process, routes were formulated using the ECDIS chart data analysis module, the AIS target dynamic acquisition module (Automatic Identification System for Ships), and meteorological and hydrological data. However, the routes were not further limited based on ecological protection constraints, and there is still room for improvement in route planning and real-time optimization. Summary of the Invention

[0005] To improve the reliability and safety of route planning, this invention provides a multi-mode fusion dynamic route planning and real-time optimization method and system.

[0006] In a first aspect, the present invention provides a multi-mode fusion dynamic route planning and real-time optimization method, which adopts the following technical solution:

[0007] A multi-mode fusion dynamic route planning and real-time optimization method includes:

[0008] Step 1: Obtain real-time vessel information;

[0009] Step 2: Deconstruct real-time vessel information to obtain vessel dynamic data, initial route, and real-time vessel position;

[0010] Step 3: Locate the corresponding nautical chart data based on the real-time vessel position;

[0011] Step 4: Obtain the real-time route segment and route segment endpoint using nautical chart data and the initial route;

[0012] Step 5: Obtain the ecological area corresponding to the real-time flight segment;

[0013] Step 6: Determine a preliminary optimized route based on the real-time vessel position and the end point of the route segment. The preliminary optimized route does not include the end point of the route segment.

[0014] Step 7: Obtain the optimized route based on the ecological region and the preliminary optimized route.

[0015] By adopting the above technical solution, the dynamic data of ships, the initial route and the real-time position of ships are obtained through real-time ship information. Then, the corresponding nautical chart data is searched to obtain the real-time route segment and the end point of the route segment. The initial route is then optimized by combining the ecological area to obtain the optimized route. This avoids the problem of ignoring ecological constraints in the route optimization and improves the reliability and safety of the route optimization.

[0016] Optionally, methods for obtaining an optimized route based on ecological regions and preliminary optimized routes include:

[0017] Step 70: Obtain the destination area based on the destination of the flight segment;

[0018] Step 71: If the ecological area does not fall into the destination area and the preliminary optimized route, define the preliminary optimized route as the optimized route and output it;

[0019] Step 72: If the ecological area does not fall into the destination area but falls into the preliminary optimized route, the dangerous route segment and the safe route segment are obtained based on the ecological area;

[0020] Step 73: Calculate deviations from the route based on ecological areas and dangerous route segments;

[0021] Step 74: Obtain the detour route based on the safe route segment and the deviation route, and define it as the optimized route output;

[0022] Step 75: If the ecological area falls into the destination area, obtain the Hainan Airlines destination;

[0023] Step 76: Determine the intersecting routes based on real-time vessel positions, ecological areas, naval destinations, and nautical chart data, and define them as optimized route outputs.

[0024] By adopting the above technical solution, after obtaining the destination area based on the destination of the route segment, the route is optimized differently according to the different positional relationships between the ecological area and the destination area and the preliminary optimized route. If it does not fall into either, the preliminary optimized route is used as the final optimized route. If it falls into the preliminary route, dangerous / safe segments are divided to generate detour routes. If it falls into the destination area, intersecting routes are determined by combining data such as Hainan Airlines' destination. This avoids the problem of insufficient adaptability of the traditional model and improves the targeting, reliability and navigation safety of route optimization.

[0025] Optionally, methods for obtaining optimized routes based on ecological regions and preliminary optimized routes also include:

[0026] Step 77: Obtain ship cargo information;

[0027] Step 78: Analyze the corresponding destination information based on Hainan Airlines' destination and ship cargo information;

[0028] Step 79: If the destination situation contains the preset fish situation, obtain the biological route segment based on the ecological area and the real-time route segment;

[0029] Step 80: If there are no fish in the destination, proceed to steps 70 to 76 to obtain the optimized route.

[0030] By adopting the above technical solution, through the correlation analysis of ship cargo information and the destination of maritime navigation, the presence of fish at the destination is judged based on the two, and then it is further determined whether to generate a biological route segment or optimize the route. This further refines the scenario adaptability of route optimization, avoids the problem of traditional optimization ignoring the fish correlation at the destination, and improves the accuracy and overall reliability of route planning in protecting marine ecology.

[0031] Optionally, it also includes a method for determining biological flight segments based on ecological regions and real-time flight segments, the method comprising:

[0032] Step 790: Obtain the species corresponding to the ecological region;

[0033] Step 791: Obtain the cargo type based on the ship's cargo information;

[0034] Step 792: If the biological species and the cargo species are inconsistent, proceed to steps 70 to 76 to obtain an optimized route;

[0035] Step 793: If the biological species and the cargo type are the same, obtain the biological route segment based on the ecological region and the real-time route segment.

[0036] By adopting the above technical solution, the corresponding biological species of the ecological area are first obtained and the cargo type is determined by combining the ship cargo information. Then, the matching relationship between biological species and cargo type is differentiated. When the species are inconsistent, an optimized route is generated. When the species are consistent, the biological route segment is delineated according to the ecological area and the real-time route segment. The judgment logic of the biological route segment is further refined, avoiding the problem of mismatch between biological species and cargo attributes in route planning, and improving the accuracy of ecological protection of the route and the applicability of the solution.

[0037] Optionally, if the biological species matches the cargo type, the method for obtaining the biological route segment based on the ecological region and the real-time route segment includes:

[0038] Step 7930: Obtain the actual time and marine environment;

[0039] Step 7931: Find the corresponding biological information based on the biological species;

[0040] Step 7932: Analyze biological movement information based on actual time, marine environment, and bioinformatics;

[0041] Step 7933: Determine regional movement information by combining biological movement information with ecological regions;

[0042] Step 7934: Obtain the regional mobile point group based on the regional mobile information;

[0043] Step 7935: Select any sailing time and calculate the vessel's arrival range based on real-time vessel information;

[0044] Step 7936: Obtain the ship-to-biological handover point based on the area movement point group and the ship's arrival range;

[0045] Step 7937: Obtain the pursuit route based on the real-time ship position and the ship-biological interface point, and define it as the biological route segment output.

[0046] By adopting the above technical solution, the biological movement information is obtained by acquiring the actual time and marine environment and matching the corresponding biological information. Then, the regional movement information and regional movement point groups are determined by combining the ecological area. At the same time, the ship arrival range is calculated based on the sailing time and real-time ship information. The ship biological handover point is determined by matching the regional movement point group with the ship arrival range. Finally, the pursuit route is generated based on the real-time ship position and the handover point and defined as the biological route segment. This avoids the problem that traditional route planning cannot dynamically adapt to biological migration and improves the pertinence and effectiveness of route planning.

[0047] Optionally, it also includes an optimized route update method, which includes:

[0048] Step 7938: Obtain historical biological information;

[0049] Step 7939: Determine biological trajectories based on historical biological information;

[0050] Step 7940: If the biological trajectory falls into the optimized route, determine the migration time and migration handover point based on the biological trajectory;

[0051] Step 7941: Calculate the transit time based on real-time ship information, actual time, and migration handover points;

[0052] Step 7942: If the migration time and transit time are inconsistent, the route output will be optimized;

[0053] Step 7943: If the migration time coincides with the transit time, determine the historical biological region based on this historical biological information;

[0054] Step 7944: Update the optimized route based on the historical biological region to obtain the historical route.

[0055] By adopting the above technical solution, historical biological information is acquired and biological trajectories are determined accordingly. It is then determined whether the biological trajectory falls into the optimized route. If the trajectory does not fall into the optimized route, the optimized route is directly output. If the trajectory falls into the optimized route, the migration time and migration handover point are further determined. The transit time is calculated by combining real-time ship information and actual time. When the migration time and transit time are consistent, the historical biological area is delineated based on the historical biological information and the optimized route is updated to obtain the historical route. This avoids the problem that traditional optimized routes cannot adapt to the historical biological migration cycle and improves the foresight and ecological adaptability of route planning.

[0056] Optionally, it also includes a method for determining the preliminary optimized route, the method comprising:

[0057] Step 794: Calculate the arrival time in the ecological area based on real-time vessel information and ecological area data;

[0058] Step 795: Calculate the ecological change area based on biological movement information and arrival time in the area;

[0059] Step 796: If an area of ​​ecological change exists but does not fall within the real-time flight segment and the end point of the flight segment, step 6 is not executed;

[0060] Step 797: If the ecological change area falls within the real-time flight path segment and / or the end of the flight path segment, execute step 6 to obtain and output the preliminary optimized flight path.

[0061] By adopting the above technical solution, combining real-time ship information with ecological area calculations to determine the arrival time of the area, and then using biological movement information and that time to estimate the ecological change area, the system can determine whether to execute a preliminary optimized route based on whether the ecological change area falls into the real-time route segment and / or the end of the route segment. This avoids the problem of blindly generating a preliminary optimized route while ignoring biological dynamic changes, and improves the rationality and ecological adaptability of the preliminary optimized route.

[0062] Optionally, methods for determining intersecting routes based on real-time vessel positions, ecological areas, nautical destinations, and nautical chart data include:

[0063] Step 760: Determine the navigation direction based on the real-time vessel position and the destination of the naval navigation;

[0064] Step 761: Determine the navigation direction based on the real-time ship position and the preliminary optimized route;

[0065] Step 762: If the navigation direction is consistent with the naval direction, determine the safe zone for crossing based on the ecological area and nautical chart data;

[0066] Step 763: Determine the crossing route based on the real-time vessel position and the crossing safety zone;

[0067] Step 764: If the sailing direction is inconsistent with the naval navigation direction, update the sailing direction based on the naval navigation direction and nautical chart data to obtain the updated sailing direction;

[0068] Step 765: Based on the updated navigation direction, nautical chart data, and ecological area, obtain the updated route and output it as an interleaving route.

[0069] By adopting the above technical solution, the navigation direction and direction are determined by combining the real-time ship position with the destination and preliminary optimized route. Then, a differentiated route generation strategy is implemented based on whether the two are consistent. This avoids the problem of traditional route planning not taking into account the consistency of direction and ecological constraints, and improves the safety and adaptability of route planning.

[0070] Optionally, if the navigation direction is consistent with the naval navigation direction, the methods for determining the safe zone based on ecological areas and nautical chart data include:

[0071] Step 7620: Obtain the direct crossing area based on ecological area and nautical chart data and calculate the direct crossing distance value;

[0072] Step 7621: If the straight-through distance value falls within the preset grounding distance threshold, obtain the bypass area based on the ecological area and nautical chart data and define it as the bypass safety area;

[0073] Step 7622: If the straight-through distance value does not fall within the stranding distance threshold, the straight-through area is defined as the crossing safety area.

[0074] By adopting the above technical solution, the direct crossing area is delineated and the direct crossing distance value is calculated through ecological area and nautical chart data. Then, a differentiated area delineation strategy is implemented based on whether the distance value falls within the preset grounding distance threshold. This avoids the problem of traditional interweaving safety area planning not taking into account the grounding risk, and improves the scientific nature of interweaving safety area delineation and the safety of ship navigation.

[0075] Secondly, the present invention provides a multi-mode fusion dynamic route planning and real-time optimization system, which adopts the following technical solution:

[0076] A multi-mode integrated dynamic route planning and real-time optimization system, comprising:

[0077] The acquisition module is used to acquire real-time ship information, ship cargo information, biological species, actual time, marine environment and historical biological information;

[0078] The memory is used to store the program of the control method of the multi-mode fusion dynamic route planning and real-time optimization method described above;

[0079] The processor loads and executes programs from memory.

[0080] By adopting the above technical solution, the acquisition module realizes the unified collection of core data such as real-time ship information, the memory completes the storage of the relevant programs of the dynamic route planning and real-time optimization method of multi-mode fusion, and the processor loads and executes the program, realizing the automation and intelligent processing of the entire route planning and optimization process, avoiding the errors and inefficiencies of manual operation, and improving the accuracy and real-time response capability of the system route planning.

[0081] In summary, the present invention has at least one of the following beneficial technical effects:

[0082] 1. Obtain corresponding nautical chart data through real-time vessel information, combine the two to obtain real-time route segments and route segment endpoints, then perform preliminary route optimization based on real-time vessel positions and route segment endpoints, and further optimize by combining ecological areas, thereby improving the effectiveness of dynamic route optimization, avoiding the problem of ignoring ecological constraints in route planning, and improving the reliability and safety of route optimization.

[0083] 2. Further optimization of the flight path based on the ecological area's location on the route effectively improves the accuracy of route optimization, avoids the tediousness of route optimization, and enhances the reliability of route planning. Attached Figure Description

[0084] Figure 1 This is a flowchart of a multi-mode fusion dynamic route planning and real-time optimization method in an embodiment of this application;

[0085] Figure 2 This is a scenario illustration of a multi-mode fusion dynamic route planning and real-time optimization method in an embodiment of this application. Figure 1 ;

[0086] Figure 3 This is a scenario illustration of a multi-mode fusion dynamic route planning and real-time optimization method in an embodiment of this application. Figure 2 ;

[0087] Figure 4 This is a scenario illustration of a multi-mode fusion dynamic route planning and real-time optimization method in an embodiment of this application. Figure 3 . Detailed Implementation

[0088] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0089] This invention discloses a multi-mode fusion dynamic route planning and real-time optimization method. (Refer to...) Figure 1 A multi-mode fusion dynamic route planning and real-time optimization method includes:

[0090] Step 1: Obtain real-time vessel information.

[0091] Real-time vessel information refers to the collection of dynamic and static data collected in real time during a vessel's navigation. This real-time vessel information includes core parameters such as the vessel's current latitude and longitude coordinates, speed, heading, draft, vessel dimensions, and initial planned route. This information is obtained by the system using the ship's onboard GPS positioning module to acquire real-time position and heading, the Automatic Identification System (AIS) to collect speed and static attributes, and the navigation terminal retrieving and integrating the entered initial route data into the real-time vessel information.

[0092] Step 2: Deconstruct real-time vessel information to obtain vessel dynamic data, initial route, and real-time vessel position.

[0093] Ship dynamic data refers to the operational parameters of a ship that change over time during navigation. This data includes, but is not limited to, real-time speed, heading, position coordinates, and track deviation. It is obtained in real-time by the system through shipboard sensors such as GPS receivers, gyrocompasses, and speedometers.

[0094] The initial route refers to the preset navigation path planned by the ship before sailing, based on the starting point, ending point, and static constraints of the nautical chart. Here, it is obtained by the system using the ship's navigation system to generate the initial route based on the starting and ending point coordinates input from the navigation mission, combined with static elements such as channels and restricted areas in the electronic nautical chart (ENC), and finally using a shortest path algorithm (e.g., Dijkstra's algorithm).

[0095] Real-time ship position refers to the precise geographic coordinates of a ship at a specific moment. This is obtained by the system receiving satellite signals in real time via an onboard GPS or BeiDou positioning module, and then calculating the accurate real-time ship position.

[0096] Step 3: Locate the corresponding nautical chart data based on the real-time vessel position.

[0097] Nautical chart data refers to electronic nautical chart (ENC) data that conforms to the standards of the International Hydrographic Organization. This chart data includes navigational safety-related elements such as seabed topography, coastlines, navigational aids, water depth, obstructions, and channel boundaries. The search method involves the system downloading the latest version of the electronic nautical chart from a database authorized by the official hydrographic organization and then loading it through ECDIS (Electronic Chart Display and Information System).

[0098] Step 4: Obtain the real-time route segment and route segment endpoint using nautical chart data and the initial route.

[0099] A real-time route segment refers to a route segment extracted from the initial route that falls within the valid range of the chart data matched to the ship's current position. This is achieved by the system retrieving the corresponding valid range of chart data centered on the ship's current position, defining the geographical boundaries of this chart data, and then extracting un-navigated path segments from the initial route that fall within these geographical boundaries to obtain the real-time route segment.

[0100] The endpoint of a route segment refers to the final node of a real-time route segment. This is obtained by the system defining the effective geographic boundaries of the nautical chart data and capturing the real-time route segment, then using the final node of that real-time route segment on the initial route as the endpoint of the route segment.

[0101] Step 5: Obtain the ecological region corresponding to the real-time flight route segment.

[0102] An ecological region refers to an area of ​​marine biological activity that spatially overlaps with or potentially influences the real-time shipping route. This is achieved by the system using a shipborne sonar module to collect biological echo signals within the sea area covered by the real-time route, identifying the presence and location of marine life in that area. Simultaneously, this is combined with marine biological distribution information obtained from a fisheries remote sensing data receiving interface. The two types of data are cross-validated and fused for calibration. Finally, after coordinate transformation and matching with nautical chart data, the actual geographical area where marine life exists within the sea area covered by the real-time route is delineated to obtain the ecological region.

[0103] Step 6: Determine the preliminary optimized route based on the real-time vessel position and the end point of the route segment.

[0104] The preliminary optimized route refers to the shortest feasible navigation path planned based on static constraints of the nautical chart, starting from the ship's current real-time position and using the end point of the route segment as the target reference point. The preliminary optimized route does not include the end point of the route segment. The method for determining this route is as follows: the system uses the ship's current real-time position as the starting point, the end point of the route segment as the target reference point for path planning, calls the shortest path algorithm, and combines it with nautical chart data to generate the shortest feasible path that satisfies the ship's navigation safety, thus obtaining the preliminary optimized route.

[0105] Step 7: Obtain the optimized route based on the ecological region and the preliminary optimized route.

[0106] Optimized flight routes refer to adjustments made based on the spatial location, extent, and dynamic characteristics of the ecological region to ultimately create an executable flight path that meets navigation safety, mission requirements, and range efficiency. This is achieved by the system performing spatial overlay analysis between the ecological region and the preliminary optimized flight route. The preliminary optimized flight route is then adjusted based on whether the ecological region falls within the preliminary optimized flight route or the destination area, generating an optimized flight route that balances navigation safety and mission objectives.

[0107] like Figure 2As shown, the small circle represents the ship, circle a represents the ecological area, line A represents the initial route, dashed line B represents the optimized route, and point Y represents the end point of the route segment. When the system detects that there is an ecological area in the initial route, it will automatically obtain the optimized route (i.e., dashed line B) based on the ship's current position (real-time ship position), the end point of the route segment (point Y), and the ecological area (circle a).

[0108] The methods for obtaining optimized routes based on ecological regions and preliminary optimized routes include:

[0109] Step 70: Obtain the destination area based on the destination of the flight segment.

[0110] The endpoint area refers to the circular or polygonal geographical area centered on the endpoint of the route segment, defined by a preset safety radius. This preset safety radius is set by professionals in the field based on relevant ship information (ship size, draft, etc.), for example, 10 meters, 50 meters, etc.

[0111] Step 71: If the ecological area does not fall into the destination area and the preliminary optimized route, define the preliminary optimized route as the optimized route and output it.

[0112] The output method here is to directly write the path data of the preliminary optimized route (including latitude and longitude coordinate sequence, heading, speed suggestion, etc.) into the route output cache, and generate a visual navigation path through the display interface of the shipborne navigation terminal to achieve the output.

[0113] If the ecological area does not fall into the endpoint area and the preliminary optimized route, it means that marine life only has a slight impact on the original route and has no impact on the preliminary simplified optimized route. Therefore, the preliminary optimized route is defined as the optimized route and output.

[0114] Step 72: If the ecological area does not fall into the destination area but falls into the preliminary optimized route, the dangerous route segment and the safe route segment are obtained based on the ecological area.

[0115] Dangerous route segments refer to path segments in the initially optimized route that spatially overlap with ecological areas. This is achieved by the system spatially overlaying the geographic boundary data of the ecological area with the coordinate sequence of the initially optimized route, filtering out path intervals that overlap with the ecological area, marking them, and extracting the path data for those intervals to obtain the dangerous route segments. Safe route segments refer to the remaining path segments in the initially optimized route that do not spatially overlap with ecological areas and meet navigation safety conditions after removing dangerous route segments. This is achieved by the system removing the path intervals corresponding to dangerous route segments from the complete coordinate sequence of the initially optimized route after marking and extracting them, and then integrating the remaining path data to obtain the safe route segments.

[0116] If the ecological area does not fall into the endpoint area but falls into the preliminary optimized route, it indicates that the influence range of marine life is large and the route needs further optimization. Therefore, dangerous route segments and safe route segments are obtained based on the ecological area.

[0117] Step 73: Calculate the deviation from the route based on the ecological area and dangerous route segments.

[0118] Deviation from the route refers to a planned detour route to avoid dangerous shipping lanes, constrained by the boundaries of ecological areas and starting and ending at the breakpoints of safe shipping lanes. The calculation method here involves the system using the breakpoints of safe shipping lanes at both ends of the dangerous shipping lane as the starting and ending points, combining this with the geographical boundaries of the ecological area to determine the detour range, calling the shortest path algorithm, and matching it with static navigation constraints on the nautical chart to plan a path that maintains a safe distance from the ecological area, thus obtaining the deviation from the route.

[0119] Step 74: Obtain the detour route based on the safe route segment and the deviated route, and define it as the optimized route output.

[0120] A detour route refers to a continuous navigation path formed by orderly splicing safe route segments and deviation routes, which avoids ecological areas and meets the requirements of navigation safety and range efficiency. Here, the method is as follows: the system uses dangerous route segments as dividing nodes, matches the coordinates of the starting point of the deviation route with the end of the safe route segment preceding the dangerous route segment, and simultaneously connects the end of the deviation route with the starting point of the safe route segment following the dangerous route segment. A path smoothing algorithm (e.g., B-spline curve fitting algorithm, Bézier curve interpolation algorithm, etc.) is used to eliminate splicing breakpoints to obtain the detour route. The output method here is consistent with that described in step 71 and will not be repeated here.

[0121] Step 75: If the ecological area falls into the destination area, obtain the Hainan Airlines destination.

[0122] The maritime destination refers to the final destination of the vessel's current voyage. This destination is obtained by the system directly reading the destination from the real-time vessel information.

[0123] If the ecological area falls into the endpoint area, it means that the route cannot be initially optimized based on the endpoint of the route segment and the real-time ship position. In order to optimize the route, the maritime endpoint is obtained at this time.

[0124] Step 76: Determine the intersecting routes based on real-time vessel positions, ecological areas, naval destinations, and nautical chart data, and define them as optimized route outputs.

[0125] An interlacing route refers to a planned navigation path that traverses a safe passage between an ecological zone and the area corresponding to the navigation destination, based on safe navigation constraints in nautical chart data. The method for determining this route involves the system performing spatial overlay analysis of real-time vessel positions, ecological zone boundaries, navigation destination coordinates, and nautical chart data. This filters out safe passages that meet depth requirements and do not obstruct navigation, and then uses a path planning algorithm to generate continuous navigation paths to obtain the interlacing route. The output method here is the same as in step 71 and will not be elaborated further.

[0126] The method for obtaining an optimized route based on ecological regions and preliminary optimized routes also includes:

[0127] Step 77: Obtain ship cargo information.

[0128] Ship cargo information refers to the core data set directly related to the cargo transportation mission of a ship's current voyage. This information includes key details such as cargo type, cargo volume, loading and unloading ports, and special requirements for cargo transportation.

[0129] Step 78: Analyze the corresponding destination information based on Hainan Airlines' destination and ship cargo information.

[0130] Destination details refer to the business characteristics of HNA's destination related to this cargo mission. The analysis method here is that different destinations have different destination details. The business characteristics of each destination (e.g., port, coast) are pre-entered into the system by professionals in this field. When the system needs to analyze the destination details, it automatically retrieves and matches the business characteristics of the ship cargo information based on HNA's destination and integrates them to form the destination details.

[0131] Step 79: If the destination situation has a preset fish situation, obtain the biological route segment based on the ecological area and the real-time route segment.

[0132] Fish-related information refers to the business attributes related to fish in the endpoint information. This includes, but is not limited to, catch loading and unloading, fish fry transfer, and fishery supply. This fish-related information is pre-defined by professionals in the field. Any business involving marine life is considered fish-related information and input into the system. When the system analyzes the endpoint information, it automatically searches and matches the endpoint information to determine if fish-related information exists.

[0133] Biological navigation segments refer to specialized navigation paths used to pursue or approach ecological areas. This is achieved by the system spatially overlaying the geographical boundaries of the ecological area, the coordinates of the fish distribution center, and real-time navigation segment path data. Guided by the edge of the ecological area or towards the core of the fish gathering, and combined with static navigation constraints on nautical charts, specialized navigation paths are planned to generate biological navigation segments capable of pursuing or approaching target fish schools.

[0134] If the destination has a pre-defined fish population, it means that the ship's destination is related to the fish industry and may not need to bypass the ecological area (fish school). It may be able to catch some marine life. Therefore, the biological route segment is obtained based on the ecological area and the real-time route segment.

[0135] Step 80: If there are no fish in the destination, proceed to steps 70 to 76 to obtain the optimized route.

[0136] If there are no fish in the destination, it means that the ship's destination is not related to fish. For navigation safety, steps 70 to 76 are performed to obtain an optimized route.

[0137] This includes a method for determining biological flight segments based on ecological regions and real-time flight segments, which includes:

[0138] Step 790: Obtain the species corresponding to the ecological region.

[0139] Biological species refer to the specific categories of marine organisms within an ecological area. Examples include tuna, saury, and cod. The method of acquisition here involves using the acoustic signal characteristics corresponding to different fish species. Personnel in the field input the acoustic signal characteristics of various fish species into the system. When the system needs to identify the biological species corresponding to an ecological area, it automatically compares and matches the echo signal characteristics of organisms in the ecological area collected by the shipborne sonar detection module, and then combines this with fish species distribution records in the fisheries remote sensing data to identify and determine the corresponding biological species of the ecological area.

[0140] Step 791: Obtain the cargo type based on the ship cargo information.

[0141] Cargo type refers to the specific type of cargo carried out by the vessel in this transport mission. This is obtained by the system automatically retrieving and matching corresponding cargo type characteristics based on the vessel's cargo information to identify and determine the cargo type being transported.

[0142] Step 792: If the biological species and the cargo species are inconsistent, proceed to steps 70 to 76 to obtain the optimized route.

[0143] The determination of whether the biological species and the freight type are consistent is based on the system's automatic search and analysis to see if there is a biological species that is the same as a freight type. If there is a same species, the biological species and the freight type are consistent; if there is no same species, the biological species and the freight type are inconsistent.

[0144] If the species of organism does not match the species of cargo, it means that even if there is fish on the ship, it is not the fish corresponding to that species of organism and is unrelated to that species of organism. In order not to affect the ship's navigation, steps 70 to 76 are executed to obtain an optimized route.

[0145] Step 793: If the biological species and the cargo type are the same, obtain the biological route segment based on the ecological region and the real-time route segment.

[0146] If the species of organisms matches the species of cargo, it means that the fish cargo of the ship is consistent with the species of organisms in that ecological area. It is possible to add fish cargo by catching the marine organisms. Therefore, the biological route segment is obtained based on the ecological area and the real-time route segment.

[0147] When the biological species matches the cargo type, the methods for obtaining the biological route segment based on the ecological region and the real-time route segment include:

[0148] Step 7930: Obtain the actual time and marine environment.

[0149] Actual time refers to complete real-time time information including year, month, day, hour, minute, and second. This is obtained by the system directly reading data from the real-time clock module of the ship's navigation system or central control system. Marine environment refers to the set of natural environmental elements within the ship's navigation area that affect navigation safety and the biological activities of the ecological area. This includes, but is not limited to, key parameters such as ocean currents, ocean temperature, and sea calmness. This is obtained by the system collecting real-time data of the sea area from shipboard marine environment monitoring devices (such as current meters, water temperature sensors, and wave height detectors).

[0150] Step 7931: Find the corresponding biological information based on the biological species.

[0151] Biological information refers to the set of relevant data corresponding to biological species within an ecological area. The search method here involves personnel in the field entering relevant information about various marine organisms into the system. When the system needs to search for biological information, it automatically performs a search and matching based on the identified biological species, extracting and integrating the corresponding biological information.

[0152] Step 7932: Analyze biological movement information based on actual time, marine environment, and bioinformatics.

[0153] Biological mobility information refers to dynamic data such as the real-time activity trajectory, migration direction, aggregation area, and movement rate of an organism within its current ecological area. The analysis method here involves researchers in the field pre-entering models of the movement patterns of different biological species under different times and marine environments into the system. When the system performs analysis, it automatically substitutes the acquired actual time, marine environmental parameters, and retrieved biological information into the preset movement pattern model. Through data fitting and trend extrapolation calculations, the corresponding biological mobility information is obtained.

[0154] Step 7933: Determine regional movement information through biological movement information and ecological regions.

[0155] Regional migration information refers to regional dynamic data such as the overall migration trend of biological communities within an ecological region, migration paths of aggregation areas, changes in activity range, and the direction of core habitat relocation. Here, the method of determination is that the system performs correlation analysis based on biological migration information and ecological regions. Through aggregation calculation of population trajectories, parameters such as the overall migration direction, migration rate, and changes in the location of aggregation cores of biological communities within the ecological region are obtained, and the corresponding regional migration information is obtained after integration.

[0156] Step 7934: Obtain the regional mobile point group based on the regional mobile information.

[0157] A regional migration point set refers to a set of spatial coordinate points obtained by discretizing the overall migration trajectory of a biological community within an ecological region. Here, it is obtained by the system generating the regional migration trajectory based on regional migration information, then breaking down the entire trajectory into multiple points, and finally integrating these points to form the regional migration point set.

[0158] Step 7935: Select any sailing time and calculate the ship's arrival range based on real-time ship information.

[0159] Voyage time refers to the cumulative time from the ship's real-time position. The ship's reach range refers to the area that can be reached from its real-time position within the voyage time. This is calculated by multiplying any voyage time parameter by the ship's speed from the real-time ship information.

[0160] Step 7936: Obtain the ship-to-biological handover point based on the regional movement point group and the ship's arrival range.

[0161] The ship-biota interface point refers to the optimal spatial coordinates at which a ship can encounter an ecological area (target biological population). This is achieved by the system simulating navigation over any selected time period based on the movement trends of the ecological area (fish school). The coordinates of the core fish population location at the corresponding moment in the area's movement point group are precisely matched with the spatial range reachable by the ship within that navigation time. The system then selects the spatial coordinates at which the ship, following its planned path, can perfectly encounter the fish school, thus obtaining the ship-biota interface point.

[0162] Step 7937: Obtain the pursuit route based on the real-time ship position and the ship-biological interface point, and define it as the biological route segment output.

[0163] The pursuit route refers to the optimal navigation path that guides a vessel precisely to the target ecological area (fish school) where it congregates. This is obtained by the system using the vessel's real-time position as the starting point and the biological contact point as the ending point, combined with nautical chart navigation constraints and marine environmental parameters, to plan a path that ensures efficient navigation and a perfect encounter with the fish school. The output method involves the system treating the planned pursuit route as a biological route segment and visualizing it through the ship's navigation display terminal.

[0164] like Figure 3 In this system, the small circle represents the ship, line segment C represents the initial route, line segment D represents the biological route segment, and circles b, c, d, and e represent ecological regions. When the ship detects ecological region b while sailing, it needs to pursue this ecological region (school of fish). However, the ecological region also moves during the ship's journey, generally from circle b to circle c. Therefore, the system simulates the reachable area based on the ship itself at any chosen time. Ultimately, it determines that the ship can meet the ecological region (circle c) by following line segment D. Therefore, line D is output as the biological route segment.

[0165] This also includes an optimized route update method, which includes:

[0166] Step 7938: Obtain historical biological information.

[0167] Historical biological information refers to the collection of activity data for all biological species in a given sea area recorded during past monitoring periods. This data is obtained by the system automatically retrieving historical activity data of all organisms within the sea area from various data sources based on the geographical scope corresponding to the real-time shipping route segment. The data is then cleaned, standardized, and integrated to form historical biological information.

[0168] Step 7939: Determine biological trajectories based on historical biological information.

[0169] Biological tracks refer to the collection of activity paths, migration routes, and aggregation area migration trajectories of various organisms in a given sea area over different time periods and under different marine environmental conditions. Here, the method of determination is based on historical biological information acquired by the system. Track fitting and trend analysis algorithms (such as multinomial fitting algorithms and Kalman filtering algorithms) are used to extract the positional change characteristics of different biological species within historical periods, integrating them to form biological tracks with time-series characteristics.

[0170] Step 7940: If the biological trajectory falls into the optimized route, determine the migration time and migration handover point based on the biological trajectory.

[0171] Migration time refers to the specific time period during which a target biological population within the corresponding sea area of ​​a real-time route migrates or migrates along its historical biological trajectory, passing through the area covered by the optimized route. This is determined by the system overlaying and matching the extracted biological trajectory with the spatial range of the optimized route, combining parameters such as biological movement rate and migration cycle recorded in historical biological information to calculate the precise time interval of the biological population passing through the optimized route, thus determining the migration time. The migration handover point refers to the specific coordinate point where the target biological population within the corresponding sea area of ​​the real-time route spatially intersects with the optimized route as it migrates or migrates along its historical biological trajectory. This is determined by the system precisely matching the coordinate sequence of the biological trajectory with the path data of the optimized route, filtering out the overlapping or intersecting coordinate positions, and combining the determined migration time and biological movement rate to mark the corresponding time when the biological population arrives at the handover point, thus determining the migration handover point.

[0172] If a biological trajectory falls into an optimized route, it indicates that the marine organisms corresponding to that trajectory may affect the ship's navigation. In order to improve the reliability of route planning, migration time and migration handover points are determined based on biological trajectories.

[0173] Step 7941: Calculate the transit time based on real-time ship information, actual time, and migration handover point.

[0174] The transit time refers to the specific time interval from the ship's current real-time location to the migration handover point. This is calculated by the system retrieving core parameters such as ship speed, course, and power performance from real-time ship information, combined with environmental constraints such as the geographical coordinates of the migration handover point and ocean currents and depths in the navigation area. Using the current actual time as the starting point, the specific time interval for the ship to arrive at the migration handover point is calculated through a navigation time algorithm model. The specific navigation time algorithm model here is the basic navigation time calculation formula T. base =S straight / V ship Environmental impact correction formula T correct =S actual / (V) ship +Δ Vcurrent )×K wind And the formula for calculating the final sailing time T final =T correct +n×T delay Among them, T base For theoretical sailing time, S straight For straight-line distance, V ship For ship still water speed, T correct For environmental correction of flight time, S actual For the actual route length, Δ Vcurrent For ocean current velocity correction, K windSea breeze influence coefficient, T final Let T be the final sailing time, n be the number of inflection points, and T be the total sailing time. delay For single inflection point manipulation delay.

[0175] Step 7942: If the migration time and transit time are inconsistent, the route output will be optimized.

[0176] If the migration time is inconsistent with the transit time, it means that the marine organism passes through the sea area at a different time than the ship passes through, and will not affect the ship's navigation. Therefore, the route output will be optimized.

[0177] Step 7943: If the migration time coincides with the transit time, determine the historical biological region based on the historical biological information.

[0178] Historical bioregions refer to the core ecological habitats and aggregation areas of target fish groups in a particular sea area, extracted from historical biological information within the same historical time period. The determination method here involves the system retrieving fish activity data from historical biological information corresponding to the historical period when ships arrive at migration checkpoints, extracting the spatial distribution range, core aggregation coordinates, and activity boundaries of the fish groups during that period, and integrating these data to delineate the corresponding historical bioregions.

[0179] If the migration time coincides with the transit time, it indicates that the marine organism may affect the ship's navigation when the ship is about to arrive at the handover point. In order to avoid the fish from affecting the ship and causing safety hazards, the historical biological area is determined based on this historical biological information.

[0180] Step 7944: Update the optimized route based on the historical biological region to obtain the historical route.

[0181] Historical routes refer to navigation paths formed by adjusting the original optimized routes and accurately matching the migration patterns of fish schools within the same historical time period. This is achieved by the system spatially overlaying and comparing data such as the geographical boundaries and core aggregation coordinates of designated historical biological areas with the original optimized routes. Combined with marine environmental constraints within the historical time period, parameters such as turning points and navigation speed planning are corrected and optimized to ultimately generate historical routes adapted to historical fish migration patterns.

[0182] This also includes a method for determining the preliminary optimized route, which includes:

[0183] Step 794: Calculate the arrival time in the ecological area based on real-time ship information and ecological area.

[0184] Arrival time refers to the precise time required for a vessel to travel from its current location to the target ecological area (the core gathering area of ​​fish) based on real-time navigation parameters. This is calculated by the system retrieving core parameters such as speed, heading, and power performance from real-time vessel information, combining them with the geographical coordinates of the target ecological area, ocean currents, water depth restrictions, and other navigation constraints, and then using a vessel navigation time algorithm model to determine the precise time the vessel will arrive at the ecological area.

[0185] Step 795: Calculate the ecological change area based on biological movement information and arrival time in the area.

[0186] An ecological change zone refers to a new core aggregation area formed after a target ecological area (fish school) undergoes spatial migration and distribution range changes within the time of arrival, based on its own movement information. The calculation method here involves the system dynamically extrapolating from the fish school's movement rate, migration direction, and expansion or contraction trend of its activity range recorded in the biological movement information, combined with the ship's arrival time in the area. This simulation calculates the spatial displacement and distribution boundary changes of the fish school during the ship's voyage, ultimately yielding the ecological change zone.

[0187] Step 796: If an area of ​​ecological change exists but does not fall within the real-time flight segment and the end point of the flight segment, step 6 is not executed.

[0188] If an ecological change area exists but does not fall within the real-time route segment or its endpoint, it indicates that the ecological area only passes through the initial route. By the time the vessel arrives at the location of the ecological area, it has already left the initial route and will not affect the vessel's navigation; therefore, step 6 is not executed. Figure 4 As shown, the small circle represents the ship, E represents the initial route, f represents the ecological region, and g represents the ecological change region. The ecological region f (i.e., the school of fish) is constantly moving. When the ship reaches the edge of the ecological region f, the ecological region has already reached the location of the ecological change region g, so it will not affect the ship's navigation. Therefore, step 6 does not need to be executed at this time.

[0189] Step 797: If the ecological change area falls within the real-time flight path segment and / or the end of the flight path segment, execute step 6 to obtain and output the preliminary optimized flight path.

[0190] If the ecological change area falls into the real-time route segment and / or the end of the route segment, it means that even if the ecological area (fish school) is moving, it will still affect the ship's navigation. In order to avoid the ecological area (fish school) from affecting the ship, and in order to provide strong support for subsequent route optimization, step 6 is executed to obtain the preliminary optimized route and output it.

[0191] The methods for determining intersecting routes based on real-time vessel positions, ecological areas, nautical destinations, and nautical chart data include:

[0192] Step 760: Determine the navigation direction based on the real-time ship position and the destination of the navigation.

[0193] Navigation direction refers to the approximate bearing of the destination, based on the ship's real-time course. This is determined by the system first acquiring the ship's real-time position, current course, and coordinates of the destination, then calculating the relative bearing of the destination with respect to the ship's real-time course through spatial orientation comparison.

[0194] Step 761: Determine the navigation direction based on the real-time ship position and the preliminary optimized route.

[0195] The navigation direction refers to the specific course of the ship traveling along the preliminary optimized route, starting from its real-time position. This is determined by the system retrieving the ship's real-time position coordinates and the path node data of the preliminary optimized route, calculating the angle at which the ship enters the preliminary optimized route from its current position, and thus determining the ship's navigation direction along the preliminary optimized route.

[0196] Step 762: If the navigation direction is consistent with the naval direction, determine the safe zone for crossing based on the ecological area and nautical chart data.

[0197] A safe passage zone is a designated navigation area for ships to safely traverse without disturbing the organisms within the ecosystem. This zone is determined by overlaying the core boundary coordinates of the ecosystem, the sensitive area for biological activity, and parameters such as water depth restrictions, prohibited navigation areas, and channel directions from nautical chart data. Ecologically sensitive areas and navigational risk areas are then eliminated to obtain the safe passage zone that ships can safely navigate through.

[0198] If the direction of navigation is consistent with the direction of sea navigation, it means that the ship can pass through the section of the waterway faster and safer by navigating through the crossing safety zone. Therefore, the crossing safety zone is determined based on the ecological area and nautical chart data.

[0199] Step 763: Determine the crossing route based on the real-time vessel position and the crossing safety zone.

[0200] A crossing route refers to a dedicated navigation path planned under the constraint of the effective passage boundary of the crossing safety zone, which can safely traverse the periphery of the ecological area and meet the navigation requirements of the nautical chart. The method for determining this route is to use the real-time vessel position as the starting point, the geometric center or optimal passage endpoint of the crossing safety zone as the target point, and combine navigation constraints such as water depth, navigation marks, and prohibited areas in the nautical chart data to plan an optimal navigation path that falls entirely within the crossing safety zone and can safely traverse the periphery of the ecological area.

[0201] Step 764: If the sailing direction is inconsistent with the naval direction, update the sailing direction based on the naval direction and nautical chart data to obtain the updated sailing direction.

[0202] The updated navigation direction refers to the ship's navigation direction that meets the requirements for navigation destination and satisfies navigation safety and ecological protection conditions. This is achieved by using the navigation direction as the core guide, combined with constraints from nautical chart data such as water depth, channel direction, restricted areas, and ecologically sensitive areas. Original navigation directions inconsistent with the navigation direction are adaptively adjusted, and directions that contradict navigation safety and ecological protection requirements are eliminated. Finally, the updated navigation direction is determined, pointing towards the navigation destination and meeting safety and ecological constraints.

[0203] If the sailing direction is inconsistent with the naval direction, it indicates that the route segment is not the shortest and there is a suspicion of detour. In order to optimize the route without making the sailing distance longer, the sailing direction is updated based on the naval direction and nautical chart data to obtain the updated sailing direction.

[0204] Step 765: Based on the updated navigation direction, nautical chart data, and ecological area, obtain the updated route and output it as an interleaving route.

[0205] An updated route refers to an interspersed navigation path that meets the requirements for the destination of maritime navigation, navigation safety standards, and ecological protection constraints. The method used here is to plan an interspersed navigation path that leads to the destination of maritime navigation, meets navigation safety requirements, and avoids ecologically sensitive areas, guided by the updated navigation direction and combined with navigational elements such as water depth, channels, and navigation marks in nautical chart data, while also taking into account the boundaries of ecological areas as constraints.

[0206] When the navigation direction is consistent with the naval navigation direction, the methods for determining the safe zone based on ecological areas and nautical chart data include:

[0207] Step 7620: Obtain the direct crossing area based on ecological area and nautical chart data and calculate the direct crossing distance value.

[0208] A direct-passage area refers to a strip-shaped navigation area that can be directly traversed around an ecological area and meets navigation safety requirements. This is achieved by the system combining static nautical chart data (such as coastlines, lighthouses, and water depths) with the spatial distribution of ecological areas (such as fish activity ranges) to delineate a strip-shaped navigation area enclosed by both, allowing direct passage around the ecological area. The direct-passage distance value refers to the vertical distance between the boundary of the ecological area (such as fish activity range) and the corresponding boundary in the static nautical chart data (such as coastlines and lighthouses). This is calculated by the system extracting the outer boundary line of the ecological area (such as fish activity range) and the corresponding feature boundary lines in the static nautical chart data (such as coastlines and lighthouses). In a plane perpendicular to the navigation direction, several feature points are selected on both boundary lines, and the distance between each pair of feature points is calculated. The minimum of all distance values ​​is taken as the direct-passage distance value.

[0209] Step 7621: If the straight-through distance value falls within the preset grounding distance threshold, obtain the bypass area based on the ecological area and nautical chart data and define it as the crossing safety area.

[0210] The grounding distance threshold is a critical distance threshold used to determine the safety of ship navigation. It is obtained by professionals in the field who, based on the ship's principal dimensional parameters (such as length and beam), draft, and lateral maneuvering width, combined with the distribution characteristics of static nautical chart features (such as coastlines, lighthouses, and shoals), comprehensively determine the critical distance threshold for navigation safety and input it into the system.

[0211] A bypass area refers to a strip-shaped navigation area defined based on the spatial distribution of an ecological area and static nautical chart data (such as coastlines, lighthouses, and water depths), which allows vessels to bypass the ecological area from the other side while meeting navigation safety requirements. Here, the system, with the core objective of avoiding grounding risks, combines the spatial distribution of the ecological area with navigation constraints from static nautical chart data (such as coastlines, lighthouses, and water depths) to define a strip-shaped navigation area that allows vessels to bypass the ecological area from the other side while meeting safe navigation requirements.

[0212] If the direct passage distance value falls within the preset grounding distance threshold, it indicates that the ship may be damaged if it passes directly through the direct passage area. Therefore, the bypass area is obtained based on ecological area and nautical chart data and defined as the passage safety area.

[0213] Step 7622: If the straight-through distance value does not fall within the stranding distance threshold, the straight-through area is defined as the crossing safety area.

[0214] If the straight-through distance value does not fall within the grounding distance threshold, it means that the vessel can safely pass through the straight-through area without worrying about scratches or damage. Therefore, the straight-through area is defined as the safe passage zone.

[0215] Based on the same inventive concept, embodiments of the present invention provide a dynamic route planning and real-time optimization system that integrates multiple modes.

[0216] One of them, a multi-mode integrated dynamic route planning and real-time optimization system, includes:

[0217] The acquisition module is used to acquire real-time ship information, ship cargo information, biological species, actual time, marine environment and historical biological information;

[0218] The memory is used to store the program of a control method for a multi-mode fusion dynamic route planning and real-time optimization method;

[0219] The processor loads and executes programs from memory.

[0220] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The specific working process of the system, device, and unit described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0221] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A multi-mode fusion dynamic route planning and real-time optimization method, characterized in that, include: Step 1: Obtain real-time vessel information; Step 2: Deconstruct real-time vessel information to obtain vessel dynamic data, initial route, and real-time vessel position; Step 3: Locate the corresponding nautical chart data based on the real-time vessel position; Step 4: Obtain the real-time route segment and route segment endpoint using nautical chart data and the initial route; Step 5: Obtain the ecological area corresponding to the real-time flight segment; Step 6: Determine a preliminary optimized route based on the real-time vessel position and the end point of the route segment. The preliminary optimized route does not include the end point of the route segment. Step 7: Obtain the optimized route based on the ecological region and the preliminary optimized route; The method for obtaining an optimized route based on ecological regions and preliminary optimized routes includes: Step 70: Obtain the destination area based on the destination of the flight segment; Step 71: If the ecological area does not fall into the destination area and the preliminary optimized route, define the preliminary optimized route as the optimized route and output it; Step 72: If the ecological area does not fall into the destination area but falls into the preliminary optimized route, the dangerous route segment and the safe route segment are obtained based on the ecological area; Step 73: Calculate deviations from the route based on ecological areas and dangerous route segments; Step 74: Obtain the detour route based on the safe route segment and the deviation route, and define it as the optimized route output; Step 75: If the ecological area falls into the destination area, obtain the Hainan Airlines destination; Step 76: Determine the intersecting routes based on real-time vessel positions, ecological areas, naval destinations, and nautical chart data, and define them as optimized route outputs; The method for obtaining an optimized route based on ecological regions and preliminary optimized routes also includes: Step 77: Obtain ship cargo information; Step 78: Analyze the corresponding destination information based on Hainan Airlines' destination and ship cargo information; Step 79: If the destination situation contains the preset fish situation, obtain the biological route segment based on the ecological area and the real-time route segment; Step 80: If there are no fish in the destination area, proceed to steps 70 to 76 to obtain the optimized route; This includes a method for determining biological flight segments based on ecological regions and real-time flight segments, which includes: Step 790: Obtain the species corresponding to the ecological region; Step 791: Obtain the cargo type based on the ship's cargo information; Step 792: If the biological species and the cargo species are inconsistent, proceed to steps 70 to 76 to obtain an optimized route; Step 793: If the biological species and the cargo type are the same, obtain the biological route segment based on the ecological region and the real-time route segment.

2. The multi-mode fusion dynamic route planning and real-time optimization method according to claim 1, characterized in that, When the biological species and the cargo type are the same, the methods for obtaining biological route segments based on ecological regions and real-time route segments include: Step 7930: Obtain the actual time and marine environment; Step 7931: Find the corresponding biological information based on the biological species; Step 7932: Analyze biological movement information based on actual time, marine environment, and bioinformatics; Step 7933: Determine regional movement information by combining biological movement information with ecological regions; Step 7934: Obtain the regional mobile point group based on the regional mobile information; Step 7935: Select any sailing time and calculate the vessel's arrival range based on real-time vessel information; Step 7936: Obtain the ship-to-biological handover point based on the area movement point group and the ship's arrival range; Step 7937: Obtain the pursuit route based on the real-time ship position and the ship-biological interface point, and define it as the biological route segment output.

3. The multi-mode fusion dynamic route planning and real-time optimization method according to claim 2, characterized in that, It also includes methods for optimizing route updates, which include: Step 7938: Obtain historical biological information; Step 7939: Determine biological trajectories based on historical biological information; Step 7940: If the biological trajectory falls into the optimized route, determine the migration time and migration handover point based on the biological trajectory; Step 7941: Calculate the transit time based on real-time ship information, actual time, and migration handover points; Step 7942: If the migration time and transit time are inconsistent, the route output will be optimized; Step 7943: If the migration time coincides with the transit time, determine the historical biological region based on this historical biological information; Step 7944: Update the optimized route based on the historical biological region to obtain the historical route.

4. The multi-mode fusion dynamic route planning and real-time optimization method according to claim 2, characterized in that, It also includes a method for determining the preliminary optimized route, which includes: Step 794: Calculate the arrival time in the ecological area based on real-time vessel information and ecological area data; Step 795: Calculate the ecological change area based on biological movement information and arrival time in the area; Step 796: If an area of ​​ecological change exists but does not fall within the real-time flight segment and the end point of the flight segment, step 6 is not executed; Step 797: If the ecological change area falls within the real-time flight path segment and / or the end of the flight path segment, execute step 6 to obtain and output the preliminary optimized flight path.

5. The multi-mode fusion dynamic route planning and real-time optimization method according to claim 1, characterized in that, Methods for determining intersecting routes based on real-time vessel positions, ecological areas, nautical destinations, and nautical chart data include: Step 760: Determine the navigation direction based on the real-time vessel position and the destination of the naval navigation; Step 761: Determine the navigation direction based on the real-time ship position and the preliminary optimized route; Step 762: If the navigation direction is consistent with the naval direction, determine the safe zone for crossing based on the ecological area and nautical chart data; Step 763: Determine the crossing route based on the real-time vessel position and the crossing safety zone; Step 764: If the sailing direction is inconsistent with the naval navigation direction, update the sailing direction based on the naval navigation direction and nautical chart data to obtain the updated sailing direction; Step 765: Based on the updated navigation direction, nautical chart data, and ecological area, obtain the updated route and output it as an interleaving route.

6. The multi-mode fusion dynamic route planning and real-time optimization method according to claim 5, characterized in that, When the navigation direction is consistent with the naval navigation direction, the methods for determining the safe zone for crossing based on ecological areas and nautical chart data include: Step 7620: Obtain the direct crossing area based on ecological area and nautical chart data and calculate the direct crossing distance value; Step 7621: If the straight-through distance value falls within the preset grounding distance threshold, obtain the bypass area based on the ecological area and nautical chart data and define it as the bypass safety area; Step 7622: If the straight-through distance value does not fall within the stranding distance threshold, the straight-through area is defined as the crossing safety area.

7. A multi-mode fusion dynamic route planning and real-time optimization system, characterized in that, include: The acquisition module is used to acquire real-time ship information, ship cargo information, biological species, actual time, marine environment and historical biological information; A memory for storing the program of the control method of the multi-mode fusion dynamic route planning and real-time optimization method as described in any one of claims 1 to 6; The processor loads and executes programs from memory.

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