Road maintenance closure construction safety management method, device, medium and equipment

Abstract

The invention discloses a road maintenance closure construction safety management method, device, medium and equipment, and relates to the field of road construction management. The method comprises the following steps: obtaining the pavement aging degree of each sub-region of a road, and obtaining a traffic flow time sequence of a preset range outside each sub-region in a plurality of preset construction periods; determining the pavement aging level of each sub-region according to the pavement aging degree of each sub-region, and inputting the traffic flow time sequence into a long short-term memory network to obtain a traffic flow prediction model; and according to a traffic flow prediction model, obtaining traffic flows of a preset range outside each sub-region in a plurality of preset construction periods, arranging the traffic flows in a first sequence, arranging the aging grades in a second sequence, obtaining an arrangement result, and obtaining a maintenance sequence of each sub-region according to the arrangement result. The road maintenance sequence is arranged according to the construction difficulty of each sub-region and the traffic flow near the sub-region at different moments, and the traffic accident rate outside the road maintenance region is reduced.

Description

Technical Field

[0001] The invention relates to the field of highway construction management, and in particular to a highway maintenance and road closure construction safety management method, device, medium and equipment. Background Art

[0002] With the development of the economy, people's living standards are constantly improving, the number of motor vehicles is increasing, and the number of motor vehicles is showing an increasing trend year by year. With the explosive growth in the number of motor vehicles, roads often become very congested, so traffic accidents are becoming more and more frequent. At the same time, roads will experience more wear from wheels, and the frequency of road maintenance is also increasing. In the process of road maintenance, it is often necessary to close some roads to facilitate the implementation of road maintenance. Since the closure of some roads will lead to changes in the driving routes of motor vehicles and reduce the traffic volume available for another part of the road per unit time, it will further aggravate the congestion of another part of the road. Therefore, among many traffic accidents, traffic accidents caused by road closures account for a relatively large proportion. Therefore, how to safely maintain roads when roads are closed has become an urgent problem to be solved.

[0003] In the prior art, when a highway is closed, sensors are mainly used to monitor the operating status of equipment used in the highway maintenance process in order to grasp the operating status of the equipment in real time, which effectively reduces the incidence of safety accidents within the highway maintenance closure area, but cannot effectively reduce the traffic accident rate outside the closure area.

[0004] However, in actual situations, the highway area that needs to be maintained usually includes highways of multiple maintenance types, and each highway maintenance type may have different sub-areas. When constructing multiple maintenance areas in a highway to be maintained, it is difficult to accurately predict the volume of traffic within a preset range outside each maintenance area in different time periods, and it is impossible to rate the difficulty of highway maintenance construction in each maintenance area. Therefore, it is usually impossible to select a time period with less traffic near the maintenance area for the maintenance area with greater construction difficulty. Therefore, the existing technology cannot reasonably match the road aging level corresponding to the multiple maintenance areas with the volume of traffic near the multiple maintenance areas in different time periods, and thus cannot arrange a reasonable construction sequence for the multiple maintenance areas of the highway to be maintained, resulting in traffic accidents outside the highway maintenance construction area. Summary of the invention

[0005] Based on this, it is necessary to provide a highway maintenance road closure construction safety management method, device, medium and equipment to address the above technical problems.

[0006] The present invention adopts the following technical solutions:

[0007] In a first aspect, the present invention provides a method for safety management of road maintenance and road closure construction, the method comprising:

[0008] Obtaining the degree of road aging of each sub-area of ​​the road to be maintained, and respectively obtaining the time series of traffic flow within a preset range outside each sub-area in multiple preset construction periods;

[0009] Determine the pavement aging level corresponding to each sub-area according to the pavement aging degree corresponding to each sub-area, and input the preprocessed vehicle flow time series into a long short-term memory network for training to obtain a vehicle flow prediction model;

[0010] According to the vehicle flow prediction model, the vehicle flow in a plurality of preset construction periods within the total highway maintenance period within a preset range outside each sub-area is obtained;

[0011] Arrange the vehicle flows in a plurality of the preset construction periods within the total highway maintenance period within the preset range outside the sub-areas according to a first order, and arrange the aging levels corresponding to the sub-areas according to a second order, to obtain a first arrangement result and a second arrangement result respectively;

[0012] Based on the first arrangement result and the second arrangement result, a road closure construction sequence of each sub-area is obtained.

[0013] Furthermore, obtaining the road surface aging degree of each sub-area of ​​the road to be maintained specifically includes:

[0014] Inputting a highway image data set including an aged road surface into a convolutional neural network for training to obtain an aging parameter extraction model for extracting road surface aging parameters in the highway image;

[0015] Inputting the highway images of each sub-area photographed in real time into the aging parameter extraction model to obtain the pavement aging parameters of each sub-area;

[0016] Based on the pre-established mapping relationship between the pavement aging parameter and the pavement aging degree, the pavement aging degree corresponding to the pavement aging parameter of each sub-area is obtained.

[0017] Furthermore, the obtaining of the time series of vehicle flow in a preset range outside each sub-area during a plurality of preset construction periods specifically includes:

[0018] Determining a preset construction period associated with each sub-area according to the road aging degree corresponding to each sub-area;

[0019] Determining the preset construction periods associated with the respective sub-areas as the traffic flow statistics periods of the respective sub-areas;

[0020] In the multiple traffic flow statistics cycles, the traffic flow in the preset range outside the respective sub-areas is obtained respectively, and the traffic flow time series in the preset range outside the respective sub-areas in the multiple preset construction cycles is obtained.

[0021] Furthermore, determining the preset construction period associated with each sub-area according to the road aging degree corresponding to each sub-area specifically includes:

[0022] Obtain multiple pavement aging types contained in the i-th sub-region, wherein the pavement aging type includes one or more of crack length, crack depth, asphalt aging degree, anti-skid layer wear area, and roadbed hardness, where i is a positive integer;

[0023] Determining respectively the construction time lengths required for maintaining the road surfaces corresponding to the multiple road surface aging types included in the i-th sub-area;

[0024] The preset construction period of the i-th sub-region is determined according to the length of construction time required for maintaining the road surfaces corresponding to the multiple road surface aging types included in the i-th sub-region.

[0025] Further, determining the pavement aging grade corresponding to each sub-area according to the pavement aging degree corresponding to each sub-area specifically includes:

[0026] Determine the road aging type with the greatest aging degree in each sub-area according to the road aging degree corresponding to each sub-area;

[0027] Determine the pavement aging type with the greatest degree of aging in each of the sub-areas as the target pavement aging type corresponding to each of the sub-areas;

[0028] According to the aging degree standards of the target road surface aging types corresponding to the sub-areas, the sub-areas are divided into aging grades, so that the sub-areas are divided into any one of the first aging area, the second aging area, and the third aging area.

[0029] Furthermore, the vehicle flows within the preset range outside the sub-areas within the plurality of preset construction periods within the total highway maintenance period are arranged in a first order, and the aging levels corresponding to the sub-areas are arranged in a second order, to obtain a first arrangement result and a second arrangement result, respectively, specifically including:

[0030] Arrange the traffic flows in the preset ranges outside the sub-areas in a plurality of the preset construction periods within the total highway maintenance period in ascending order to obtain first arrangement results respectively associated with the sub-areas;

[0031] Arrange the aging levels corresponding to the sub-areas in descending order to obtain the second arrangement result regarding the construction difficulty of the sub-areas, and generate an aging level matrix based on the second arrangement result;

[0032] According to the arrangement order of each sub-area in the second arrangement result, obtaining the minimum vehicle flow rate of each sub-area from the first arrangement result, and generating a minimum vehicle flow rate matrix of each sub-area based on the minimum vehicle flow rate;

[0033] The j-th element in the minimum vehicle flow matrix is ​​multiplied by the j-th element in the aging level matrix to obtain the road maintenance difficulty value of each sub-area, where j is a natural number;

[0034] Determining the road closure type corresponding to each sub-area according to the road maintenance difficulty value of each sub-area;

[0035] According to the time corresponding to each element in the minimum traffic flow matrix, a road closure construction sequence of each sub-area is obtained, and based on the road closure construction sequence of each sub-area and the road closure type corresponding to each sub-area, highway maintenance is performed on each sub-area.

[0036] Furthermore, the road closure types include: highway closure for construction and sidewalk closure for construction;

[0037] The highway closure construction includes: full road closure construction, section construction and semi-closure construction;

[0038] The sidewalk closure construction includes: full closure construction and partial closure construction.

[0039] In a second aspect, the present invention provides a highway maintenance road closure construction safety management device, comprising:

[0040] An acquisition module is used to: acquire the road aging degree of each sub-area of ​​the road to be maintained, and respectively acquire the traffic flow time series within a preset range outside each sub-area in multiple preset construction periods;

[0041] A determination module is used to: determine the road surface aging level corresponding to each sub-area according to the road surface aging degree corresponding to each sub-area, and input the pre-processed vehicle flow time series into a long short-term memory network for training to obtain a vehicle flow prediction model;

[0042] A prediction module, used to: obtain the vehicle flow within a plurality of preset construction periods within the total highway maintenance period within a preset range outside each sub-area according to the vehicle flow prediction model;

[0043] A sorting module is used to: arrange the vehicle flows within the preset range outside the sub-areas within the plurality of preset construction periods within the total highway maintenance period according to a first order, and arrange the aging levels corresponding to the sub-areas according to a second order, to obtain a first arrangement result and a second arrangement result respectively;

[0044] The implementation module is used to obtain the road closure construction sequence of each sub-area based on the first arrangement result and the second arrangement result.

[0045] The present invention provides a computer-readable storage medium, wherein the storage medium stores a computer program, and when the computer program is executed by a processor, the highway maintenance road closure construction safety management method is implemented.

[0046] The present invention provides a computer device, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the method for safety management of road maintenance and road closure construction is implemented when the processor executes the program.

[0047] At least one technical solution adopted by the present invention can achieve the following beneficial effects:

[0048] The present invention first obtains the degree of road aging of each sub-area of ​​the highway to be maintained, and respectively obtains the time series of traffic flow in a preset range outside the sub-areas in multiple preset construction periods; then, according to the degree of road aging corresponding to the sub-areas, the corresponding road aging level of the sub-areas is determined, and the pre-processed traffic flow time series is input into a long short-term memory network for training to obtain a traffic flow prediction model; then, according to the traffic flow prediction model, the traffic flow in multiple preset construction periods within the preset range outside the sub-areas within the total highway maintenance period is obtained; further, the traffic flow in multiple preset construction periods within the preset range outside the sub-areas within the total highway maintenance period is arranged in a first order, and the aging levels corresponding to the sub-areas are arranged in a second order, and a first arrangement result and a second arrangement result are obtained respectively; finally, based on the first arrangement result and the second arrangement result, the road closure construction order of the sub-areas is obtained.

[0049] Through the above scheme, the present invention can reasonably match the road aging levels corresponding to the multiple sub-areas of the road to be maintained with the traffic volume in different time periods within a preset range outside the multiple sub-areas, so as to arrange a reasonable construction sequence for the multiple sub-areas of the road to be maintained, reduce the traffic accident rate outside the road maintenance construction area, improve the efficiency of road maintenance, and reduce the impact on people and vehicles passing by near the construction area. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0051] Figure 1 A schematic diagram of a process flow of a highway maintenance road closure construction safety management method provided by the present invention;

[0052] Figure 2 A schematic diagram of an application scenario of a highway maintenance road closure construction safety management method provided by the present invention;

[0053] Figure 3 A schematic diagram of obtaining the degree of road aging corresponding to each sub-area of ​​a road to be maintained provided by the present invention;

[0054] Figure 4 A schematic diagram of a highway maintenance and road closure construction safety management device provided by the present invention;

[0055] Figure 5 A schematic diagram of a computer device for implementing a highway maintenance road closure construction safety management method provided by the present invention. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the specific embodiments of the present invention and the corresponding drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0057] The server mentioned in the present invention can be a server set on a business platform, or a device such as a desktop computer, a laptop computer, etc. that can execute the solution of the present invention. For the convenience of description, the following description is only based on the server as the execution subject. The following is a detailed description of the technical solutions provided by various embodiments of the present invention in conjunction with the accompanying drawings.

[0058] Figure 1The present invention is a flow chart of a road maintenance road closure construction safety management method, which specifically includes the following steps:

[0059] S10: Obtain the degree of road aging of each sub-area of ​​the road to be maintained, and respectively obtain the time series of vehicle flow within a preset range outside each sub-area in a plurality of preset construction periods.

[0060] In this embodiment, the above-mentioned road to be maintained refers to a damaged road surface that needs to be maintained but has not yet been maintained. The above-mentioned sub-areas refer to areas divided according to the damaged area and damage severity of different areas in the above-mentioned road to be maintained. The above-mentioned road to be maintained can be divided into multiple sub-areas according to the traffic volume, commercialization degree and passenger flow near different areas. The preset range outside the above-mentioned sub-areas refers to the area pre-divided outside the edge of the road surface of the above-mentioned sub-areas, where there are passing vehicles, and the above-mentioned vehicles include but are not limited to: motor vehicles and non-motor vehicles. The above-mentioned road surface aging degree refers to the degree of damage corresponding to one or more types of road surface aging existing in the road surface, including but not limited to: the degree of asphalt damage, the degree of road surface breakage, the degree of road surface cracking, the degree of semi-rigid base cracking and the degree of road surface subsidence. The above-mentioned preset construction period refers to the length of time required to complete the road maintenance work in each sub-area.

[0061] Indicative, Figure 2 A schematic diagram of an application scenario of a highway maintenance road closure construction safety management method provided by the present invention.

[0062] refer to Figure 2 , Figure 2 The highway environment shown is a crossroad, which contains a road to be maintained. The road to be maintained is divided into n sub-areas according to the road aging types in different areas, including sub-area 1, sub-area 2, ... sub-area n. The road aging problem in sub-area 1 is mainly hair-like cracks, the road aging problem in sub-area 2 is mainly comprehensive through cracks, and the road aging problem in sub-area n is mainly road collapse. It should be noted that the same sub-area may contain multiple road aging problems.

[0063] S20: Determine the pavement aging level corresponding to each sub-area according to the pavement aging degree corresponding to each sub-area, and input the preprocessed vehicle flow time series into a long short-term memory network for training to obtain a vehicle flow prediction model.

[0064] In this embodiment, the above-mentioned aging level refers to the level obtained by comprehensively evaluating the aging degree corresponding to one or more types of road aging existing in each sub-area, including but not limited to: slight aging, moderate aging, and severe aging. Among them, the above-mentioned preprocessing of the traffic flow time series includes but is not limited to: removing outliers and normalizing the traffic flow data. The above-mentioned Long Short-Term Memory (LSTM) network includes: memory cells, input gates, forget gates, output gates, candidate memory cells, and hidden states.

[0065] Among them, the memory unit is the core of the above-mentioned long short-term memory network, which is responsible for storing the time series information of traffic flow, and reading and writing the time series information of traffic flow as needed. The above-mentioned hidden state is used to transmit the relevant time series information of traffic flow. The above-mentioned input gate is used to calculate the hidden state based on the current input and the previous time step, and write the new information into the above-mentioned memory unit. The above-mentioned forget gate is used to calculate the hidden state based on the current input and the previous time step, and decide whether to discard or retain the specific time series information of traffic flow. The above-mentioned output gate is used to calculate based on the state of the current memory unit to control the content of the output. The above-mentioned long short-term memory network processes the input and the hidden state of the previous time step through three fully connected layers with sigmoid activation function, and calculates the values ​​of three gates (input gate, forget gate, output gate), and these values ​​range from 0 to 1. The above-mentioned candidate memory unit uses the tanh function as the activation function, and its value range is between -1 and 1, which is used to update the above-mentioned memory unit.

[0066] The process of updating the memory unit is as follows:

[0067] The LSTM network determines how much old information to retain by multiplying the previous memory cell state with the sigmoid function, and adds it point by point with the output value of the input gate to update the new information into the memory cell state to obtain a new memory cell state.

[0068] S30: According to the vehicle flow prediction model, the vehicle flow in a plurality of preset construction periods within the total highway maintenance period within a preset range outside each sub-area is obtained.

[0069] In this embodiment, the above-mentioned total highway maintenance period refers to the length of time required to complete highway maintenance in all sub-areas of the maintained highway, and the above-mentioned preset construction period refers to the length of time required to complete highway maintenance in any of the above-mentioned sub-areas, and different sub-areas correspond to different preset construction periods.

[0070] S40: Arrange the traffic volumes within the preset construction periods within the total highway maintenance period within the preset range outside the sub-areas according to a first order, and arrange the aging levels corresponding to the sub-areas according to a second order, to obtain a first arrangement result and a second arrangement result respectively.

[0071] In this embodiment, the first order is an ascending order, that is, an order from small to large. The second order is a descending order, that is, an order from large to small. The first arrangement result is to arrange the traffic volume in multiple preset construction periods within the preset range outside each sub-area in the total highway maintenance period in ascending order to obtain the traffic volume arrangement order from small to large. The second arrangement result is to arrange the aging levels corresponding to each sub-area in descending order to obtain the arrangement result from large to small.

[0072] S50: Based on the first arrangement result and the second arrangement result, a road closure construction sequence of each sub-area is obtained.

[0073] In this embodiment, the types of road closures for the above-mentioned road closures for each sub-area include, but are not limited to, road closures and sidewalk closures. The above-mentioned road closures include, but are not limited to, full road closures, segmented construction, and semi-closed construction. The above-mentioned full road closures are generally applicable to large-area road construction, while the above-mentioned segmented constructions and the above-mentioned semi-closed constructions are generally applicable to small-area road construction. The above-mentioned sidewalk closures are generally fully or partially closed, and taxiways and other methods are adopted to ensure the safe passage of pedestrians.

[0074] refer to Figure 2, sub-area 1 is adjacent to a shopping mall, and sub-area 2 is adjacent to a school, so the traffic and pedestrian flow near the highway maintenance construction area of ​​sub-area 1 and sub-area 2 is large. Sub-area n is adjacent to a small shop, so the pedestrian and vehicle flow near the highway maintenance construction area of ​​sub-area n is smaller than that near the construction areas of sub-area 1 and sub-area 2. When determining the road closure construction type of different sub-areas, it is necessary to comprehensively determine the traffic volume, pedestrian flow, and road aging level of each sub-area based on the size of the traffic volume and pedestrian flow near each sub-area. For example, when the road aging level corresponding to a sub-area is slightly aged, and the traffic volume and pedestrian flow within the preset range outside the sub-area are large, the road closure type for highway maintenance in the area can be determined as semi-closed highway construction, which can minimize the impact on the passage of nearby vehicles and pedestrians while ensuring highway traffic safety. For another example, when the road aging level corresponding to a certain sub-area is severely aged, and the vehicle and pedestrian flows within a preset range outside the sub-area are large, the road closure type for highway maintenance in the area can be determined as full highway closure and partial sidewalk closure for construction, which can ensure the efficiency of highway maintenance in the sub-area and reduce the safety hazards to nearby pedestrians and vehicles when highway maintenance is carried out in the sub-area.

[0075] based on Figure 1 A highway maintenance road closure construction safety management method is shown, which first obtains the degree of pavement aging of each sub-area of ​​the highway to be maintained, and respectively obtains the traffic flow time series within a preset range outside each sub-area in multiple preset construction cycles, and then determines the pavement aging grade corresponding to each sub-area according to the degree of pavement aging corresponding to each sub-area, and inputs the preprocessed traffic flow time series into the long short-term memory network for training to obtain a traffic flow prediction model. Then, according to the traffic flow prediction model, the traffic flow within the preset range outside each sub-area within multiple preset construction periods within the total highway maintenance period is obtained, and the traffic flow within the preset range outside each sub-area within multiple preset construction periods within the total highway maintenance period is arranged according to the first order, and the aging level corresponding to each sub-area is arranged according to the second order, and the first arrangement result and the second arrangement result are obtained respectively; finally, based on the first arrangement result and the second arrangement result, the road closure construction sequence of each sub-area is obtained, and the road aging level corresponding to the multiple sub-areas of the highway to be maintained can be reasonably matched with the traffic flow size within the preset range outside the multiple sub-areas in different time periods, so that a reasonable construction sequence can be arranged for the multiple sub-areas of the highway to be maintained, the traffic accident rate outside the highway maintenance construction area is reduced, the efficiency of highway maintenance is improved, and the impact on the passing personnel and vehicles near the construction area is reduced.

[0076] When applying the highway maintenance road closure construction safety management method provided by the present invention, it is not necessary to Figure 1The steps are executed in the order shown. The specific execution order of the steps can be determined according to needs, and the present invention does not limit this.

[0077] In addition, in one or more embodiments of the present invention, obtaining the road surface aging degree of each sub-area of ​​the road to be maintained specifically includes:

[0078] S101: Inputting a highway image dataset including an aged road surface into a convolutional neural network for training to obtain an aging parameter extraction model for extracting road surface aging parameters in the highway image.

[0079] In this embodiment, schematically, Figure 3 A schematic diagram of a method for obtaining the degree of road aging corresponding to each sub-area included in a road to be maintained provided by the present invention.

[0080] refer to Figure 3 The above-mentioned image dataset on road aging is obtained by photographing roads with various types of road aging. The above-mentioned image dataset on road aging is first preprocessed, and each image is converted into a three-dimensional matrix, wherein one dimension of each matrix corresponds to a color channel of the image. The preprocessed image dataset is input into the above-mentioned convolutional neural network for training, and the above-mentioned aging parameter extraction model for extracting road aging parameters in highway images is obtained. Among them, the above-mentioned convolutional neural network includes: an input layer (X1, X2, ..., Xn), a hidden layer (A1, A2, A3, ..., An), and an output layer (Y1, Y2, ... Yn). Among them, the above-mentioned hidden layer includes a convolution layer, a pooling layer, and a fully connected layer. The above-mentioned convolution layer extracts the features of the input data by applying a set of learnable convolution kernels. Each convolution kernel slides on the input data and performs a convolution operation, thereby capturing the local features of the input data. The convolution layer retains the position information of each local feature. The above-mentioned pooling layer reduces the spatial size of the feature map through a downsampling operation, thereby reducing the number of parameters and the amount of calculation of the model. Moreover, the pooling layer enhances the robustness of the model to local changes in the input data by aggregating the features of the local area, thereby improving the generalization ability of the model. The above-mentioned fully connected layer plays the role of a "classifier" in the entire convolutional neural network. It maps the learned feature representation to the sample's label space, integrates the features of the previous layer, and outputs the prediction result through an activation function (such as softmax). In addition, in the convolutional neural network, the fully connected layer can reduce the number of parameters and improve computational efficiency by using 1x1 convolution or global average pooling.

[0081] In this embodiment, the three-dimensional matrix corresponding to each image is input into the input layer of the convolutional neural network, and the input data is subjected to feature extraction via the hidden layer, and finally the output layer outputs labels corresponding to different types of features. The labels are used to mark the road aging types corresponding to different features and the aging degree of each road aging type.

[0082] S102: Inputting the highway images of the sub-areas photographed in real time into the aging parameter extraction model to obtain the pavement aging parameters of the sub-areas.

[0083] In this embodiment, the real-time shooting refers to recent shooting before the road maintenance is carried out on the road to be maintained, which may be one day, one week, or one hour before the road maintenance is carried out on the road to be maintained, and the present invention does not limit this.

[0084] refer to Figure 3 First, the highway images of the above sub-areas are preprocessed to obtain a three-dimensional matrix of each image, wherein one dimension of each matrix corresponds to a color channel of the image. Each preprocessed image is input into the above aging parameter extraction model to obtain the pavement aging parameters of the above sub-areas. The pavement aging parameters include but are not limited to: crack length parameter, crack depth parameter, asphalt aging parameter, anti-skid layer wear area parameter, and roadbed hardness parameter.

[0085] S103: Based on the pre-established mapping relationship between the pavement aging parameter and the pavement aging degree, the pavement aging degree corresponding to the pavement aging parameter of each sub-area is obtained.

[0086] In this embodiment, for any type of aging, different numerical ranges of the pavement aging parameters of this type correspond to multiple aging degrees. For example, for the aging type of crack length, a crack length of 1 cm to 10 cm is defined as slight aging, a crack length of 10 cm to 50 cm is defined as moderate aging, and a crack length greater than 50 cm is defined as severe aging. For the aging type of crack depth, a crack depth of 0.5 cm to 2 cm is defined as slight aging, a crack depth of 2 cm to 5 cm is defined as moderate aging, and a crack depth greater than 5 cm is defined as severe aging. By corresponding different numerical ranges of all types of pavement aging parameters to multiple aging degrees, the pavement aging degrees corresponding to the pavement aging parameters of each sub-area can be obtained.

[0087] The solution shown in this embodiment obtains the pavement aging parameters of each sub-region by inputting the highway images of each sub-region captured in real time into the aging parameter extraction model. Then, based on the pre-established mapping relationship between the pavement aging parameters and the pavement aging degree, the pavement aging degree corresponding to the pavement aging parameters of each sub-region is obtained, thereby achieving accurate evaluation of various types of aging parameters included in the pavement aging parameters of each sub-region, and improving the comprehensiveness and accuracy of the evaluation of the pavement aging degree of each sub-region.

[0088] In addition, in one or more embodiments of the present invention, the obtaining of the time series of vehicle flow in a preset range outside each sub-area during a plurality of preset construction periods specifically includes:

[0089] S104: Determine a preset construction period associated with each sub-area according to the road aging degree corresponding to each sub-area.

[0090] In this embodiment, the road aging degrees corresponding to different sub-areas may be different, so the difficulty of highway maintenance construction in different sub-areas is also different. For any sub-area with a road aging degree among the above sub-areas, by counting multiple historical construction cycles of the area with the road aging degree, an average construction cycle of the sub-area with the road aging degree is determined, and the average cycle is determined as the preset construction cycle associated with the sub-area with the road aging degree.

[0091] S105: Determine the preset construction periods associated with the respective sub-areas as the traffic flow statistics periods of the respective sub-areas.

[0092] In this embodiment, when performing highway maintenance on different sub-areas, it is necessary to determine the preset construction period for highway maintenance on different sub-areas, so as to obtain the duration of the impact of highway maintenance on pedestrians and vehicles within a preset range outside the above-mentioned sub-areas, so as to facilitate the selection of appropriate construction time periods for different sub-areas and reduce the impact on pedestrians and vehicles within a preset range outside the above-mentioned sub-areas.

[0093] S106: In the multiple traffic flow statistics periods, the traffic flow in the preset range outside each sub-area is respectively obtained to obtain the traffic flow time series in the preset range outside each sub-area in multiple preset construction periods.

[0094] In this embodiment, the method of obtaining the vehicle flow within the preset range outside each sub-area includes but is not limited to: obtaining the vehicle flow using real-time video surveillance near each sub-area, arranging pressure sensors at the boundaries of the preset range outside each sub-area, and counting the vehicle flow by sensing the number of times the pressure threshold is reached.

[0095] Optionally, in this embodiment, an average value of vehicle flow within a preset range outside each sub-area within N vehicle flow statistical periods is obtained, where N is a positive integer.

[0096] In this embodiment, by obtaining the average value of the traffic flow within the preset range outside each sub-area in the N traffic flow statistical periods, the traffic flow conditions within the preset range outside different sub-areas can be more accurately grasped.

[0097] Optionally, in this embodiment, the average pedestrian flow value within a preset range outside each sub-area within N traffic flow statistical periods can be obtained, and the above-mentioned average pedestrian flow value can be combined with the average vehicle flow value to more reasonably arrange the highway maintenance construction sequence of different sub-areas.

[0098] This embodiment determines the preset construction period associated with each sub-region according to the aging degree of the road surface corresponding to each sub-region, and then determines the preset construction period associated with each sub-region as the traffic flow statistical period of each sub-region. Finally, in multiple traffic flow statistical periods, the traffic flow within the preset range outside each sub-region is obtained respectively, and the traffic flow time series within the preset range outside each sub-region in multiple preset construction periods is obtained. It is achieved to more accurately grasp the size of the traffic flow within the preset range outside different sub-regions within the preset construction period of each sub-region, which can prepare for the subsequent reasonable arrangement of the construction sequence of highway maintenance in each sub-region.

[0099] In addition, in one or more embodiments of the present invention, determining the preset construction period associated with each sub-area according to the road aging degree corresponding to each sub-area specifically includes:

[0100] S1041: Obtain multiple pavement aging types contained in the i-th sub-region, where the pavement aging type includes one or more of crack length, crack depth, asphalt aging degree, anti-skid layer wear area, and roadbed hardness, where i is a positive integer.

[0101] In this embodiment, the i-th sub-region is any one of the above sub-regions. Figure 3 , multiple pavement aging types contained in the i-th sub-area are obtained through the aging parameter extraction model.

[0102] S1042: Determine the construction time lengths required for maintaining the road surfaces corresponding to the multiple road surface aging types included in the i-th sub-region.

[0103] In this embodiment, for any pavement aging type in the above-mentioned i-th sub-area, the average period for completing the maintenance work for the pavement aging type is determined by counting multiple historical periods for completing the maintenance work for the pavement aging type, and the above-mentioned average period is determined as the preset construction period associated with the pavement aging type.

[0104] S1043: Determine a preset construction period for the i-th sub-region according to the length of construction time required for maintaining the road surfaces corresponding to the multiple road surface aging types included in the i-th sub-region.

[0105] In this embodiment, the construction time lengths required for maintaining the road surfaces corresponding to the multiple road surface aging types included in the i-th sub-region are added together to obtain the preset construction period of the i-th sub-region.

[0106] It should be noted that if there are pavement aging types that can be maintained simultaneously in the i-th sub-area, the time consumed by the pavement aging types that can be maintained simultaneously needs to be subtracted from the preset construction period of the i-th sub-area.

[0107] This embodiment determines the construction time required for maintaining the road surfaces corresponding to the multiple road surface aging types contained in the above-mentioned i-th sub-region respectively, and then determines the preset construction period of the above-mentioned i-th sub-region according to the construction time required for maintaining the road surfaces corresponding to the multiple road surface aging types contained in the above-mentioned i-th sub-region. It can more accurately predict the time length for highway maintenance in each sub-region, facilitate the subsequent reasonable arrangement of the highway maintenance work sequence of each sub-region, and arrange reasonable construction time for each sub-region, reduce the impact on personnel and vehicles outside the construction area during the highway maintenance construction process, and further reduce the traffic accident rate outside the construction area.

[0108] In addition, in one or more embodiments of the present invention, determining the pavement aging grade corresponding to each sub-area according to the pavement aging degree corresponding to each sub-area specifically includes:

[0109] S201: Determine the road aging type with the greatest aging degree in each sub-area according to the road aging degree corresponding to each sub-area.

[0110] In this embodiment, the road surface aging degree corresponding to each sub-area includes aging degrees of multiple road surface aging types, and the aging degrees corresponding to different road surface aging types are different.

[0111] S202: Determine the road surface aging type with the greatest aging degree in each sub-area as the target road surface aging type corresponding to each sub-area.

[0112] In this embodiment, for any of the above sub-areas, the road surface aging type with the greatest aging degree in the sub-area is the most important road surface aging type in the sub-area and is also the road surface aging type with the greatest difficulty in maintenance and construction.

[0113] S203: Classifying the sub-regions into aging grades according to aging degree standards of the target road surface aging types corresponding to the sub-regions, so that the sub-regions are respectively classified into any one of a first aging region, a second aging region, and a third aging region.

[0114] In this embodiment, the first aging region refers to a sub-region with a high aging degree, the second aging region refers to a sub-region with a medium aging degree, and the third aging region refers to a sub-region with a low aging degree.

[0115] The present invention determines the pavement aging type with the greatest aging degree in each sub-area as the target pavement aging type corresponding to each sub-area, and then divides the above-mentioned sub-areas into aging grades according to the aging degrees of the target pavement aging types corresponding to the above-mentioned sub-areas, so that the above-mentioned sub-areas are respectively divided into any one of the first aging area, the second aging area, and the third aging area, which helps to classify each sub-area according to the pavement aging type with the greatest aging degree, facilitates batch maintenance of sub-areas with the same pavement aging type with the greatest aging degree, and improves construction efficiency.

[0116] In addition, in one or more embodiments of the present invention, the vehicle flows within the preset range outside the sub-areas within the plurality of preset construction periods within the total highway maintenance period are arranged in a first order, and the aging levels corresponding to the sub-areas are arranged in a second order, to obtain a first arrangement result and a second arrangement result, respectively, specifically including:

[0117] S401: Arrange the vehicle flows in a plurality of the preset construction periods within the total highway maintenance period within the preset range outside the respective sub-areas in ascending order to obtain first arrangement results respectively associated with the respective sub-areas.

[0118] In this embodiment, the meanings of the ascending order and the first arrangement result have been explained in the previous text and will not be repeated here.

[0119] S402: Arrange the aging levels corresponding to the sub-areas in descending order to obtain the second arrangement result regarding the construction difficulty of the sub-areas, and generate an aging level matrix based on the second arrangement result.

[0120] In this embodiment: the above-mentioned aging level matrix contains the same number of elements as the number of regions in each sub-region. For example, assuming that there are six sub-regions on the road to be maintained, and the corresponding six aging levels are: 1, 3, 4, 2, 8, 5, then the aging level matrix A corresponding to the six sub-regions is: [A0, A1, A2, A3, A4, A5]. Among them, the subscript of each element represents the position of the sub-region in the matrix, and the value of each element is the aging level corresponding to the sub-region, that is, A0=8, A1=5, A2=4, A3=3, A4=2, A5=1.

[0121] S403: According to the arrangement order of each sub-area in the second arrangement result, the minimum traffic flow of each sub-area is obtained from the first arrangement result, and a minimum traffic flow matrix of each sub-area is generated based on the minimum traffic flow.

[0122] In this embodiment: according to the arrangement order of each sub-region in the second arrangement result, that is, according to the order of the aging level of each sub-region from large to small, the sub-region with the highest aging level is given priority, and the minimum vehicle flow of each sub-region is obtained from the first arrangement result, and the minimum vehicle flow matrix of each sub-region is generated based on the minimum vehicle flow. The number of elements in the minimum vehicle flow matrix is ​​the same as the total number of regions of each sub-region, and the arrangement order of the elements corresponding to each sub-region in the minimum vehicle flow matrix is ​​the same as the elements corresponding to each sub-region in the aging level matrix.

[0123] For example, the preset range outside the sub-area with aging level 8 contains 3 preset construction cycles (one day) within the total highway maintenance period (3 days), and the traffic volume in these three preset construction cycles is: 100 vehicles / h on the first day, 250 vehicles / h on the second day, and 200 vehicles / h on the third day. Then the minimum traffic volume of this sub-area is 100 vehicles / h, and the highway maintenance work of this sub-area should be arranged on the first day. Exemplarily, the minimum traffic volume matrix is: [B0, B1, B2, B3, B4, B5]. Among them, B0 is the sub-area with the highest aging level, and the corresponding minimum traffic volume is 100 vehicles / h, and B1 is the sub-area with the second highest aging level, and the corresponding minimum traffic volume is 50 vehicles / h.

[0124] S404: Multiply the j-th element in the minimum vehicle flow matrix by the j-th element in the aging level matrix to obtain the highway maintenance difficulty value of each sub-area, where j is a natural number.

[0125] In this embodiment: the jth element in the minimum traffic flow matrix is ​​multiplied by the jth element in the aging level matrix, that is, A0 is multiplied by B0, A1 is multiplied by B1, ..., A5 is multiplied by B5. For example, assuming that A0 corresponding to any sub-region is 8 and B0 is 100, the road maintenance difficulty value corresponding to the region is 800.

[0126] Optionally, after obtaining the road maintenance difficulty value corresponding to each sub-region, each value may be normalized to facilitate data statistics.

[0127] S405: Determine the road closure type corresponding to each sub-area according to the road maintenance difficulty value of each sub-area.

[0128] In this embodiment, the difficulty value of the road maintenance refers to the construction difficulty of road maintenance in each sub-area. For example, the difficulty value can be divided into ten levels from 1 to 10. When the difficulty value is high, the road is fully closed for construction to ensure the safety of fellow travelers outside the road maintenance area; when the difficulty value is low, the road is semi-closed for construction or construction is carried out without closing the road to improve the efficiency of road maintenance. In addition, when determining the road closure construction type of different sub-areas, it is necessary to combine the traffic volume near each sub-area and the aging level associated with the road aging degree corresponding to each sub-area to comprehensively determine. For example, when the road aging level corresponding to a sub-area is slightly aged, and the traffic volume in the preset range outside the sub-area is large, the road closure type for road maintenance in the area can be determined as semi-closed road construction, which can minimize the impact on the passage of nearby vehicles and pedestrians while ensuring road traffic safety.

[0129] S406: Obtaining a road closure construction sequence for each sub-area according to the time corresponding to each element in the minimum traffic flow matrix, and performing highway maintenance on each sub-area based on the road closure construction sequence for each sub-area and the road closure type corresponding to each sub-area.

[0130] In this embodiment, the minimum traffic volume within the preset range outside each sub-area is in different time periods, and the highway maintenance work of each sub-area is arranged according to the minimum traffic volume within the preset range outside each sub-area.

[0131] This embodiment first determines the road closure type corresponding to each sub-area according to the traffic volume corresponding to the preset range outside each sub-area and the aging level associated with the road surface aging degree corresponding to each sub-area. Then, according to the traffic volume corresponding to the preset range outside each sub-area, the aging level associated with the road surface aging degree corresponding to each sub-area and the road closure type corresponding to each sub-area, road closure construction is performed on each sub-area.

[0132] Through the above scheme, the difficulty of highway maintenance in each sub-area can be quantified according to the road aging level of each sub-area and the traffic volume within a preset range outside each sub-area, and the road closure type corresponding to each sub-area can be determined according to the quantified highway maintenance difficulty value. This can reduce the impact of highway closure on the traffic volume outside the construction area during highway maintenance, reduce the traffic accident rate caused by highway maintenance work when the highway is closed, and further reasonably arrange the highway maintenance sequence of each sub-area.

[0133] Optionally, in one or more embodiments of the present invention, after the road closure construction is performed on each sub-area, the method further includes:

[0134] When the road aging degree corresponding to one or more sub-areas in the sub-areas reaches a preset threshold, a road aging warning signal is issued to prompt construction personnel to perform compensatory maintenance on the one or more sub-areas.

[0135] In this embodiment, the preset threshold refers to the maximum road aging degree corresponding to the road surface that can be safely used. The aging warning signal includes but is not limited to: sound signal and light signal.

[0136] Through the above technical solution, this embodiment can promptly remind highway maintenance workers to perform highway maintenance when the aging degree of the road surface reaches a preset threshold, thereby avoiding traffic accidents caused by road aging during driving.

[0137] Furthermore, in one or more embodiments of the present invention, the road closure types include: highway closure construction and sidewalk closure construction;

[0138] The highway closure construction includes: full road closure construction, section construction and semi-closure construction;

[0139] The sidewalk closure construction includes: full closure construction and partial closure construction.

[0140] In this embodiment, the above-mentioned full road closure construction is generally applicable to large-area highway construction, and the above-mentioned segmented construction and the above-mentioned semi-closed construction are generally used for small-area highway construction.

[0141] Through the above solution, this embodiment can more accurately determine the appropriate road closure type for different sub-areas, thereby improving construction efficiency.

[0142] The above is a highway maintenance road closure construction safety management method provided by one or more embodiments of the present invention. Based on the same idea, the present invention also provides a corresponding highway maintenance road closure construction safety management device, such as Figure 4 shown.

[0143] Figure 4 A schematic diagram of a highway maintenance road closure construction safety management device provided by the present invention includes:

[0144] The acquisition module is used to: acquire the road aging degree corresponding to each sub-area included in the road to be maintained, and acquire the vehicle flow corresponding to the preset range outside each sub-area;

[0145] A determination module, configured to: classify the sub-regions into aging grades based on the aging degrees of the road surfaces corresponding to the sub-regions, and obtain aging grades associated with the aging degrees of the road surfaces corresponding to the sub-regions;

[0146] The implementation module is used to: perform road closure construction on each sub-area according to the traffic volume corresponding to the preset range outside each sub-area and the aging level associated with the road aging degree corresponding to each sub-area.

[0147] The specific definition of a highway maintenance road closure construction safety management device can be found in the above definition of a highway maintenance road closure construction safety management method, which will not be repeated here. Each module in the above-mentioned highway maintenance road closure construction safety management device can be implemented in whole or in part by software, hardware and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

[0148] The present invention also provides a computer-readable storage medium, which stores a computer program, which can be used to execute the above Figure 1 A highway maintenance and road closure construction safety management method is provided.

[0149] The present invention also provides Figure 5 The structural diagram of the computer device shown in FIG. Figure 5 As shown in the figure, at the hardware level, the computer device includes a processor, an internal bus, a network interface, a memory, and a non-volatile memory, and may also include other hardware required for the business. The processor reads the corresponding computer program from the non-volatile memory into the memory and then runs it to achieve the above Figure 1 A highway maintenance and road closure construction safety management method is provided.

[0150] Those skilled in the art can understand that all or part of the processes in the embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided by the present invention can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory or optical memory, etc. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM).

[0151] The technical features of the above embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of the present invention.

Claims

1. A road maintenance and road closure construction safety management method, characterized in that: include: Obtaining the degree of road aging of each sub-area of ​​the road to be maintained, and respectively obtaining the time series of traffic flow within a preset range outside each sub-area in multiple preset construction periods; Determine the pavement aging level corresponding to each sub-area according to the pavement aging degree corresponding to each sub-area, and input the preprocessed vehicle flow time series into a long short-term memory network for training to obtain a vehicle flow prediction model; According to the vehicle flow prediction model, the vehicle flow in a plurality of preset construction periods within the total highway maintenance period within a preset range outside each sub-area is obtained; Arrange the vehicle flows in a plurality of the preset construction periods within the total highway maintenance period within the preset range outside the sub-areas according to a first order, and arrange the aging levels corresponding to the sub-areas according to a second order, to obtain a first arrangement result and a second arrangement result respectively; Based on the first arrangement result and the second arrangement result, a road closure construction sequence of each sub-area is obtained.

2. The highway maintenance road closure construction safety management method according to claim 1, characterized in that: The step of obtaining the road surface aging degree of each sub-area of ​​the road to be maintained specifically includes: Inputting a highway image data set including an aged road surface into a convolutional neural network for training to obtain an aging parameter extraction model for extracting road surface aging parameters in the highway image; Inputting the highway images of each sub-area photographed in real time into the aging parameter extraction model to obtain the pavement aging parameters of each sub-area; Based on the pre-established mapping relationship between the pavement aging parameter and the pavement aging degree, the pavement aging degree corresponding to the pavement aging parameter of each sub-area is obtained.

3. The highway maintenance road closure construction safety management method according to claim 1, characterized in that: The obtaining of the time series of vehicle flow in a preset range outside each sub-area during a plurality of preset construction periods specifically includes: Determining a preset construction period associated with each sub-area according to the road aging degree corresponding to each sub-area; Determining the preset construction periods associated with the respective sub-areas as the traffic flow statistics periods of the respective sub-areas; In the multiple traffic flow statistics cycles, the traffic flow in the preset range outside the respective sub-areas is obtained respectively, and the traffic flow time series in the preset range outside the respective sub-areas in the multiple preset construction cycles is obtained.

4. The highway maintenance road closure construction safety management method as claimed in claim 3, characterized in that: Determining the preset construction period associated with each sub-area according to the road aging degree corresponding to each sub-area specifically includes: Obtain multiple pavement aging types contained in the i-th sub-region, wherein the pavement aging type includes one or more of crack length, crack depth, asphalt aging degree, anti-skid layer wear area, and roadbed hardness, where i is a positive integer; Determining respectively the construction time lengths required for maintaining the road surfaces corresponding to the multiple road surface aging types included in the i-th sub-area; The preset construction period of the i-th sub-region is determined according to the length of construction time required for maintaining the road surfaces corresponding to the multiple road surface aging types included in the i-th sub-region.

5. The highway maintenance road closure construction safety management method according to claim 1, characterized in that: Determining the pavement aging level corresponding to each sub-area according to the pavement aging degree corresponding to each sub-area specifically includes: Determine the road aging type with the greatest aging degree in each sub-area according to the road aging degree corresponding to each sub-area; Determine the pavement aging type with the greatest degree of aging in each of the sub-areas as the target pavement aging type corresponding to each of the sub-areas; According to the aging degree standards of the target road surface aging types corresponding to the sub-areas, the sub-areas are divided into aging grades, so that the sub-areas are divided into any one of the first aging area, the second aging area, and the third aging area.

6. The highway maintenance road closure construction safety management method according to claim 1, characterized in that: The vehicle flows within the preset range outside the sub-areas within the plurality of preset construction periods within the total highway maintenance period are arranged in a first order, and the aging levels corresponding to the sub-areas are arranged in a second order, to obtain a first arrangement result and a second arrangement result, respectively, specifically including: Arrange the traffic flows in the preset ranges outside the sub-areas in a plurality of the preset construction periods within the total highway maintenance period in ascending order to obtain first arrangement results respectively associated with the sub-areas; Arrange the aging levels corresponding to the sub-areas in descending order to obtain the second arrangement result regarding the construction difficulty of the sub-areas, and generate an aging level matrix based on the second arrangement result; According to the arrangement order of each sub-area in the second arrangement result, obtaining the minimum vehicle flow rate of each sub-area from the first arrangement result, and generating a minimum vehicle flow rate matrix of each sub-area based on the minimum vehicle flow rate; The j-th element in the minimum vehicle flow matrix is ​​multiplied by the j-th element in the aging level matrix to obtain the road maintenance difficulty value of each sub-area, where j is a natural number; Determining the road closure type corresponding to each sub-area according to the road maintenance difficulty value of each sub-area; According to the time corresponding to each element in the minimum traffic flow matrix, a road closure construction sequence of each sub-area is obtained, and based on the road closure construction sequence of each sub-area and the road closure type corresponding to each sub-area, highway maintenance is performed on each sub-area.

7. The highway maintenance road closure construction safety management method according to claim 6, characterized in that: The types of road closures include: highway closures for construction and sidewalk closures for construction; The highway closure construction includes: full road closure construction, section construction and semi-closure construction; The sidewalk closure construction includes: full closure construction and partial closure construction.

8. A road maintenance and road closure construction safety management device, characterized in that: include: An acquisition module is used to: acquire the road aging degree of each sub-area of ​​the road to be maintained, and respectively acquire the traffic flow time series within a preset range outside each sub-area in multiple preset construction periods; A determination module is used to: determine the road surface aging level corresponding to each sub-area according to the road surface aging degree corresponding to each sub-area, and input the pre-processed vehicle flow time series into a long short-term memory network for training to obtain a vehicle flow prediction model; A prediction module, used to: obtain the vehicle flow within a plurality of preset construction periods within the total highway maintenance period within a preset range outside each sub-area according to the vehicle flow prediction model; A sorting module is used to: arrange the vehicle flows within the preset range outside the sub-areas within the plurality of preset construction periods within the total highway maintenance period according to a first order, and arrange the aging levels corresponding to the sub-areas according to a second order, to obtain a first arrangement result and a second arrangement result respectively; The implementation module is used to obtain the road closure construction sequence of each sub-area based on the first arrangement result and the second arrangement result.

9. A computer-readable storage medium, characterized in that: The storage medium stores a computer program, and when the computer program is executed by the processor, the highway maintenance and road closure construction safety management method as described in any one of claims 1 to 7 is implemented.

10. A computer device, characterized in that: The method comprises a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the program, the method for safety management of road maintenance and road closure construction as claimed in any one of claims 1 to 7 is implemented.

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