Safety monitoring method for municipal asphalt road construction

Abstract

The invention relates to the technical field of image processing, in particular to a municipal asphalt road construction safety monitoring method, which comprises the following steps: acquiring a to-be-processed image in road construction, and acquiring a road part in the to-be-processed image; acquiring protection marks on two sides of the road part, and determining a safety range of the road part by using the protection marks; pixel point changes of different frame images are obtained to determine a standard road light flow of each road light flow, and the paving overflow amount of the road part is determined by using the standard road light flow; determining the unsafe quantity of road construction by utilizing the paving overflow quantity and the safety range, and further managing the road construction by utilizing the unsafe quantity; according to the method, the danger signal in the paving process can be determined, and the danger signal is utilized for management and control, so that the detection accuracy can be improved, and the safety management of road construction can be realized.

Description

Technical Field

[0001] The present invention relates to the technical field of image processing, and particularly to a safety monitoring method for municipal asphalt road construction. Background Art

[0002] Municipal asphalt road construction refers to the construction of asphalt concrete pavements in urban areas and their surrounding areas according to certain design standards and construction requirements; there are various safety hazards during the road construction process. Safety monitoring during asphalt road construction is a key measure to ensure the safety of personnel and equipment during the construction process. An effective safety monitoring method can not only reduce accidents but also improve construction efficiency.

[0003] Currently, in order to conduct safety monitoring on municipal asphalt road construction, road images during the paving process are collected for safety monitoring. However, since the safety hazards during asphalt construction include problems such as improper personnel operation, improper subgrade treatment, and inappropriate placement of safety signs on both sides of the road, the detection accuracy is affected, resulting in difficulties in safety monitoring of asphalt road construction. Summary of the Invention

[0004] In order to solve the technical problem that the existing traditional collision detection method is relatively difficult to conduct safety monitoring for asphalt road construction, the purpose of the present invention is to provide a safety monitoring method for municipal asphalt road construction. By identifying the placement of safety signs through the safety sign situation beside the road, safety analysis of road construction is carried out. Edge detection is used to obtain the road part in the image, the surrounding situation of the paving area is obtained to determine the safety range, the subgrade treatment situation in the paving area is obtained to determine the overflow amount of the current subgrade paving, the position situation of surrounding personnel during the paving process is obtained to determine the shortest approach time, and then the dangerous signals during the paving process are determined and used for control, which is beneficial to improving the detection accuracy and further realizing the safety management of road construction.

[0005] The specific technical solution adopted is as follows: Provide a safety monitoring method for municipal asphalt road construction, including: obtaining a to-be-processed image in road construction and obtaining the road part in the to-be-processed image; obtaining the protective signs on both sides of the road part and determining the safety range of the road part by using the protective signs; obtaining the pixel point changes of different frame images to determine the standard road optical flow of each road optical flow, and determining the paving overflow amount of the road part by using the standard road optical flow; using the paving overflow amount and the safety range to determine the unsafe amount of road construction, and then using the unsafe amount to manage road construction; The obtaining the protective signs on both sides of the road part and determining the safety range of the road part by using the protective signs includes: Obtain multiple sections of protective markings on both sides of the road section in the to-be-processed image, and obtain a preset paving area in the to-be-processed image; Obtain a first safety distance between each section of the protective marking and the preset paving area; Obtain multiple safety markings outside the protective markings on both sides of the road section, and determine a first distance between adjacent safety markings; Compare with a preset interval distance and the first distance to determine a marking interval difference; Determine a safety range of the road section by using the marking interval difference and the first safety distance; The obtaining of pixel point changes of different frame images to determine a standard road optical flow of each road optical flow, and using the standard road optical flow to determine a paving overflow amount of the road section includes: Obtain optical flow vectors of different pixel points of different frame images in the road section, and use the optical flow vectors as multiple road optical flows of the road section; Determine the standard road optical flow of the road optical flow by using the road optical flow; Obtain an influence range corresponding to the standard road optical flow; Determine the instability of the standard road optical flow by using the influence range, and further determine the paving overflow amount of the road section by using the instability.

[0006] In an embodiment of the present invention, the obtaining of the to-be-processed image in road construction and the obtaining of the road section in the to-be-processed image include: obtaining the to-be-processed image after paving in road construction; performing edge detection on the to-be-processed image to determine the road section in the to-be-processed image according to color differences.

[0007] In an embodiment of the present invention, it further includes: using the protective marking corresponding to the smallest first safety distance as a target road section, and obtaining a second distance between the target road section and the to-be-paved road section; the determining of the safety range of the road section by using the marking interval difference and the first safety distance includes: determining the integrity of the protective marking by using the second distance and the marking interval difference; determining the safety range of the beach area corresponding to the road section by using the integrity of the protective marking and the first safety distance.

[0008] In an embodiment of the present invention, determining the standard road optical flow of the road optical flow includes: obtaining a first distance ratio between each of the road optical flows and the side line of the image to be processed, and a second distance ratio between each of the road optical flows and the center line of the image to be processed, and obtaining the vertical component and the horizontal component of each of the road optical flows; using the first distance ratio, the second distance ratio, the vertical component, and the horizontal component to determine the standard road optical flow of the road optical flow.

[0009] In an embodiment of the present invention, determining the instability of the standard road optical flow by using the influence range, and then determining the paving overflow amount of the road portion by using the instability includes: obtaining a plurality of corner points within the influence range corresponding to the standard road optical flow to obtain the total number of corner points within the influence range; obtaining a third distance between each of the corner points and the starting pixel point, and obtaining a fourth distance between adjacent corner points; using the total number of corner points, the third distance, and the fourth distance to determine the instability of the standard road optical flow; using the instability to determine the paving overflow amount of the road portion.

[0010] In an embodiment of the present invention, determining the paving overflow amount of the road portion by using the instability includes: obtaining a fifth distance between the starting pixel point of each of the standard road optical flows and the paving area of the road portion, and obtaining a sixth distance between the starting pixel point of the standard road optical flow and the center line of the connected area of the road portion; obtaining the distance difference between each of the standard road optical flows and the corresponding parallel optical flow; using the number of the road standard optical flows, the distance difference, the fifth distance, the sixth distance, and the instability to determine the paving overflow amount of the road portion.

[0011] In an embodiment of the present invention, determining the unsafe amount of road construction by using the paving overflow amount and the safety range, and then using the unsafe amount to manage road construction includes: obtaining a target object in the image to be processed, and obtaining the movement vector of the target object in different frame images; using the movement vector to determine the approaching time of the target object to the paving area of the road portion; using the approaching time, the paving overflow amount, and the safety range to determine the unsafe amount of the paving process; and then using the unsafe amount to start and stop road construction.

[0012] In an embodiment of the present invention, it further includes: in response to the unsafe amount being greater than the first threshold, stopping road construction; or in response to the unsafe amount being less than the first threshold and greater than the second threshold, sending a prompt signal and pausing road construction; or in response to the unsafe amount being less than the second threshold, starting road construction.

[0013] The beneficial effects of the present invention are as follows: A safety monitoring method for municipal asphalt road construction is provided, including: obtaining an image to be processed during road construction and obtaining the road part in the image to be processed; obtaining the protective markings on both sides of the road part and determining the safety range of the road part using the protective markings; obtaining the pixel point changes of different frame images to determine the standard road optical flow of each road optical flow, and determining the paving overflow amount of the road part using the standard road optical flow; using the paving overflow amount and the safety range to determine the unsafe amount of road construction, and then using the unsafe amount to manage road construction; that is, the present invention identifies the placement situation of safety markings through the safety marking situation beside the road, conducts safety analysis on road construction, performs edge detection to obtain the road part in the image, obtains the surrounding situation of the paving area to determine the safety range, obtains the subgrade treatment situation in the paving area to determine the current paving overflow amount of the subgrade, obtains the position situation of surrounding personnel during paving to determine the shortest approach time, and then determines the danger signal during paving, and uses the danger signal for control, which is beneficial to improving the detection accuracy and realizing the safety management of road construction. Brief Description of the Drawings

[0014] In order to more clearly illustrate the technical solutions and advantages in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0015] Figure 1 It is a flow schematic diagram of the safety monitoring method for municipal asphalt road construction provided by the present invention. Detailed Embodiments

[0016] In order to further elaborate on the technical means and effects adopted by the present invention to achieve the intended invention purpose, the following, in combination with the drawings and preferred embodiments, details the specific embodiments, structures, features and their effects of the safety monitoring method for municipal asphalt road construction proposed according to the present invention. In the following description, different "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. In addition, the specific features, structures or characteristics in one or more embodiments can be combined in any suitable form.

[0017] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which the present invention belongs.

[0018] The following specifically describes the specific solution of a safety monitoring method for municipal asphalt road construction provided by the present invention in combination with the drawings.

[0019] The construction of municipal asphalt roads mainly includes the preparations before construction, civil engineering construction, and asphalt surface layer construction. The asphalt surface layer construction mainly includes the mixing, paving operation, and compaction operation of asphalt mixtures. In the paving operation, a paver is used to pave the asphalt surface layer, and the paving speed, thickness, and evenness should meet the design requirements. Moreover, the asphalt is paved under high-temperature conditions to ensure the adhesiveness and compaction effect of the asphalt layer. Since the temperature of the paved asphalt surface layer is relatively high, contact by personnel may cause damage to the soles of shoes at the least or serious burns at the most. Therefore, personnel control should be implemented on the paved road during paving.

[0020] Please refer to Figure 1 , which shows a schematic flow chart of the safety monitoring method for municipal asphalt road construction provided by the present invention.

[0021] As Figure 1 shown, the safety monitoring method for municipal asphalt road construction includes the following steps: S10. Obtain the to-be-processed image during road construction and obtain the road part in the to-be-processed image.

[0022] Among them, the to-be-processed image refers to the image obtained during road construction, including at least the road part; the road part refers to the part set as the road in the image, such as the part where asphalt is laid.

[0023] Specifically, obtain the to-be-processed image during road construction and distinguish the road part in the to-be-processed image according to different colors. For example, install an industrial camera behind the paver in the forward direction to collect the road image after the paver paves asphalt in real time, and perform gray-scale conversion to obtain the gray-scale image of the paved road surface. Analyze the gray-scale image of the paved road surface to serve as the road part.

[0024] S20. Obtain the protective markings on both sides of the road part and determine the safety range of the road part by using the protective markings.

[0025] Among them, the protective marking refers to a protective marking line used to mark the road part; the safety range refers to the range within the safety distance between the protective marking and the road part.

[0026] Specifically, obtain the protective markings shown on both sides of the road part from the to-be-processed image, and determine the distance between each section of the protective marking and the paving area of the road part as the safety distance. Furthermore, use the area within the safety distance as the safety range of the road part.

[0027] S30. Obtain the pixel point changes of different frame images to determine the standard road optical flow of each road optical flow, and use the standard road optical flow to determine the paving overflow amount of the road part.

[0028] Among them, the change of pixel points means that the same pixel point in different frame images appears at different positions, and its position change is the change of pixel points; the road optical flow refers to the optical flow vector of pixel points. The optical flow vector refers to the instantaneous change rate of gray scale at a specific coordinate point on the two-dimensional image plane. Optical flow is the instantaneous velocity of the pixel motion of a spatial moving object on the observation imaging plane. Generally, the instantaneous change rate of gray scale at a specific coordinate point on the two-dimensional image plane is defined as the optical flow vector; the optical flow vector can also be regarded as a two-dimensional vector describing the instantaneous velocity of this point; the standard road optical flow refers to the standardized optical flow vector corresponding to the road optical flow; the paving overflow amount refers to the amount of the paving material of the road part that overflows the preset paving area.

[0029] Specifically, obtain the pixel points in each frame of the image, and then determine the change of pixel points of each pixel point in different frame images. Then, obtain the optical flow vector of the instantaneous velocity of each pixel point as the road optical flow, and then determine the standard road optical flow corresponding to each pixel point based on the road optical flow, and further determine the paving overflow amount of the road part by using the standard road optical flow.

[0030] S40. Use the paving overflow amount and the safety range to determine the unsafe amount of road construction, and then use the unsafe amount to manage road construction.

[0031] Among them, after obtaining the paving overflow amount and the safety range, the unsafe amount that appears in road construction can be determined, and then the management of road construction can be adjusted according to the change of the unsafe amount.

[0032] In this embodiment, the placement situation of safety signs is identified through the safety sign situation beside the road, and safety analysis of road construction is carried out. Edge detection is used to obtain the road part in the image, the surrounding situation of the paving area is obtained to determine the safety range, the subgrade treatment situation in the paving area is obtained to determine the overflow amount of the current subgrade paving, and the position situation of the surrounding personnel during the paving process is obtained to determine the shortest approach time. Then, the danger signal during the paving process is determined, and the danger signal is used for control, which is beneficial to improving the detection accuracy and realizing the safety management of road construction.

[0033] In some embodiments, S10 obtaining the image to be processed in road construction and obtaining the road part in the image to be processed may include the following operations.

[0034] First, obtain the image to be processed after paving in road construction.

[0035] Among them, since the roadbed will be processed before paving, stable base materials such as crushed stones and lime soil will be laid, and a vibratory roller will be used to compact the base to ensure the density and stability of the base; therefore, it is necessary to obtain the situation after paving during the road construction process, that is, to obtain the image to be processed after paving in the road construction.

[0036] Then, perform edge detection on the image to be processed to determine the road part in the image to be processed based on color differences.

[0037] Among them, edge detection refers to dividing different objects or regions by boundaries.

[0038] Specifically, for the image to be processed, use the edge detection method to detect the image to be processed, detect multiple edges, and then use the color difference to determine different regions in the image to be processed. For example, the darker part is the road part.

[0039] For example, use canny edge detection to perform edge detection on the grayscale image of the paved road. Since the color of the paved asphalt is black, there will be a large difference from the surrounding area in the grayscale image. Therefore, it can be determined that the black part is the road part.

[0040] In some embodiments, S20 obtains the protection marks on both sides of the road part and determines the safety range of the road part using the protection marks, which may include the following operations.

[0041] First, obtain multiple sections of protection markings on both sides of the road part in the image to be processed, and obtain the preset paving area in the image to be processed.

[0042] Among them, the protection marking refers to the line segment corresponding to the protection mark; the preset paving area refers to the area covered by the road paving material.

[0043] Specifically, there are multiple sections of protection markings on both sides of the road part in the image to be processed, as well as the preset paving area corresponding to the road part. Therefore, multiple sections of protection markings and the preset paving area can be directly determined based on the data in the image.

[0044] In some embodiments, the connected area of the road part is also obtained. The connected area refers to the area to be paved of the road part in front of the road construction.

[0045] Next, obtain the first safety distance between each section of the protection marking and the preset paving area.

[0046] Among them, the first safety distance refers to the distance between the protection marking and the preset paving area.

[0047] Specifically, for each section of the protective marking, obtain the distance between each section of the protective marking and the preset paving area, and use it as the first safety distance corresponding to each section of the protective marking. And use the protective marking with the smallest first safety distance as the nearest section, and obtain the distance between the nearest section and the bottom edge of the section to be paved.

[0048] Next, obtain multiple safety markings outside the protective markings on both sides of the road section, and determine the first distance between adjacent safety markings.

[0049] Among them, the safety marking refers to a safety warning marking.

[0050] Specifically, in the image to be processed, in the area outside the protective markings on both sides of the road section, obtain multiple safety markings, and obtain the coordinates of the safety markings according to the positions of the safety markings in the image to be processed; then, according to the coordinates of the safety markings, determine the first distance between adjacent safety markings.

[0051] For example, identify the safety warning markings erected outside the protective markings on both sides of the paving road, obtain the coordinates of the safety warning markings according to their positions in the image; and obtain the first distance between adjacent safety warning markings according to the coordinates of the safety warning markings.

[0052] Next, compare the preset interval distance with the first distance to determine the marking interval difference.

[0053] Among them, the preset interval distance refers to the interval distance between different protective markings.

[0054] Specifically, obtain the interval distance between different protective markings and the distance between different safety markings, and then compare the interval distance between the protective markings and the distance between the safety markings to obtain the marking interval difference between the markings.

[0055] Then, use the marking interval difference and the first safety distance to determine the safety range of the road section.

[0056] Among them, the safety range refers to the size of the safety range actually demarcated by the safety markings around the paving section.

[0057] Specifically, after determining the marking interval difference and the first safety distance, normalize the product of the marking interval difference and the first safety distance, and then obtain the safety range of the paving area of the road section.

[0058] Furthermore, the following operations may also be included.

[0059] Use the protective marking corresponding to the smallest first safety distance as the target section, and obtain the second distance between the target section and the section to be paved.

[0060] Among them, the target section is the nearest section, and the second distance is the distance between the nearest section and the bottom edge of the section to be paved.

[0061] Using the identification interval difference and the first safety distance, determine the safety range of the road section, including: using the second distance and the identification interval difference, determine the integrity of the protection markings.

[0062] Among them, the integrity of the protection markings refers to the integrity of the protection markings around the paving area.

[0063] Specifically, using the second distance between the target section and the bottom edge of the section to be paved and the identification interval difference, determine the integrity of the protection markings around the paving area.

[0064] Using the integrity of the protection markings and the first safety distance, determine the safety range of the tidal flat area corresponding to the road section.

[0065] For example, obtain the integrity of the markings according to the product of the distance between the nearest section and the bottom edge and the identification interval; and multiply and normalize the safety distance and the integrity of the markings to obtain the safety range AF of the paving area.

[0066] In some embodiments, S30 obtains the pixel point changes of different frame images to determine the standard optical flow of each road optical flow, and uses the standard optical flow to determine the paving overflow amount of the road section, which may include the following operations.

[0067] First, obtain the optical flow vectors of different pixel points of different frame images in the road section, and use the optical flow vectors as the multiple road optical flows of the road section.

[0068] Among them, the pixel point refers to the pixel point in the frame image, and the different frame images refer to the frame images at different times; the optical flow vector refers to the two-dimensional vector of the instantaneous velocity of the pixel point.

[0069] Specifically, there may be multiple different pixel points in each frame image, and in different frame images, the same pixel point may be in different positions. Therefore, the optical flow vectors of the pixel points in the road section in different frame images can be determined, and then the multiple road optical flows corresponding to the multiple pixel points in the road section can be determined.

[0070] For example, in the optical flow detection of the paving road image and the next frame image, the optical flow detection can calculate the movement of pixel points in the image over time by comparing the pixel changes of adjacent frames, so as to obtain the optical flow field in the current frame image and the next frame image. There are several optical flow vectors in the optical flow field. The optical flow vectors with the starting pixel points located in the road connected domain are recorded as road optical flow. Since the paver is running during the image acquisition process, the stationary objects on the road will also collect optical flow. Since key points need to be collected during the optical flow detection process, the road optical flow is the movement of pixel points of some key corner points on the road. Usually, some prominent sparse crushed stones on the roadbed surface will be collected as key points. Therefore, the situation of the roadbed can be analyzed by analyzing the road optical flow.

[0071] Next, using the road optical flow, determine the standard road optical flow of the road optical flow.

[0072] Among them, the standard road optical flow refers to the standardized optical flow vector corresponding to the road optical flow. Therefore, the corresponding standard road optical flow can be obtained by normalizing the road optical flow. For details, see the following content.

[0073] Next, obtain the influence range corresponding to the standard road optical flow.

[0074] Among them, the influence range corresponding to the standard road optical flow refers to the range where the road optical flow exists.

[0075] Then, use the influence range to determine the instability of the standard road optical flow, and further use the instability to determine the paving overflow amount of the road part.

[0076] Among them, the instability refers to the degree of aggregation of the standard road optical flow, and the paving overflow amount refers to the amount of the paving material of the road part overflowing the preset paving area.

[0077] Specifically, after obtaining the influence range of the standard road optical flow, determine the degree of aggregation of each standard road optical flow, and further the paving overflow amount of the road part can be determined.

[0078] Furthermore, using the road optical flow to determine the standard road optical flow of the road optical flow may further include the following steps: Obtain the first distance ratio of each road optical flow to the side line of the image to be processed, and the second distance ratio of each road optical flow to the center line of the image to be processed, and obtain the vertical component and horizontal component of each road optical flow.

[0079] Among them, the first distance ratio refers to the ratio corresponding to the distance between the starting pixel point of the road optical flow and the bottom edge of the image to be processed and the height of the image to be processed; the second distance ratio refers to the ratio corresponding to the distance between the starting pixel point of the road optical flow and the middle line of the image to be processed and half of the width of the image to be processed.

[0080] Determine the standard road optical flow of the road optical flow by using the first distance ratio, the second distance ratio, the vertical component, and the horizontal component.

[0081] For example, obtain the distance 1 between the starting pixel point of the road optical flow and the bottom edge of the image to be processed, and the distance 2 between the starting pixel point of the road optical flow and the middle line of the image to be processed, and obtain the height of the image to be processed and half of the width of the image; obtain the first distance ratio by subtracting the ratio between the road optical flow distance 1 and the height of the image from 1, and obtain the second distance ratio by subtracting the ratio between the road optical flow distance 2 and half of the width of the image from 1; obtain the vertical component and the horizontal component of each road optical flow, and thus the standard road optical flows can be obtained according to the proportion of the optical flow in the image: In the formula, is the th road optical flow, which can be the optical flow of any object, is the standard road optical flow of the th road optical flow, is the vertical component of the th road optical flow, is the th road optical flow of the horizontal component, are respectively the first distance ratio and the second distance ratio of the th road optical flow; for the vertical component and the vertical screen component of the road optical flow, the product of the sum of the distance ratios, since the larger the distance ratio indicates that the road optical flow is farther from the bottom edge and the middle line of the image to be processed, the more obvious the stretching effect of the image perspective, and thus the greater the weight effect, and thus the standard road optical flows in the image to be processed are obtained.

[0082] Furthermore, use the influence range to determine the instability of the standard road optical flow, and then use the instability to determine the paving overflow amount of the road part, and the following operations can also be included: First, obtain multiple corner points within the influence range corresponding to the standard road optical flow, and obtain the total number of corner points within the influence range.

[0083] Among them, the corner point refers to the extreme point, and there can be multiple corner points in the influence range of each standard road optical flow.

[0084] Specifically, obtain the starting pixel points of each standard road optical flow, and use corner detection to obtain the corners of the road part in the image; take the starting pixel point of the standard road optical flow as the center and the length of the standard road optical flow as the radius to obtain the influence range of the standard road optical flow.

[0085] Next, obtain the third distance between each corner and the starting pixel point, and obtain the fourth distance between adjacent corners.

[0086] Among them, the third distance refers to the distance between the corner within the influence range of the standard road optical flow and the starting pixel point of the standard road optical flow; the fourth distance refers to the distance between the corner within the influence range of the standard road optical flow and its nearest corner.

[0087] Next, use the total number of corners, the third distance, and the fourth distance to determine the instability of the standard road optical flow. Then, use the instability to determine the paving overflow amount of the road part.

[0088] Among them, the instability of the standard road optical flow characterizes the corner aggregation degree, that is, the more unstable the standard road optical flow is, the smaller the corner aggregation degree is, and vice versa, the more stable the standard road optical flow is, the larger the corner aggregation degree is.

[0089] For example, for the corners located outside the influence range of the standard road optical flow in the road connected domain, they are recorded as smooth corners, the distance between the corners within the influence range of the standard road optical flow and the starting pixel point of the standard road optical flow is recorded as the third distance, and the distance between the corners within the influence range of the standard road optical flow and its nearest corner is recorded as the fourth distance. Thus, the corner aggregation degree of each road standard optical flow can be obtained: In the formula, is any corner within the influence range of the standard road optical flow, is the number of corners within the influence range of the standard road optical flow, is the th instability of the standard road optical flow, is the th distance 3 of the th corner of the standard road optical flow, is the th distance 4 of the th corner of the standard road optical flow, is the exponential function with the natural constant as the base; for the product of the distance between the corner within the influence range of the road optical flow and the starting point of the optical flow and the distance between the corner and its nearest corner , the larger its value indicates that the distance between the corner and the starting pixel point of the standard road optical flow is closer, and the distance between the corners is also closer. Therefore, its corner aggregation degree is larger.

[0090] Furthermore, by using instability, the paving overflow amount of the road section is determined, including: First, obtain the fifth distance between the starting pixel point of each standard road optical flow and the preset paving area of the road section, and obtain the sixth distance between the starting pixel point of the standard road optical flow and the midline of the connected area of the road section.

[0091] Specifically, the fifth distance and the sixth distance are usually measured.

[0092] Next, obtain the distance difference between each standard road optical flow and the corresponding parallel optical flow.

[0093] Among them, the standard road optical flow closest to its fifth distance is recorded as the parallel optical flow.

[0094] Then, by using the number of standard road optical flows, the distance difference, the fifth distance, the sixth distance, and the instability, the paving overflow amount of the road section is determined.

[0095] For example, obtain the fifth distance between the starting pixel point of each standard road optical flow and the paving bottom edge, and obtain the midline of the connected area of the paved road, and obtain the sixth distance between the starting pixel point of the standard road optical flow and the midline.

[0096] The standard road optical flow closest to its fifth distance is recorded as the parallel optical flow, and the difference in its fifth distance is obtained, from which the overflow amount of the current roadbed paving can be obtained.

[0097] In the formula, is the overflow amount of the current roadbed paving, is the number of standard road optical flows, is the th sixth distance of the standard road optical flow, is the th fifth distance of the standard road optical flow, is the th difference in the fifth distance between the standard road optical flow and its parallel optical flow, is a hyperbolic function; among them, is not zero, and for the ratio of the product of the corner aggregation degree of the standard road optical flow and the sixth distance to the product of the fifth distance and the difference in the fifth distance , the larger its value indicates that the above formula is larger and the following formula is smaller. Therefore, it indicates that the area around the standard road optical flow is more unstable, and it is closer to both sides of the road and the part closer to the paving area. Therefore, the more unstable the roadbed is during the paving process, resulting in a larger overflow amount.

[0098] Subtract the safety range of the current roadbed from the overflow amount of the current roadbed paving to obtain the unsafe amount of paving. ; Since construction workers will process the edges of the paving during the paving process, when the unsafe amount is relatively high, it may cause harm to the construction workers. Therefore, it is also necessary to identify the position of the surrounding personnel.

[0099] Furthermore, using the paving overflow amount and the safety range, determine the unsafe amount of road construction, and then use the unsafe amount to manage road construction, which may also include the following operations: First, obtain the target objects in the image to be processed, and obtain the movement vectors of the target objects in different frame images.

[0100] Among them, the target object refers to the surrounding objects, which can be construction workers, passers-by, animals, etc.

[0101] Specifically, identify the target objects located on both sides of the road section in the image to be processed, and obtain the position coordinates of the target objects according to the relative position between the target objects and the bottom edge of the paving area, and obtain the position coordinates of the personnel in the previous frame. The vector pointing from the position coordinates of the target object in the previous frame to the position coordinates of the current frame is recorded as the movement vector, and the movement vector pointing to the bottom edge of the paving is recorded as the approaching target object.

[0102] Next, use the movement vector to determine the approaching time of the target object to the preset paving area of the road section.

[0103] Specifically, obtain the distance between the direction pointed by the movement vector of the approaching target object and the bottom edge of the paving area, and obtain the approaching time of each approaching target object according to the distance and the movement vector, and screen out the target object with the shortest approaching time, and obtain its shortest approaching time T.

[0104] Then, use the approaching time, the paving overflow amount and the safety range to determine the unsafe amount during the paving process; and then use the unsafe amount to start and stop the road construction.

[0105] Among them, during the paving process, construction workers on both sides of the paved road will trim and level the edges of the paving. Since the temperature of the paved asphalt road is relatively high during the asphalt construction process, when the roadbed during the paving process is relatively unstable, asphalt overflow may occur, resulting in dangerous situations such as scalding of the surrounding workers. Therefore, it is necessary to identify the approaching situation of the surrounding personnel on both sides of the roadbed.

[0106] For example, since there is an unstable situation of the paving roadbed during the asphalt paving process, which may cause asphalt to overflow and may cause harm to the surrounding construction workers, an unsafe signal during the paving process can be obtained.

[0107] Wherein, WX is an unsafe signal during the paving process; due to the unsafe quantity during the paving process is greater than 0, and the larger it is, the greater the overflow quantity. At this time, the closer time of the target object is smaller, indicating that the person will approach the danger in a shorter time. Therefore, the higher the unsafe signal; and when the unsafe quantity is less than 0 and the smaller it is, the smaller the overflow quantity and it does not exceed the safety range. At this time, the closer time of the person is smaller, indicating that the person will approach the normal overflow part and process it in a shorter time. Therefore, the lower the unsafe signal.

[0108] Furthermore, the following operations may also be included.

[0109] In response to the unsafe quantity being greater than the first threshold, stop the road construction. Or in response to the unsafe quantity being less than the first threshold and greater than the second threshold, send a prompt signal and pause the road construction. Or in response to the unsafe quantity being less than the second threshold, start the road construction.

[0110] For example, according to the unsafe signal during the paving process obtained by the above operations, real-time monitor the unsafe signal in the image collected by the paver; when the unsafe signal increases to above the threshold 0, use the loudspeaker pre-installed on the paver to play "The current paving is unstable, please keep people away" until the unsafe signal drops below the threshold; when the unsafe signal increases beyond 0.5, a safety accident may occur, and the monitoring system directly takes over the paver and stops the paver until it drops below the threshold 0 before it can continue to run.

[0111] In this embodiment, identify the placement situation of safety signs through the safety sign situation beside the road, conduct safety analysis on the road construction, perform edge detection to obtain the road part in the image, obtain the surrounding situation of the paving area to determine the safety range, obtain the subgrade treatment situation in the paving area to determine the overflow quantity of the current subgrade paving, obtain the position situation of the surrounding personnel during the paving process to determine the shortest approaching time, and then determine the danger signal during the paving process, and use the danger signal for control, which is beneficial to improving the detection accuracy and further realizing the safety management of road construction.

[0112] It should be noted that: the above sequence of the embodiments of the present invention is only for description and does not represent the superiority or inferiority of the embodiments. The processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be beneficial.

[0113] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

Claims

1. A safety monitoring method for municipal asphalt road construction, characterized in that The method for safety monitoring of municipal asphalt road construction includes: Obtaining an image to be processed during road construction and obtaining the road part in the image to be processed; Obtaining the protective markings on both sides of the road part and determining the safety range of the road part by using the protective markings; Obtaining the pixel point changes of different frame images to determine the standard road flow of each road flow, and determining the paving overflow amount of the road part by using the standard road flow; Determining the unsafe amount of road construction by using the paving overflow amount and the safety range, and then managing the road construction by using the unsafe amount; The step of obtaining the protective markings on both sides of the road part and determining the safety range of the road part by using the protective markings includes: Obtaining multiple sections of protective markings on both sides of the road part in the image to be processed, and obtaining the preset paving area in the image to be processed; Obtaining the first safety distance between each section of the protective marking and the preset paving area; Obtaining multiple safety markings outside the protective markings on both sides of the road part and determining the first distance between adjacent safety markings; Comparing the preset interval distance with the first distance to determine the marking interval difference; Determining the safety range of the road part by using the marking interval difference and the first safety distance; The step of obtaining the pixel point changes of different frame images to determine the standard road flow of each road flow, and determining the paving overflow amount of the road part by using the standard road flow includes: Obtaining the optical flow vectors of different pixel points of different frame images in the road part and using the optical flow vectors as multiple road flows of the road part; Determining the standard road flow of the road flow by using the road flow; Obtaining the influence range corresponding to the standard road flow; Determining the instability of the standard road flow by using the influence range, and then determining the paving overflow amount of the road part by using the instability; 2. The method for safety monitoring of municipal asphalt road construction according to claim 1, wherein The step of obtaining an image to be processed during road construction and obtaining the road part in the image to be processed includes: Obtaining an image to be processed after paving during road construction; Performing edge detection on the image to be processed to determine the road part in the image to be processed according to color differences; 3. The safety monitoring method for municipal asphalt road construction according to claim 1, characterized in that, It further includes: Taking the protective marking corresponding to the smallest first safety distance as the target section and obtaining the second distance between the target section and the section to be paved; The step of determining the safety range of the road part by using the marking interval difference and the first safety distance includes: Determining the integrity of the protective marking by using the second distance and the marking interval difference; Determining the safety range of the paving area corresponding to the road part by using the integrity of the protective marking and the first safety distance; 4. The safety monitoring method for municipal asphalt road construction according to claim 1, wherein, The step of determining the standard road flow of the road flow by using the road flow includes: Obtain the first distance ratio between each of the road optical flows and the edge line of the image to be processed, and the second distance ratio between each of the road optical flows and the midline of the image to be processed, and obtain the vertical component and the horizontal component of each of the road optical flows; Use the first distance ratio, the second distance ratio, the vertical component, and the horizontal component to determine the standard road optical flow of the road optical flow.

5. The safety monitoring method for municipal asphalt road construction according to claim 1, characterized in that, The using the influence range to determine the instability of the standard road optical flow, and then using the instability to determine the paving overflow amount of the road portion includes: Obtain a plurality of corner points within the influence range corresponding to the standard road optical flow, and obtain the total number of corner points within the influence range; Obtain the third distance between each of the corner points and the starting pixel point, and obtain the fourth distance between adjacent corner points; Use the total number of corner points, the third distance, and the fourth distance to determine the instability of the standard road optical flow; Use the instability to determine the paving overflow amount of the road portion.

6. The safety monitoring method for municipal asphalt road construction according to claim 5, characterized in that The using the instability to determine the paving overflow amount of the road portion includes: Obtain the fifth distance between the starting pixel point of each of the standard road optical flows and the preset paving area of the road portion, and obtain the sixth distance between the starting pixel point of the standard road optical flow and the midline of the connected area of the road portion; Obtain the distance difference between each of the standard road optical flows and the corresponding parallel optical flow; Use the number of the road standard optical flows, the distance difference, the fifth distance, the sixth distance, and the instability to determine the paving overflow amount of the road portion.

7. The method for safety monitoring of municipal asphalt road construction according to claim 1, wherein The using the paving overflow amount and the safety range to determine the unsafe amount of road construction, and then using the unsafe amount to manage road construction includes: Obtain the target object in the image to be processed, and obtain the movement vector of the target object in different frame images; Use the movement vector to determine the approaching time of the target object to the preset paving area of the road portion; Use the approaching time, the paving overflow amount, and the safety range to determine the unsafe amount of the paving process; and then use the unsafe amount to start and stop road construction.

8. The method for safety monitoring of municipal asphalt road construction according to claim 7, characterized in that, Further includes: In response to the unsafe amount being greater than the first threshold, stop road construction; Or in response to the unsafe amount being less than the first threshold and greater than the second threshold, send a prompt signal and pause road construction; Or in response to the unsafe amount being less than the second threshold, start road construction.

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