Safety monitoring method for municipal asphalt road construction

Abstract

The present invention relates to the field of image processing technology, and in particular to a method for monitoring the safety of municipal asphalt road construction, comprising: obtaining an image to be processed during road construction, and obtaining a road portion in the image to be processed; obtaining protective signs on both sides of the road portion, and determining a safe range of the road portion using the protective signs; obtaining pixel point changes in different frame images to determine a standard road optical flow for each road optical flow, and determining a paving overflow amount of the road portion using the standard road optical flow; determining an unsafe amount of road construction using the paving overflow amount and the safe range, and then managing the road construction using the unsafe amount; that is, the present invention can determine danger signals during the paving process and use the danger signals for management and control, which is conducive to improving detection accuracy and thus achieving safe management of road construction.

Description

Technical Field

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

[0002] Municipal asphalt road construction refers to the construction of asphalt concrete pavement in cities and their surrounding areas in accordance with certain design standards and construction requirements. There are various safety hazards in the process of road construction. Safety monitoring during asphalt road construction is a key measure to ensure the safety of personnel and equipment during the construction process. Effective safety monitoring methods can not only reduce the occurrence of accidents, but also improve construction efficiency.

[0003] Currently, in order to monitor the safety of municipal asphalt road construction, road images are collected during the asphalt paving process for safety monitoring. However, due to safety hazards during asphalt construction, including improper personnel operation, improper roadbed treatment, and inappropriate placement of safety signs on both sides of the road, the accuracy of detection is affected, making it more difficult to monitor the safety of asphalt road construction. Summary of the Invention

[0004] In order to solve the technical problem that the existing traditional collision detection method is difficult to use for safety monitoring of asphalt road construction, the purpose of the present invention is to provide a safety monitoring method for municipal asphalt road construction, which identifies the placement of safety signs by the safety signs beside the road, performs safety analysis on the road construction, obtains the road part in the image through edge detection, obtains the surrounding conditions of the paving area to determine the safety range, obtains the roadbed treatment conditions in the paving area to determine the overflow amount of the current roadbed paving, obtains the positions of the surrounding personnel during the paving process to determine the shortest approach time, and then determines the danger signals during the paving process, and uses the danger signals for management and control, which is conducive to improving the detection accuracy and thus achieving safety management of road construction.

[0005] The technical solution adopted is as follows: a method for monitoring the safety of municipal asphalt road construction is provided, comprising: obtaining an image to be processed during road construction, and obtaining a road portion in the image to be processed; obtaining protective markings on both sides of the road portion, and using the protective markings to determine a safe range for the road portion; obtaining pixel point changes in different frames of images to determine a standard road optical flow for each road optical flow, and using the standard road optical flow to determine a paving overflow amount of the road portion; using the paving overflow amount and the safe range, determining an unsafe amount of road construction, and then using the unsafe amount to manage the road construction;

[0006] The obtaining of the protection marks on both sides of the road portion and determining the safety range of the road portion using the protection marks includes:

[0007] Acquire multiple sections of protective markings on both sides of the road portion in the image to be processed, and acquire a preset paving area in the image to be processed;

[0008] Obtaining a first safety distance between each section of the protective marking line and the preset paving area;

[0009] Acquire a plurality of safety signs other than the protective signs on both sides of the road portion, and determine a first distance between adjacent safety signs;

[0010] Comparing the preset interval distance with the first distance to determine the marker interval difference;

[0011] Determining a safety range of the road portion using the marker interval difference and the first safety distance;

[0012] The acquiring pixel point changes of different frame images to determine a standard road optical flow for each road optical flow, and determining the paving overflow amount of the road portion using the standard road optical flow, includes:

[0013] Obtaining optical flow vectors of different pixel points of different frame images on the road portion, and using the optical flow vectors as multiple road optical flows of the road portion;

[0014] Determining a standard road optical flow of the road optical flow by using the road optical flow;

[0015] Obtaining the influence range corresponding to the standard road optical flow;

[0016] The influence range is used to determine the instability of the standard road optical flow, and the instability is then used to determine the paving overflow of the road portion.

[0017] In one embodiment of the present invention, obtaining an image to be processed during road construction and obtaining a road portion 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 and determining the road portion in the image to be processed by color difference.

[0018] In one embodiment of the present invention, it also includes: taking the protective marking line corresponding to the minimum first safety distance as the target road section, and obtaining the second distance between the target road section and the road section to be paved; using the marker interval difference and the first safety distance to determine the safety range of the road section, including: using the second distance and the marker interval difference to determine the integrity of the protective marking line; using the integrity of the protective marking line and the first safety distance to determine the safety range of the tidal flat area corresponding to the road section.

[0019] In one embodiment of the present invention, determining the standard road optical flow of the road optical flow using the road optical flow includes: obtaining a first distance ratio between each of the road optical flows and an edge line of the image to be processed, and a second distance ratio between each of the road optical flows and a center line of the image to be processed, and obtaining a vertical component and a horizontal component of each of the road optical flows; and determining the standard road optical flow of the road optical flow using the first distance ratio, the second distance ratio, the vertical component, and the horizontal component.

[0020] In one embodiment of the present invention, the method of determining the instability of the standard road optical flow using the influence range and then determining the paving overflow amount of the road portion using the instability includes: obtaining multiple 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 corner point and a starting pixel point, and obtaining a fourth distance between adjacent corner points; determining the instability of the standard road optical flow using the total number of corner points, the third distance, and the fourth distance; and determining the paving overflow amount of the road portion using the instability.

[0021] In one embodiment of the present invention, the use of the instability to determine the paving overflow amount of the road portion includes: obtaining the fifth distance between the starting pixel point of each standard road optical flow and the paving area of the road portion, and obtaining the 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 standard road optical flow and the corresponding parallel optical flow; and determining the paving overflow amount of the road portion using the number of the road standard optical flows, the distance difference, the fifth distance, the sixth distance and the instability.

[0022] In one embodiment of the present invention, the unsafe amount of road construction is determined by using the paving overflow amount and the safety range, and the unsafe amount is then used to manage the road construction, including: obtaining a target object in the image to be processed, and obtaining a movement vector of the target object in different frame images; using the movement vector to determine the approach time between the target object and the mudflat area of the road section; using the approach 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.

[0023] In one embodiment of the present invention, it also includes: in response to the unsafe amount being greater than a first threshold, stopping road construction; or in response to the unsafe amount being less than the first threshold and greater than a second threshold, sending a prompt signal to suspend road construction; or in response to the unsafe amount being less than the second threshold, starting road construction.

[0024] The beneficial effects of the present invention are as follows: a method for monitoring the safety of municipal asphalt road construction is provided, comprising: obtaining an image to be processed during road construction, and obtaining a road portion in the image to be processed; obtaining protective signs on both sides of the road portion, and determining a safe range of the road portion using the protective signs; obtaining pixel point changes in different frame images to determine a standard road optical flow for each road optical flow, and determining a paving overflow amount of the road portion using the standard road optical flow; determining an unsafe amount of road construction using the paving overflow amount and a safe range, and then managing the road construction using the unsafe amount; that is, the present invention identifies the placement of safety signs based on the safety signs beside the road, performs a safety analysis on the road construction, obtains the road portion in the image through edge detection, obtains the surrounding conditions of the paving area to determine a safe range, obtains the roadbed treatment conditions in the paving area to determine the overflow amount of the current roadbed paving, obtains the positions of surrounding personnel during the paving process to determine the shortest approach time, and then determines a danger signal during the paving process, and uses the danger signal for management and control, which is beneficial to improving detection accuracy and thus achieving safe management of road construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions and advantages of the embodiments of the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0026] Figure 1 It is a flow chart of the method for safety monitoring of municipal asphalt road construction provided by the present invention. DETAILED DESCRIPTION

[0027] To further illustrate the technical means and effectiveness of the present invention in achieving its intended objectives, the following, in conjunction with the accompanying drawings and preferred embodiments, describes in detail the specific implementation, structure, features, and effectiveness of the municipal asphalt road construction safety monitoring method proposed by the present invention. In the following description, references to "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. Furthermore, specific features, structures, or characteristics of one or more embodiments may be combined in any suitable manner.

[0028] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

[0029] The following describes in detail a specific solution of a method for safety monitoring of municipal asphalt road construction provided by the present invention in conjunction with the accompanying drawings.

[0030] Municipal asphalt road construction mainly includes pre-construction preparation, civil construction and asphalt surface layer construction. Asphalt surface layer construction mainly includes mixing, paving and compacting of asphalt mixture. During the paving operation, a paver will be used to pave the asphalt surface layer. The paving speed, thickness and uniformity must meet the design requirements, and the asphalt must be paved under high temperature to ensure the adhesion and compaction effect of the asphalt layer. Since the temperature of the asphalt surface layer after paving is high, contact with people may cause damage to the soles of shoes at best and serious burns at worst. Therefore, it is necessary to implement personnel control on the paving road during paving.

[0031] See also Figure 1 , which shows a flow chart of the method for municipal asphalt road construction safety monitoring provided by the present invention.

[0032] like Figure 1 As shown, the method for monitoring the safety of municipal asphalt road construction includes the following steps:

[0033] S10: Acquire an image to be processed during road construction, and acquire a road portion in the image to be processed.

[0034] The image to be processed refers to an image acquired during the road construction process, including at least a road portion; the road portion refers to a portion of the image set as a road, such as an asphalt-paved portion.

[0035] Specifically, images from road construction are captured and road sections are identified based on color. For example, an industrial camera is installed behind a paver to capture real-time images of the road after the paver has paved asphalt. The images are then grayscaled to obtain a grayscale image of the paved road surface. The grayscale image is then analyzed to identify the road sections.

[0036] S20: Obtain protection signs on both sides of the road section, and use the protection signs to determine the safety range of the road section.

[0037] Among them, the protective sign refers to the protective marking line used to mark the road section; the safety range refers to the range within the safe distance between the protective sign and the road section.

[0038] Specifically, the protective signs displayed on both sides of the road section are obtained from the image to be processed, and the distance between each protective sign and the paved area of the road section is determined as the safety distance, and then the area within the safety distance is used as the safety range of the road section.

[0039] S30: Obtain pixel point changes in different frame images to determine a standard road optical flow for each road optical flow, and use the standard road optical flow to determine a paving overflow amount of the road portion.

[0040] Pixel change refers to the positional change of the same pixel in different image frames. Road optical flow refers to the optical flow vector of a pixel. An optical flow vector is the instantaneous rate of change of grayscale at a specific coordinate point on a two-dimensional image plane. Optical flow is the instantaneous speed of pixel motion of a moving object on the observation imaging plane. The instantaneous rate of change of grayscale at a specific coordinate point on a two-dimensional image plane is typically defined as an optical flow vector. An optical flow vector can also be considered a two-dimensional vector describing the instantaneous speed of that point. Standard road optical flow refers to the standardized optical flow vector corresponding to the road optical flow. Paving overflow refers to the amount of paving material on a road section that overflows the pre-set paving area.

[0041] Specifically, the pixel points in each frame of the image are obtained, and then the pixel point changes of each pixel point in different frame images are determined. Then, the optical flow vector of the instantaneous speed of each pixel point is obtained as the road optical flow. Then, the road optical flow is used to determine the standard road optical flow corresponding to each pixel point, and the standard road optical flow is used to further determine the paving overflow amount of the road section.

[0042] S40: Using the paving overflow volume and the safety range, determine the unsafe volume of the road construction, and then use the unsafe volume to manage the road construction.

[0043] Among them, after obtaining the paving overflow volume and safety range, the unsafe volume that occurs during road construction can be determined, and then the management of road construction can be adjusted according to the changes in the unsafe volume.

[0044] In this embodiment, the placement of safety signs is identified by the presence of safety signs beside the road, a safety analysis of the road construction is performed, edge detection is used to obtain the road portion in the image, the surrounding conditions of the paving area are obtained to determine the safety range, the roadbed treatment conditions in the paving area are obtained to determine the overflow amount of the current roadbed paving, the positions of the surrounding personnel during the paving process are obtained to determine the shortest approach time, and then the danger signals in the paving process are determined, and the danger signals are used for control, which is conducive to improving the detection accuracy and thus achieving safety management of road construction.

[0045] In some embodiments, S10 of obtaining an image to be processed during road construction and obtaining a road portion in the image to be processed may include the following operations.

[0046] First, an image to be processed after paving during road construction is acquired.

[0047] Among them, since the roadbed will be processed before paving, stable base materials such as gravel 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 road construction, that is, to obtain the processed images after paving during road construction.

[0048] Then, edge detection is performed on the image to be processed, and the road portion in the image to be processed is determined by color difference.

[0049] Among them, edge detection refers to dividing different objects or areas by boundaries.

[0050] Specifically, for the image to be processed, an edge detection method is used to detect the image to be processed, multiple edges are detected, and then the color difference is used to determine different areas in the image to be processed, such as the darker part is the road part.

[0051] For example, canny edge detection is used to perform edge detection on a grayscale image of a paved road. Since the color of the paved asphalt is black, there will be a large difference between it and the surrounding area in the grayscale image. Therefore, it can be determined that the black part is the road part.

[0052] In some embodiments, S20 obtains the protection signs on both sides of the road section and uses the protection signs to determine the safety range of the road section, which may include the following operations.

[0053] First, a plurality of sections of protective markings on both sides of the road portion in the image to be processed are obtained, as well as a preset paving area in the image to be processed.

[0054] Among them, the protective marking refers to the line segment corresponding to the protective mark; the preset paving area refers to the area covered by the road paving material.

[0055] Specifically, there are multiple sections of protective markings on both sides of the road portion in the image to be processed, as well as preset paving areas corresponding to the road portion. Therefore, the multiple sections of protective markings and the preset paving areas can be directly determined based on the data in the image.

[0056] In some embodiments, a partially connected area of the road is also obtained, where the connected area refers to an area to be paved on the road portion ahead of the road construction.

[0057] Next, a first safety distance between each section of protective marking and the preset paving area is obtained.

[0058] Among them, the first safety distance refers to the distance between the protective marking line and the preset paving area.

[0059] Specifically, for each section of guardrail markings, the distance between each section and the pre-set paving area is obtained and used as the first safety distance corresponding to each section of guardrail markings. The guardrail marking with the smallest first safety distance is then used as the nearest road section, and the distance between the nearest road section and the bottom edge of the road section to be paved is obtained.

[0060] Next, a plurality of safety signs other than the protective signs on both sides of the road portion are obtained, and a first distance between adjacent safety signs is determined.

[0061] Among them, safety signs refer to safety warning signs.

[0062] Specifically, in the image to be processed, multiple safety signs are obtained in the area outside the protective signs on both sides of the road section, and the coordinates of the safety signs are obtained based on the positions of the safety signs in the image to be processed; then, based on the coordinates of the safety signs, the first distance between adjacent safety signs is determined.

[0063] For example, identify the safety warning signs erected outside the protective markings on both sides of the paved road, obtain the coordinates of the safety warning signs based on their positions in the image, and obtain the first distance between adjacent safety warning signs based on the coordinates of the safety warning signs.

[0064] Next, the preset interval distance is compared with the first distance to determine the marker interval difference.

[0065] Among them, the preset spacing distance refers to the spacing distance between different protective signs.

[0066] Specifically, the spacing distances between different protection marks and the distances between different safety marks are obtained, and then the spacing distances between the protection marks and the distances between the safety marks are compared to obtain the mark spacing differences between the marks.

[0067] Then, the safety range of the road section is determined using the marker interval difference and the first safety distance.

[0068] Among them, the safety range refers to the size of the safety range actually divided by the safety signs around the paving section.

[0069] Specifically, after determining the marker interval difference and the first safety distance, the product of the marker interval difference and the first safety distance is normalized to obtain the safety range of the mudflat area of the road portion.

[0070] Furthermore, the following operations may be included.

[0071] The protective marking line corresponding to the minimum first safety distance is used as the target road section, and the second distance between the target road section and the road section to be paved is obtained.

[0072] Among them, the target road section is the nearest road section, and the second distance is the distance between the nearest road section and the bottom edge of the road section to be paved.

[0073] The safety range of the road section is determined by using the difference between the marking intervals and the first safety distance, including: determining the integrity of the protective marking line by using the second distance and the difference between the marking intervals.

[0074] Among them, the integrity of the protective markings refers to the integrity of the protective markings around the paving area.

[0075] Specifically, the second distance between the target road section and the bottom edge of the road section to be paved and the marker interval difference are used to determine the integrity of the protective marking line around the paving area.

[0076] The safety range of the mudflat area corresponding to the road section is determined by using the integrity of the protective markings and the first safety distance.

[0077] For example, the integrity of the marking is obtained by multiplying the distance between the nearest road section and the bottom edge by the marking interval; and the safety range AF of the paving area is obtained by multiplying the safety distance by the integrity of the marking and normalizing the result.

[0078] In some embodiments, S30 obtains pixel point changes of different frame images to determine the standard road optical flow of each road optical flow, and uses the standard road optical flow to determine the paving overflow amount of the road portion, which may include the following operations.

[0079] First, optical flow vectors of different pixel points in different frame images on the road portion are obtained, and the optical flow vectors are used as multiple road optical flows of the road portion.

[0080] Among them, pixel points refer to pixel points in a frame image, different frame images refer to frame images at different moments; and optical flow vector refers to a two-dimensional vector of the instantaneous velocity of a pixel point.

[0081] Specifically, each frame image may have multiple different pixel points, and the same pixel point may be in different positions in different frame images. Therefore, the optical flow vectors of the pixel points of the road part in different frame images can be determined, and then the multiple road optical flows corresponding to the multiple pixel points of the road part can be determined.

[0082] For example, when performing optical flow detection on an image of a paved road and the next frame of image, the optical flow detection can calculate the movement of pixels in the image over time by comparing the pixel changes in adjacent frames, thereby obtaining 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 vector with the starting pixel point located in the road connected domain is recorded as the 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 pixels at some key corner points on the road. Usually, some more prominent sparse gravel blocks on the roadbed surface will be collected as key points. Therefore, the roadbed condition can be analyzed by analyzing the road optical flow.

[0083] Next, the road optical flow is used to determine the standard road optical flow.

[0084] 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 standardizing the road optical flow. See the subsequent content for details.

[0085] Next, the influence range corresponding to the standard road optical flow is obtained.

[0086] Among them, the influence range corresponding to the standard road optical flow refers to the range where the road optical flow exists.

[0087] Then, the influence range is used to determine the instability of the standard road optical flow, and the instability is used to determine the paving overflow of the road section.

[0088] Among them, instability refers to the degree of aggregation of the standard road optical flow, and paving overflow refers to the amount of paving material on a part of the road that overflows the preset paving area.

[0089] Specifically, after obtaining the influence range of the standard road optical flow, the concentration of each standard road optical flow is determined, and then the paving overflow amount of the road section can be determined.

[0090] Furthermore, using the road optical flow to determine the standard road optical flow of the road optical flow may further include the following steps:

[0091] A first distance ratio between each road optical flow and a sideline of the image to be processed and a second distance ratio between each road optical flow and a centerline of the image to be processed are obtained, and a vertical component and a horizontal component of each road optical flow are obtained.

[0092] The first distance ratio refers to the ratio of the distance between the starting pixel of the road optical flow and the bottom edge of the image to be processed to the height of the image to be processed. The second distance ratio refers to the ratio of the distance between the starting pixel of the road optical flow and the centerline of the image to be processed to half the width of the image to be processed.

[0093] A standard road optical flow of the road optical flow is determined using the first distance ratio, the second distance ratio, the vertical component, and the horizontal component.

[0094] For example, the distance 1 between the starting pixel of the road optical flow and the bottom edge of the image to be processed, and the distance 2 between the starting pixel and the center line of the image to be processed are obtained, and the height of the image to be processed and half the width of the image are obtained; the first distance ratio is obtained by subtracting the ratio of the road optical flow distance 1 to the image height from 1, and the second distance ratio is obtained by subtracting the ratio of the road optical flow distance 2 to half the image width from 1; for each road optical flow, its vertical component and horizontal component are obtained, thereby obtaining each standard road optical flow according to the ratio of the optical flow in the image:

[0095]

[0096] Where, It is A road optical flow, which can be any object optical flow, It is The standard road optical flow of the road optical flow, It is The vertical component of the road optical flow, It is The horizontal component of the road optical flow, They are The first distance ratio and the second distance ratio of the road optical flow are calculated; for the vertical component and the vertical screen component of the road optical flow, the product of the sum of their distance ratios is calculated. Since the larger the distance ratio is, the greater the distance between the road optical flow and the center line of the image to be processed is, the more obvious the stretching effect of the image perspective is, and therefore the greater the weight effect is, thereby obtaining each standard road optical flow in the image to be processed.

[0097] Furthermore, the instability of the standard road optical flow is determined by using the influence range, and the paving overflow of the road portion is determined by using the instability, which may further include the following operations:

[0098] First, multiple corner points within the influence range corresponding to the standard road optical flow are obtained to obtain the total number of corner points within the influence range.

[0099] Among them, corner points refer to extreme points, and the influence range of each standard road optical flow can have multiple corner points.

[0100] Specifically, the starting pixel point of each standard road optical flow is obtained, and the corner points of the road part in the image are obtained by using corner point detection; the influence range of the standard road optical flow is obtained with 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.

[0101] Next, a third distance between each corner point and the starting pixel is obtained, and a fourth distance between adjacent corner points is obtained.

[0102] Among them, the third distance refers to the distance between the corner point 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 point within the influence range of the standard road optical flow and its nearest corner point.

[0103] Next, the total number of corner points, the third distance, and the fourth distance are used to determine the instability of the standard road optical flow. The instability is then used to determine the amount of paving overflow on the road section.

[0104] The instability of the standard road optical flow characterizes the degree of corner point aggregation, that is, the more unstable the standard road optical flow is, the smaller the degree of corner point aggregation is; conversely, the more stable the standard road optical flow is, the greater the degree of corner point aggregation is.

[0105] For example, for the corner points outside the influence range of the standard road optical flow in the road connected domain, they are recorded as smooth corner points, the distance between the corner points 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 corner points within the influence range of the standard road optical flow and their nearest corner points is obtained as the fourth distance. In this way, the corner point aggregation degree of the standard optical flow of each road can be obtained:

[0106]

[0107] Where, is any corner point within the influence range of the standard road optical flow, is the number of corner points within the influence range of the standard road optical flow, It is The instability of the standard road optical flow, It is The first standard road optical flow The distance between the corner points is 3, It is The first standard road optical flow The distance between the corner points is 4, It is an exponential function with a natural constant as the base; for the product of the distance between the corner point and the starting point of the optical flow within the influence range of the road optical flow and the distance between the corner point and its nearest corner point The larger the value, the closer the distance between the corner point and the starting pixel of the standard road optical flow is, and the closer the distance between the corner points is, so the greater the corner point aggregation is.

[0108] Furthermore, the instability is used to determine the paving overflow of the road section, including:

[0109] First, the fifth distance between the starting pixel point of each standard road optical flow and the preset paving area of the road portion is obtained, and the 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 is obtained.

[0110] Specifically, the fifth distance and the sixth distance are usually measured.

[0111] Next, the distance difference between each standard road optical flow and the corresponding parallel optical flow is obtained.

[0112] Among them, each standard road optical flow and the standard road optical flow closest to it in the fifth distance are recorded as parallel optical flows.

[0113] Then, the amount of paving overflow of the road section is determined using the number, distance difference, fifth distance, sixth distance and instability of the road standard optical flow.

[0114] For example, the fifth distance between the starting pixel point of each road standard optical flow and the bottom edge of the paving is obtained, the center line of the paving road connected domain is obtained, and the sixth distance between the starting pixel point of the road standard optical flow and the center line is obtained.

[0115] The optical flow of each standard road and the optical flow of the standard road closest to the fifth distance are obtained and recorded as parallel optical flow, and the difference between the fifth distances is obtained, thereby obtaining the overflow amount of the current roadbed paving.

[0116]

[0117] Where, is the overflow of the current roadbed paving, is the number of standard optical flows on the road, It is The sixth distance of the standard optical flow of the road, It is The fifth distance of the standard optical flow of the road, It is The difference between the fifth distance of the standard optical flow of a road and its parallel optical flow, is a hyperbolic function; where Not 0, the ratio of the product of the corner point concentration of the road standard optical flow and the sixth distance to the product of the fifth distance and the fifth distance difference The larger the value, the larger the upper formula and the smaller the lower formula, which indicates that the road standard optical flow is more unstable, and the closer to both sides of the road and the closer to the paving area, the more unstable the roadbed will be during the paving process, resulting in a larger overflow.

[0118] The unsafe amount of paving is obtained by subtracting the safe range of the current roadbed from the overflow amount of the current roadbed paving. ; Since construction workers will handle the edges of the paving during the paving process, when the unsafe amount is high, it may cause harm to the construction workers, so the location of the surrounding people must also be identified.

[0119] Furthermore, the unsafe amount of road construction can be determined by using the paving overflow and the safety range. The unsafe amount can then be used to manage road construction, which can also include the following operations:

[0120] First, a target object in the image to be processed is obtained, and a movement vector of the target object in different frame images is obtained.

[0121] The target objects refer to the surrounding objects, which may be construction workers, passers-by, animals, etc.

[0122] Specifically, the target objects located on both sides of the road section in the image to be processed are identified. Based on their relative position to the bottom edge of the paved area, the target objects' coordinates are obtained. The position coordinates of the personnel in the previous frame are also obtained. The vector that points from the target object's coordinates in the previous frame to its coordinates in the current frame is recorded as the movement vector. Any movement vector pointing toward the bottom edge of the paved area is recorded as an approaching target object.

[0123] Next, the movement vector is used to determine the approach time between the target object and the preset paving area of the road portion.

[0124] Specifically, the distance between the direction of the moving vector of the approaching target object and the bottom edge of the paving area is obtained, and the approach time of each approaching target object is obtained based on the distance and the moving vector, and the target object with the shortest approach time is screened out to obtain its shortest approach time T.

[0125] Then, the unsafe amount of the paving process is determined using the approach time, paving overflow and safety range; and the unsafe amount is used to start and stop road construction.

[0126] During the paving process, construction workers will level the edges of the paved road on both sides. Since the temperature of the asphalt road after paving is high during the asphalt construction process, when the roadbed is relatively unstable during the paving process, asphalt overflow may occur, causing burns and other dangerous situations to the surrounding workers. Therefore, it is necessary to identify the approaching paving situation of people around on both sides of the roadbed.

[0127] For example, during the asphalt paving process, an unstable roadbed may cause asphalt spillage, which may harm surrounding construction workers. Therefore, an unsafe signal during the paving process can be obtained.

[0128]

[0129] Where WX is the unsafe signal during paving process; When the value is greater than 0 and the value is larger, the overflow amount is larger. At this time, the target object will be closer to the danger in a shorter time, which means that the person will be closer to the danger in a shorter time. Therefore, the unsafe signal is higher. If it is less than 0 and smaller, it means the overflow is smaller and does not exceed the safety range. At this time, the shorter the time for personnel to approach, the shorter the time it takes for personnel to approach the normal overflow part and handle it, so the unsafe signal is lower.

[0130] Furthermore, the following operations may be included.

[0131] In response to the unsafe amount being greater than a first threshold, road construction is stopped. Alternatively, in response to the unsafe amount being less than the first threshold and greater than a second threshold, a prompt signal is sent to suspend road construction. Alternatively, in response to the unsafe amount being less than the second threshold, road construction is started.

[0132] For example, based on the unsafe signals during the paving process obtained through the above operations, the unsafe signals in the images collected by the paver are monitored in real time; when the unsafe signal is enhanced to above the threshold value 0, the loudspeaker installed in advance on the paver is used to play "The current paving is unstable, please stay away" until the unsafe signal drops below the threshold; when the unsafe signal is enhanced by more than 0.5, a safety accident may occur, and the monitoring system directly takes over the paver and stops the paver from running until it drops below the threshold value 0 and can continue to run.

[0133] In this embodiment, the placement of safety signs is identified by the presence of safety signs beside the road, a safety analysis of the road construction is performed, edge detection is used to obtain the road portion in the image, the surrounding conditions of the paving area are obtained to determine the safety range, the roadbed treatment conditions in the paving area are obtained to determine the overflow amount of the current roadbed paving, the positions of the surrounding personnel during the paving process are obtained to determine the shortest approach time, and then the danger signals in the paving process are determined, and the danger signals are used for control, which is conducive to improving the detection accuracy and thus achieving safety management of road construction.

[0134] It should be noted that the order in which the embodiments of the present invention are described above is for illustrative purposes only and does not necessarily represent the superiority or inferiority of the embodiments. The processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0135] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on the differences from other embodiments.

Claims

1. A method for monitoring the safety of municipal asphalt road construction, characterized in that: The method for monitoring safety of municipal asphalt road construction comprises: Acquire an image to be processed during road construction, and acquire a road portion in the image to be processed; Obtaining protection signs on both sides of the road section, and using the protection signs to determine a safety range of the road section; Obtaining pixel point changes in different frame images to determine a standard road optical flow for each road optical flow, and determining a paving overflow amount of the road portion using the standard road optical flow; Using the paving overflow and the safety range, an unsafe amount of road construction is determined, and the unsafe amount is used to manage the road construction; The obtaining of the protection marks on both sides of the road portion and determining the safety range of the road portion using the protection marks includes: Acquire multiple sections of protective markings on both sides of the road portion in the image to be processed, and acquire a preset paving area in the image to be processed; Obtaining a first safety distance between each section of the protective marking line and the preset paving area; Acquire a plurality of safety signs other than the protective signs on both sides of the road portion, and determine a first distance between adjacent safety signs; Comparing the preset interval distance with the first distance to determine the marker interval difference; Determining a safety range of the road portion using the marker interval difference and the first safety distance; The acquiring pixel point changes of different frame images to determine a standard road optical flow for each road optical flow, and determining the paving overflow amount of the road portion using the standard road optical flow, includes: Obtaining optical flow vectors of different pixel points of different frame images on the road portion, and using the optical flow vectors as multiple road optical flows of the road portion; Determining a standard road optical flow of the road optical flow by using the road optical flow; Obtaining the influence range corresponding to the standard road optical flow; The influence range is used to determine the instability of the standard road optical flow, and the instability is then used to determine the paving overflow of the road portion.

2. The method for monitoring safety of municipal asphalt road construction according to claim 1, characterized in that: The step of obtaining an image to be processed during road construction and obtaining a road portion in the image to be processed includes: Acquire images to be processed after paving during road construction; Edge detection is performed on the image to be processed, and the road portion in the image to be processed is determined by color difference.

3. The method for monitoring safety of municipal asphalt road construction according to claim 1, characterized in that: Also includes: Taking the protective marking line corresponding to the smallest first safety distance as the target road section, and obtaining a second distance between the target road section and the road section to be paved; Determining the safety range of the road portion by using the marker interval difference and the first safety distance includes: Determining the integrity of the protective marking line using the second distance and the difference between the marker intervals; The safety range of the tidal flat area corresponding to the road portion is determined by utilizing the integrity of the protective marking line and the first safety distance.

4. The method for monitoring safety of municipal asphalt road construction according to claim 1, characterized in that: The determining the standard road optical flow of the road optical flow by using the road optical flow includes: Obtaining a first distance ratio between each of the road optical flows and a sideline of the image to be processed, and a second distance ratio between each of the road optical flows and a centerline of the image to be processed, and obtaining a vertical component and a horizontal component of each of the road optical flows; determining a standard road optical flow of the road optical flow using the first distance ratio, the second distance ratio, the vertical component, and the horizontal component; The first distance ratio is: the ratio of the distance between the starting pixel point of the road optical flow and the bottom edge of the image to be processed to the height of the image to be processed; the second distance ratio is: the ratio of the distance between the starting pixel point of the road optical flow and the centerline of the image to be processed to half the width of the image to be processed.

5. The method for monitoring safety of municipal asphalt road construction according to claim 1, characterized in that: The determining of the instability of the standard road optical flow by using the influence range, and then determining the paving overflow of the road portion by using the instability, includes: Acquire multiple 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 corner point and the starting pixel, and obtaining a fourth distance between adjacent corner points; Determining the instability of the standard road optical flow using the total number of corner points, the third distance, and the fourth distance; Using the instability, an amount of paving overrun for the road portion is determined.

6. The method for monitoring safety of municipal asphalt road construction according to claim 5, characterized in that: The determining of the paving overflow of the road portion by utilizing the instability comprises: Obtaining a fifth distance between a starting pixel point of each standard road optical flow and a preset paved area of the road portion, and obtaining a sixth distance between a starting pixel point of the standard road optical flow and a center line of a connected area of the road portion; Obtaining a distance difference between each standard road optical flow and the corresponding parallel optical flow; An amount of paving overflow of the road portion is determined using the amount of standard optical flow of the road, the distance difference, the fifth distance, the sixth distance, and the instability.

7. The method for monitoring safety of municipal asphalt road construction according to claim 1, characterized in that: The method of determining an 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, includes: Acquire a target object in an image to be processed, and acquire a movement vector of the target object in different frame images; Determining the approach time between the target object and a preset mudflat area of the road portion using the movement vector; The unsafe amount of the paving process is determined using the approach time, the paving overflow amount, and the safety range; and the unsafe amount is then used to start and stop road construction.

8. The method for monitoring safety of municipal asphalt road construction according to claim 7, characterized in that: Also includes: In response to the unsafe amount being greater than a first threshold, stopping the road construction; or in response to the unsafe amount being less than a first threshold and greater than a second threshold, sending a prompt signal to suspend road construction; Alternatively, in response to the unsafe amount being less than a second threshold, road construction is started.

Images