Roadbed and pavement safety assessment and graded monitoring method, system, equipment and medium

Abstract

The invention provides a roadbed and pavement safety assessment and graded monitoring method, system, equipment and medium, and relates to the technical field of highway safety. A unified safety risk grade system is established based on multi-source data integration; in a highway design stage, carrying out initial safety risk grade division on the whole-line roadbed and pavement based on the unified safety risk grade system; a hierarchical monitoring strategy is specifically designed for each initial security risk level; in the highway operation period, monitoring data of each monitoring strategy are continuously collected, and when the monitoring data reach the level adjustment condition, the safety risk level of the corresponding road section is dynamically adjusted; according to the method, safety monitoring is started in the highway design stage, unified standard or logic association is provided for safety assessment of the roadbed and the pavement, and targeted monitoring is performed according to the safety risk level by adopting a hierarchical monitoring strategy, so that the resource utilization efficiency is improved, and the safety of the roadbed and the pavement is ensured. And the operation and maintenance cost is reduced.

Description

Technical Field

[0001] The present invention relates to the field of highway safety technology, and in particular to a roadbed and pavement safety assessment and graded monitoring method, system, equipment and medium. Background Art

[0002] Road safety is crucial to the operational efficiency of transportation infrastructure and road networks. As the core infrastructure of highways, the ability of roadbeds and pavements to maintain a safe state is crucial to the overall road service level. Therefore, safety assessments of route design, roadbeds and pavements, bridges, and tunnels are essential. Existing safety assessment methods focus on evaluating route horizontal and vertical alignment, sight distance, roadbed protection, and pavement skid resistance. These methods focus on assessing overall safety from the perspective of route alignment and lack the assessment and design of safety monitoring during construction. Furthermore, existing roadbed and pavement safety assessment techniques, such as roadbed stability analysis, pavement performance testing, and alignment safety evaluation, are typically conducted independently, lacking unified standards or logical connections. Summary of the Invention

[0003] The present invention provides a roadbed and pavement safety assessment and hierarchical monitoring method, system, equipment and medium to address the defects of traditional roadbed and pavement safety assessment methods, such as the lack of assessment and design for safety monitoring during the construction period, and the lack of unified standards or logical associations.

[0004] The present invention provides a roadbed and pavement safety assessment and hierarchical monitoring method, comprising: Establish a unified security risk level system based on multi-source data integration; The multi-source data includes geological condition data, linear index data and traffic load data. The unified safety risk level system divides roadbed and pavement safety risks into four levels: low risk, medium risk, high risk and extremely high risk.

[0005] In the embodiment of the present invention, based on the safety risk level of the roadbed and pavement of each road section, a combination of quantitative and qualitative methods is used to preliminarily classify the unified safety risk of the roadbed and pavement into four levels: low risk (Level I), medium risk (Level II), high risk (Level III), and extremely high risk (Level IV). The specific classification rules are as follows: If the geological conditions are stable, the linear indicators are reasonable, there are no high-fill and deep-cut sections, and the cumulative equivalent axle trips within the design life are light or medium, then the risk level is low; if there is a slight geological disaster risk, the linear indicators are close to the limit, there are sections near water and cliffs, and the cumulative equivalent axle trips within the design life are heavy, then the risk level is medium; if there is an obvious geological disaster risk, there are local long and long longitudinal slopes, sharp bends and steep slopes and other unfavorable linear sections, the height or depth of the embankment or cutting is close to the high-fill and deep-cut sections, and the cumulative equivalent axle trips within the design life are extremely heavy, then the risk level is high; if geological disasters occur frequently, there are many special roadbed sections, there are long and long longitudinal slopes, sharp bends and steep slopes and other unfavorable linear sections, it is in a high-fill and deep-cut section and is designed with multiple steps, and the cumulative equivalent axle trips within the design life are extremely heavy, then the risk level is extremely high.

[0006] During the highway design phase, the entire roadbed and pavement are classified into initial safety risk levels based on the unified safety risk level system; and a hierarchical monitoring strategy is designed for each initial safety risk level. During the highway operation period, the monitoring data of each monitoring strategy is continuously collected, and when the monitoring data reaches the level adjustment conditions, the safety risk level of the corresponding road section is dynamically adjusted; Adjust the monitoring level accordingly based on the dynamically adjusted safety risk level.

[0007] According to the roadbed and pavement safety assessment and hierarchical monitoring method provided by the present invention, the hierarchical monitoring strategy includes: At least one type of collection equipment will be added to high-risk and above risk sections, and the monitoring frequency and equipment density will be configured to match the unified safety risk level.

[0008] According to the roadbed and pavement safety assessment and graded monitoring method provided by the present invention, the grade adjustment conditions include: the roadbed stability index exceeds the design limit or internal structural damage occurs, the pavement performance index exceeds the maintenance quality requirement limit, and the operation index reaches at least one of the adjustment thresholds.

[0009] According to the roadbed and pavement safety assessment and graded monitoring method provided by the present invention, the operational indicators include: at least one of: road section accident rate, number of high-frequency daily maintenance repairs, number of high-frequency maintenance project implementations, and number of high-frequency disaster repair implementations.

[0010] According to the roadbed and pavement safety assessment and graded monitoring method provided by the present invention, after dynamically adjusting the monitoring level, the method further includes optimizing the monitoring equipment layout plan and data collection frequency, specifically including: Add key monitoring equipment to sections of roads upgraded to high risk or above; Reduce the number of monitoring devices or lower the collection frequency for degraded road sections; After the security risk is downgraded, the number of monitoring devices can be reduced, for example, from 10 to 5, or the frequency of data collection can be reduced, for example, total station inspections can be reduced from daily to weekly (increased to three times a week during the rainy season). Data collection can be changed from real-time transmission to daily scheduled transmission.

[0011] The roadbed and pavement safety assessment and hierarchical monitoring method provided by the present invention also includes: integrating the monitoring data from the design, construction, and operation stages into a maintenance and operation management platform, analyzing the data through the maintenance and operation management platform, connecting the design, construction, and maintenance and operation data, and optimizing the unified safety risk level and hierarchical monitoring strategy.

[0012] The present invention also provides a roadbed and pavement safety assessment and grading monitoring system, comprising: Establish a module for establishing a unified security risk level system based on multi-source data integration; A classification module is used to classify the initial safety risk level of the roadbed and pavement of the entire road based on the unified safety risk level system during the highway design phase; and to design a hierarchical monitoring strategy for each initial safety risk level; The first adjustment module is used to continuously collect monitoring data of each monitoring strategy during the highway operation period, and dynamically adjust the safety risk level of the corresponding road section when the monitoring data reaches the level adjustment condition; The second adjustment module is used to adjust the monitoring level accordingly according to the dynamically adjusted security risk level.

[0013] The present invention also provides an electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method for roadbed and pavement safety assessment and graded monitoring as described in any one of the above items is implemented.

[0014] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the method for evaluating and grading roadbed and pavement safety as described above is implemented.

[0015] The roadbed and pavement safety assessment and graded monitoring method, system, equipment and medium provided by the present invention establish a unified safety risk level system based on multi-source data integration; in the highway design stage, the roadbed and pavement of the entire line are initially divided into safety risk levels based on the unified safety risk level system; a graded monitoring strategy is designed for each initial safety risk level; in the highway operation period, monitoring data of each monitoring strategy is continuously collected, and when the monitoring data reaches the level adjustment condition, the safety risk level of the corresponding road section is dynamically adjusted; the monitoring level is adjusted accordingly according to the dynamically adjusted safety risk level. The present invention starts safety monitoring in the highway design stage, provides a unified standard or logical association for the safety assessment of the roadbed and pavement through the unified safety risk level system, and adopts a graded monitoring strategy to perform targeted monitoring according to the safety risk level, thereby realizing the integration of construction and maintenance period data, improving resource utilization efficiency, and reducing operation and maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present invention or the prior art, a brief introduction is given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are 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.

[0017] Figure 1 Schematic diagram of the process of roadbed and pavement safety assessment and graded monitoring method provided by an embodiment of the present invention; Figure 2 Schematic diagram of the functional structure of the roadbed and pavement safety assessment and hierarchical monitoring system provided by an embodiment of the present invention; Figure 3 It is a functional structure diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0018] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0019] Figure 1 Flowchart of the roadbed and pavement safety assessment and graded monitoring method provided by the embodiment of the present invention, such as Figure 1 As shown, the roadbed and pavement safety assessment and graded monitoring method provided by the embodiment of the present invention includes: Step 101: Establish a unified security risk level system based on multi-source data integration; Step 102: During the highway design phase, the entire roadbed and pavement are classified into initial safety risk levels based on the unified safety risk level system; and a hierarchical monitoring strategy is designed for each initial safety risk level. In an embodiment of the present invention, during the early design phase of a project, sections and points of potential safety hazards in the project's roadbed and pavement are identified, including sections with poor geology, sections near water or cliffs, and sections with poor alignment (such as sections with sharp bends and steep slopes, and long downhill sections). A database of roadbed and pavement safety hazards is then compiled by classification and segmentation. By identifying high-risk sections such as those with poor geology, sections near water or cliffs, and sections with sharp bends and steep slopes, risk sources are identified during the design phase, providing a basis for targeted optimization in subsequent engineering design (such as strengthening protection and adjusting alignment).

[0020] Step 103: During the highway operation period, continuously collect monitoring data for each monitoring strategy, and dynamically adjust the safety risk level of the corresponding road section when the monitoring data reaches the level adjustment condition; Step 104: Adjust the monitoring level accordingly according to the dynamically adjusted security risk level.

[0021] Traditional safety assessment methods evaluate route horizontal and vertical alignment, sight distance, subgrade protection, and pavement skid resistance. These methods focus on assessing overall safety from the perspective of route alignment and lack the assessment and design of safety monitoring during construction. Furthermore, existing subgrade and pavement safety assessment techniques, such as subgrade stability analysis, pavement performance testing, and alignment safety evaluation, are typically performed independently, lacking unified standards or logical connections.

[0022] The roadbed and pavement safety assessment and hierarchical monitoring method provided by an embodiment of the present invention establishes a unified safety risk level system based on multi-source data integration; in the highway design stage, the roadbed and pavement of the entire line are initially divided into safety risk levels based on the unified safety risk level system; a hierarchical monitoring strategy is designed for each initial safety risk level; during the highway operation period, monitoring data of each monitoring strategy is continuously collected, and when the monitoring data reaches the level adjustment condition, the safety risk level of the corresponding road section is dynamically adjusted; the monitoring level is adjusted accordingly according to the dynamically adjusted safety risk level. The present invention starts safety monitoring in the highway design stage, provides a unified standard or logical association for the safety assessment of the roadbed and pavement through the unified safety risk level system, and adopts a hierarchical monitoring strategy to perform targeted monitoring according to the safety risk level, thereby improving resource utilization efficiency and reducing operation and maintenance costs.

[0023] Based on any of the above embodiments, the multi-source data includes geological condition data, linear index data and traffic load data, and the unified safety risk level system divides roadbed and pavement safety risks into four levels: low risk, medium risk, high risk and extremely high risk.

[0024] In the embodiment of the present invention, based on the safety risk level of the roadbed and pavement of each road section, a combination of quantitative and qualitative methods is used to preliminarily divide the unified safety risk of the roadbed and pavement into four levels: low risk (Level I), medium risk (Level II), high risk (Level III), and extremely high risk (Level IV), as shown in Table 1. The specific rules are as follows.

[0025] Table 1 Preliminary criteria for determining roadbed and pavement safety risk levels

[0026] It should be noted that this risk level can be determined if any one of the above factors is met. In this embodiment of the present invention, a high embankment refers to an embankment with a roadbed fill slope height greater than 20 meters, and a deep cutting refers to a cutting with a soil excavation slope height greater than 20 meters or a rock excavation slope height greater than 30 meters.

[0027] Based on this judgment rule, a list of sections with safety risk hazards in the project roadbed and pavement design is generated, and information on sections with safety risk hazards identified during the design phase is recorded, including the starting pile number, ending pile number, risk factors, and preliminary safety risk level of the section.

[0028] For high-risk road sections identified as Level III or higher, safety risk monitoring will be implemented during the design phase. This design includes monitoring indicators for roadbed and pavement performance, monitoring equipment requirements, monitoring point layout and optimization, data collection and transmission, monitoring frequency and cycle, and monitoring data analysis and evaluation methods. Based on the monitoring design plan, appropriate road surface and roadbed slope monitoring equipment will be deployed during the construction phase, and data for the corresponding indicators will be collected at the designed frequency for analysis and evaluation.

[0029] During the maintenance and operation phase of the project, based on the initial risk section and safety risk level assessment, combined with the monitoring data deployed during the construction phase and the actual feedback on the accident rate and disaster rate of the entire line maintenance and operation, the safety risk sections of the entire line subgrade and pavement will be regularly assessed, and the risk sections and safety risk levels will be revised based on the safety assessment results.

[0030] Based on any of the above embodiments, the level adjustment conditions include: the roadbed stability index exceeds the design limit or internal structural damage occurs, the pavement performance index exceeds the maintenance quality requirement limit, and the operation index reaches at least one of the adjustment thresholds.

[0031] In the embodiment of the present invention, the operational phase safety assessment content table is shown in Table 2. The operational indicators include: at least one of the following: road accident rate, number of high-frequency daily maintenance repairs, number of high-frequency maintenance project implementations, and number of high-frequency disaster repair implementations.

[0032] Table 2 Safety assessment contents during the operation phase

[0033] In the embodiment of the present invention, non-destructive testing is used to test various properties of the roadbed and pavement.

[0034] The safety risk level is adjusted based on the safety assessment results during the operation phase and is based on the initial safety risk level: If any stability indicator exceeds the design limit, or internal damage occurs to the roadbed structure, the safety risk level of the road section will be adjusted up one level; if it does not exceed the limit, the level will remain unchanged.

[0035] If any performance indicator exceeds the limit value required for pavement maintenance quality, or internal damage occurs to the pavement structure, the safety risk level of the road section will be adjusted up one level; if it does not exceed the limit value, the level will remain unchanged.

[0036] For any high-risk indicator, the safety risk level shall be adjusted according to the different indicator interval gradients and the principles in Table 3; Table 3 Principles for adjusting safety risk levels of high-risk indicators

[0037] The road section accident rate refers to the number of accidents occurring per unit time, unit distance or unit traffic volume.

[0038] Taking unit time as an example, the calculation formula is as follows: ; The number of high-frequency daily maintenance repairs refers to the number of daily maintenance repairs carried out on the highway within a unit time and a unit distance.

[0039] ; The high frequency of maintenance project implementation refers to the number of times maintenance projects are carried out on the highway within a unit time and a unit distance.

[0040] ; The high frequency of disasters refers to the number of times maintenance works are carried out on the highway within a unit time and a unit distance.

[0041] .

[0042] Based on any of the above embodiments, the hierarchical monitoring strategy includes: Displacement sensors, crack meters, inclinometers and environmental monitoring sensors are deployed on high-risk and above risk sections, and the monitoring frequency and equipment density are configured to match the unified safety risk level.

[0043] According to the adjustment of safety risk level, the monitoring level is divided as shown in Table 4. The monitoring plan of the whole line is optimized and adjusted according to the monitoring level. The necessary monitoring equipment is revised and deployed in combination with the collection of monitoring data and monitoring focus.

[0044] Table 4 Monitoring Levels

[0045] When the monitoring data reaches the level adjustment condition, dynamically adjusting the safety risk level of the corresponding road section includes: Adjustments to roadbed stability indicators are triggered: when the settlement rate exceeds the design limit by 20%, the risk level is raised by one level; when the slope displacement exceeds the warning threshold for three consecutive months, the risk level is directly adjusted to Level IV; when internal damage to the roadbed structure is detected, the risk level is immediately raised to the next level; Pavement performance index triggers adjustments: When the road surface roughness index (RQI) is below 60, the risk level is increased by one level; when the pavement structural strength drops below 0.8, the risk level is increased by one level; when structural damage (such as through cracks) occurs, the risk level is directly adjusted to Level III or above; Adjustments are triggered by high-risk operational indicators: when the accident rate reaches 2 times / km·year, the risk level is increased by one level; when the frequency of routine maintenance and repair exceeds 3 times / km·year, the risk level is increased by one level; When a major geological disaster occurs, it will be directly adjusted to Level IV risk; Comprehensive assessment and adjustment: When multiple adjustment conditions are met simultaneously, the highest adjustment range will be implemented; when new risk factors (such as newly discovered active faults) are added, the risk level will be reassessed; Downgrade conditions: When all indicators are better than the standard values for 12 consecutive months and there is no accident record, the risk level can be reduced by one level; after completing the project treatment, an application for downgrade can be made if the effect is confirmed to be stable after a 3-month verification period.

[0046] Based on any of the above embodiments, after dynamically adjusting the monitoring level, the method further includes optimizing the monitoring equipment deployment plan and data collection frequency, specifically including: Key monitoring equipment will be added to sections of road upgraded to high risk or above. The key monitoring equipment includes GNSS receivers, distributed fiber optic sensors, and pore water pressure gauges. The GNSS receivers are used for surface displacement monitoring, the distributed fiber optic sensors are used for deep deformation monitoring, and the pore water pressure gauges are used for hydrological environment monitoring. For degraded road sections, reduce the number of monitoring devices or lower the collection frequency.

[0047] After the security risk is downgraded, the number of monitoring devices can be reduced, for example, from 10 to 5, or the frequency of data collection can be reduced, for example, total station inspections can be reduced from daily to weekly (increased to three times a week during the rainy season). Data collection can be changed from real-time transmission to daily scheduled transmission.

[0048] Based on any of the above embodiments, the roadbed and pavement safety assessment and graded monitoring method also includes: integrating the monitoring data of the design, construction and operation stages into the maintenance and operation management platform, so as to analyze the data through the maintenance and operation management platform and optimize the unified safety risk level and graded monitoring strategy.

[0049] During the project maintenance and operation process, the technical status and safety risk indicators of the entire line are continuously tracked and observed. At the same time, combined with the feedback from the deployed monitoring equipment and the collected monitoring data, the safety risk level, monitoring level and safety monitoring plan are linked and calibrated throughout the design, construction and maintenance operation stages. According to the actual operation conditions and safety level during the maintenance and operation period, the rationality of the initial safety risk sections and considerations checked in the design stage are verified, thereby forming a dynamic assessment and monitoring mechanism for roadbed and pavement safety risks based on integrated construction and maintenance.

[0050] For example, a 30-kilometer expressway, constructed in 2019, has a starting stake at K0+000 and an ending stake at K30+000. The entire expressway has two high-fill embankment sections and one near-high-fill section, with no poor alignment.

[0051] During the early design phase of the project, sections and points of potential safety hazards along the project's roadbed and pavement were identified. Based on these criteria, a list of sections with potential safety risks along the project's roadbed and pavement was generated, as shown in Table 5. The entire line was divided into four risk levels, each corresponding to a different road section range.

[0052] Table 5 Preliminary criteria for determining roadbed and pavement safety risk levels

[0053] For high-risk sections identified as Grade III or above, namely the sections from K15+000 to K16+000 and K17+100 to K17+500, monitoring design of safety risk sections will be carried out during the design phase. The design content includes roadbed and pavement performance monitoring indicators, monitoring equipment requirements, monitoring point layout and optimization, data collection and transmission, monitoring frequency and period, and monitoring data analysis and evaluation methods.

[0054] Table 6 Sensor layout table

[0055] The sensor layout is shown in Table 6. The sensors collect monitoring data through a data logger, supporting real-time or scheduled acquisition modes. Wireless transmission methods (such as GPRS / 4G / 5G / LoRa) are used to transmit data to the monitoring center server.

[0056] According to the monitoring design plan, the corresponding roadbed slope monitoring equipment will be deployed during the construction phase, and data of corresponding indicators will be collected at the designed frequency and data analysis and evaluation will be carried out.

[0057] According to the indicators in Table 7, information and data such as the operational accident rate and disaster rate of the entire project line will be collected for three consecutive years. Based on the initial risk section and safety risk level assessment in Table 5, the safety risk sections of the subgrade and pavement of the entire line will be regularly assessed, and the risk sections and safety risk levels will be revised based on the safety assessment results.

[0058] Table 7 Safety assessment contents during the operation phase

[0059] Based on the annual inspection results, the safety risk level will be dynamically adjusted annually according to the level adjustment principles in Table 3. For example, based on the 2025 inspection results, the safety risk level will be adjusted as shown in Table 8. The safety risk levels of other sections will remain unchanged.

[0060] Table 8 Adjustment results of safety risk levels of high-risk indicators (2025)

[0061] Based on the safety risk level adjustments in Table 8, the monitoring levels are divided as shown in Table 9. The full-line monitoring plan is optimized and adjusted based on the monitoring level. Based on the original design phase monitoring equipment layout, necessary monitoring equipment is revised based on the monitoring data collection and monitoring priorities. For high-risk sections determined to be Level III or higher, the monitoring equipment and plan for K16+000 to K16+200 are newly added, as shown in Table 6.

[0062] Table 9 Monitoring level adjustment

[0063] During the project maintenance and operation process, we will continuously track and observe the technical conditions and safety risk indicators of the entire line. At the same time, we will combine the feedback from the deployed monitoring equipment and the collected monitoring data to carry out data linkage and correction optimization for the safety risk level, monitoring level and safety monitoring plan during the design, construction and maintenance operation stages. In particular, for sections with abnormal fluctuations in monitoring data, we will combine various special inspections and on-site surveys to identify the causes and provide solutions when necessary. Based on the actual operation status and safety level of the project during the maintenance and operation period of its entire life cycle, we will verify the rationality of the initial safety risk sections and considerations identified during the design phase, establish a roadbed and pavement safety risk factor library and monitoring plan library suitable for this region and this project, and simultaneously incorporate them into the project's maintenance and operation management platform to provide support for subsequent safety risk assessments of similar projects.

[0064] The roadbed and pavement safety assessment and graded monitoring method provided by the embodiment of the present invention takes the safety assessment and monitoring of highway roadbed and pavement as the starting point, and aims to achieve safe and efficient operation of the roadbed and pavement. It improves and optimizes the traditional method of conducting safety assessment and post-monitoring only during the maintenance and operation period, connects the safety risk assessment and monitoring of each link of design, construction, maintenance, and operation into a system, and constructs a full-chain monitoring system of "design pre-assessment - construction deployment - operation and maintenance continuous correction". At the same time, the highway roadbed and pavement safety risk assessment method established by the embodiment of the present invention fully considers the assessment and monitoring needs of different stages, continuously adjusts and optimizes the safety risk level according to the operational characteristics of each stage, and continuously corrects the safety monitoring plan and monitoring level. It also establishes a grade assessment and self-consistent correction mechanism based on the operational characteristics to ensure the safe and reliable operation and maintenance of the highway roadbed and pavement throughout the entire life cycle of the highway.

[0065] The roadbed and pavement safety assessment and grading monitoring system provided by the present invention is described below. The roadbed and pavement safety assessment and grading monitoring system described below and the roadbed and pavement safety assessment and grading monitoring method described above can be referenced to each other.

[0066] Figure 2 A schematic diagram of the structure of the roadbed and pavement safety assessment and hierarchical monitoring system provided by an embodiment of the present invention is shown in FIG. Figure 2 As shown, the roadbed and pavement safety assessment and hierarchical monitoring system provided by the embodiment of the present invention includes: Establishing module 201 for establishing a unified security risk level system based on multi-source data integration; The classification module 202 is used to classify the roadbed and pavement of the entire road into initial safety risk levels based on the unified safety risk level system during the highway design phase; and to design a hierarchical monitoring strategy for each initial safety risk level; The first adjustment module 203 is used to continuously collect monitoring data of each monitoring strategy during the highway operation period, and dynamically adjust the safety risk level of the corresponding road section when the monitoring data meets the level adjustment conditions; The second adjustment module 204 is configured to adjust the monitoring level according to the dynamically adjusted security risk level.

[0067] The roadbed and pavement safety assessment and hierarchical monitoring system provided by an embodiment of the present invention establishes a unified safety risk level system based on multi-source data integration; during the highway design stage, the roadbed and pavement of the entire line are initially divided into safety risk levels based on the unified safety risk level system; a hierarchical monitoring strategy is designed for each initial safety risk level; during the highway operation period, monitoring data of each monitoring strategy is continuously collected, and when the monitoring data reaches the level adjustment condition, the safety risk level of the corresponding road section is dynamically adjusted; the monitoring level is adjusted accordingly according to the dynamically adjusted safety risk level. The embodiment of the present invention starts safety monitoring during the highway design stage, provides a unified standard or logical association for the safety assessment of the roadbed and pavement through the unified safety risk level system, and adopts a hierarchical monitoring strategy to perform targeted monitoring according to the safety risk level, thereby improving resource utilization efficiency and reducing operation and maintenance costs.

[0068] Figure 3 An example of a physical structure diagram of an electronic device is shown below. Figure 3 As shown, the electronic device may include: a processor 310, a communications interface 320, a memory 330, and a communications bus 340, wherein the processor 310, the communications interface 320, and the memory 330 communicate with each other via the communications bus 340. The memory 330 includes a computer program, an operating system, and acquired data. The processor 310 can call the logic instructions in the memory 330 to execute a roadbed and pavement safety assessment and hierarchical monitoring method. The method includes: establishing a unified safety risk level system based on multi-source data integration; during the highway design phase, performing an initial safety risk level classification of the roadbed and pavement along the entire route based on the unified safety risk level system; designing a hierarchical monitoring strategy for each initial safety risk level; during the highway operation phase, continuously collecting monitoring data for each monitoring strategy, and dynamically adjusting the safety risk level of the corresponding road section when the monitoring data meets the level adjustment condition; and adjusting the monitoring level accordingly based on the dynamically adjusted safety risk level.

[0069] Furthermore, the logic instructions in the aforementioned memory 330 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the relevant art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods described in various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0070] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the roadbed and pavement safety assessment and graded monitoring methods provided by the above-mentioned methods, the methods comprising: establishing a unified safety risk level system based on multi-source data integration; during the highway design stage, performing initial safety risk level division of the roadbed and pavement of the entire line based on the unified safety risk level system; designing a targeted graded monitoring strategy for each initial safety risk level; during the highway operation period, continuously collecting monitoring data for each monitoring strategy, and dynamically adjusting the safety risk level of the corresponding road section when the monitoring data reaches the level adjustment conditions; and adjusting the monitoring level accordingly according to the dynamically adjusted safety risk level.

[0071] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they may be located in one location or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of the present embodiment. Persons of ordinary skill in the art will be able to understand and implement the present invention without inventive effort.

[0072] Through the description of the above embodiments, those skilled in the art will clearly understand that each embodiment can be implemented using software plus a necessary general-purpose hardware platform, or of course, hardware. Based on this understanding, the essence of the above technical solution, or the portion that contributes to the relevant technology, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, or an optical disk, and includes a number of instructions for causing a computer device (such as a personal computer, server, or network device) to execute the methods described in each embodiment or certain portions of the embodiments.

[0073] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A roadbed and pavement safety assessment and grading monitoring method, characterized in that: include: Establish a unified security risk level system based on multi-source data integration; During the highway design phase, the entire line's subgrade and pavement are initially classified into safety risk levels based on the unified safety risk level system; Design a targeted hierarchical monitoring strategy for each initial security risk level; During the highway operation period, the monitoring data of each monitoring strategy is continuously collected, and when the monitoring data reaches the level adjustment conditions, the safety risk level of the corresponding road section is dynamically adjusted; Adjust the monitoring level accordingly based on the dynamically adjusted safety risk level.

2. The roadbed and pavement safety assessment and grading monitoring method according to claim 1, characterized in that: The multi-source data includes geological condition data, linear index data and traffic load data. The unified safety risk level system divides roadbed and pavement safety risks into four levels: low risk, medium risk, high risk and extremely high risk.

3. The roadbed and pavement safety assessment and grading monitoring method according to claim 1, characterized in that: The hierarchical monitoring strategy includes: At least one type of collection equipment will be added to high-risk and above risk sections, and the monitoring frequency and equipment density will be configured to match the unified safety risk level.

4. The roadbed and pavement safety assessment and grading monitoring method according to claim 1, characterized in that: The level adjustment conditions include: the roadbed stability index exceeds the design limit or internal structural damage occurs, the pavement performance index exceeds the maintenance quality requirement limit, and the operation index reaches at least one of the adjustment thresholds.

5. The roadbed and pavement safety assessment and grading monitoring method according to claim 4, characterized in that: The operation indicators include: at least one of: road section accident rate, number of high-frequency daily maintenance repairs, number of high-frequency maintenance project implementations, and number of high-frequency disaster repair implementations.

6. The roadbed and pavement safety assessment and grading monitoring method according to claim 5, characterized in that: After dynamically adjusting the monitoring level, the deployment of monitoring equipment and the frequency of data collection are optimized, including: Add key monitoring equipment to sections of roads upgraded to high risk or above; For degraded road sections, reduce the number of monitoring devices or lower the collection frequency.

7. The roadbed and pavement safety assessment and grading monitoring method according to claim 1, characterized in that: Also includes: Integrate monitoring data from the design, construction, and operation phases into a maintenance and operation management platform, so that the data can be analyzed through the maintenance and operation management platform to optimize unified safety risk levels and hierarchical monitoring strategies.

8. A roadbed and pavement safety assessment and grading monitoring system, characterized in that: include: Establish a module for establishing a unified security risk level system based on multi-source data integration; A classification module is used to perform initial safety risk classification of the subgrade and pavement of the entire line based on the unified safety risk classification system during the highway design stage; Design a targeted hierarchical monitoring strategy for each initial security risk level; The first adjustment module is used to continuously collect monitoring data of each monitoring strategy during the highway operation period, and dynamically adjust the safety risk level of the corresponding road section when the monitoring data reaches the level adjustment condition; The second adjustment module is used to adjust the monitoring level accordingly according to the dynamically adjusted security risk level.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the roadbed and pavement safety assessment and graded monitoring method according to any one of claims 1 to 7 is implemented.

10. A non-transitory readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method for evaluating and grading roadbed and pavement safety as described in any one of claims 1 to 7 is implemented.

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