Traffic safety and comfort coupling evaluation method and equipment for differential settlement of road and bridge transition section

Abstract

The invention relates to the field of road use performance evaluation, in particular to a driving safety and comfort coupling evaluation method and equipment for differential settlement of a road-bridge transition section. The invention provides a dynamic coupling model integrating driving safety and comfort double indexes, and a risk evaluation threshold value for driving safety and comfort coupling of a road and bridge transition section is generated by synchronously calculating a tire off-ground risk (safety) and a vehicle transient MTVV (comfort). Therefore, an accurate driving safety and comfort coupling evaluation result is output to the to-be-evaluated road and bridge transition section. Meanwhile, the road and bridge transition section to be evaluated is tested, traffic closing is not needed, and traffic interference is small.

Description

Technical Field

[0001] This invention relates to the field of road performance evaluation, and in particular to a method and equipment for coupled evaluation of driving safety and comfort based on differential settlement of road-bridge transition sections. Background Technology

[0002] In high-altitude permafrost areas or areas with significant roadbed settlement, differential settlement at the road-bridge transition section is particularly prominent, creating a significant difference in road surface elevation and causing severe vehicle bounce at the approach. This bounce effect not only significantly reduces passenger comfort but also poses a risk of tire lift-off at high speeds, leading to momentary loss of vehicle control and other safety hazards.

[0003] Current differential settlement assessment systems have two limitations: First, they generally use single comfort indicators (such as root mean square vertical weighted acceleration (RMS) and maximum transient vibration value (MTVV), failing to cover the safety risks caused by large settlement amounts; second, existing safety assessments mostly rely on static thresholds and have not established a dynamic correlation mechanism with comfort. This fragmented assessment leads to delayed maintenance decisions and cannot meet the urgent need for coordinated management of safety and comfort in road-bridge transition sections.

[0004] Therefore, there is a need for a coupled evaluation method and equipment for driving safety and comfort of differential settlement in road-bridge transition sections. Summary of the Invention

[0005] The purpose of this invention is to overcome the problem that current research on differential settlement of road-bridge transition sections only uses driving comfort as the evaluation basis, which cannot meet the urgent need for coordinated management of safety and comfort in road-bridge transition sections. This invention provides a method and equipment for coupled evaluation of driving safety and comfort in differential settlement of road-bridge transition sections.

[0006] To achieve the above-mentioned objectives, the present invention provides the following technical solution: A coupled evaluation method for driving safety and comfort based on differential settlement in road-bridge transition sections includes the following steps: S1: Create a vehicle dynamics model in Carsim software; S2: Obtain the measured data of the road-bridge transition section to be evaluated, and build a road model of the road-bridge transition section in the permafrost region in Carsim software based on the measured data; the measured data includes the road centerline elevation information and the road planar structure geometric information; S3: Set at least one set of instantaneous vertical force and at least one set of vertical acceleration data acquisition channels on multiple tires of the vehicle dynamics model, conduct simulation experiments according to different preset driving directions and driving speeds, and output the monitoring data of the vehicle dynamics model in each set of simulation experiments. S4: Analyze the monitored data to generate driving safety evaluation indicators and driving comfort evaluation indicators, calculate the driving safety and comfort coupling dynamic indicator of the road and bridge transition section to be evaluated, and output the driving safety and comfort coupling evaluation result.

[0007] As a preferred solution of the present invention, the driving safety evaluation indicator is the maximum value of the vehicle tire off - ground risk index among all tires; the expression of the vehicle tire off - ground risk index LRI is: , where, ∑T is the total duration of the instantaneous vertical force of the current tire being 0; N is the number of occurrences of the instantaneous vertical force of the current tire being 0.

[0008] As a preferred solution of the present invention, the driving comfort evaluation indicator is the maximum transient vibration value MTVV, and its expression is: , MTVV = max[a ω (t0)], where, a ω (t0) is the instantaneous frequency - weighted acceleration amplitude at time t0, Γ is the continuous average integration time, t is the integration variable time, and t0 is the selected instantaneous calculation time.

[0009] As a preferred solution of the present invention, the expression of the driving safety and comfort coupling dynamic indicator SCC is: , where, δ is the vehicle up - and - down travel correction coefficient, LRI l is the driving risk trigger threshold, MTVV l is the driving discomfort trigger threshold, and V l is the preset critical vehicle speed.

[0010] As a preferred solution of the present invention, the driving risk trigger threshold LRI l = 0.453, the driving discomfort trigger threshold MTVV l = 1.373, and the critical vehicle speed V l = 80.

[0011] As a preferred solution of the present invention, the driving safety and comfort coupling evaluation result includes: When SCC ≤ 1.099, the risk level is general, and annual inspection needs to be carried out; When 1.099 < SCC ≤ 3.353, the risk level is moderate, and warning signs need to be placed and quarterly monitoring needs to be carried out; When 3.353 < SCC ≤ 6.557, the risk level is severe, and speed limit needs to be imposed and preventive maintenance needs to be carried out; When SCC > 6.557, the risk level is critical, requiring the closure of the corresponding road and emergency treatment.

[0012] In a preferred embodiment of the present invention, step S4 analyzes the monitoring data using Python software; the Python software includes the following processing flow: S41: Obtain the instantaneous vertical force data and vertical acceleration data of the vehicle dynamics model in each set of simulation experiments; S42: Calculate the vehicle tire ground clearance risk index and maximum transient vibration value for each tire; S43: Generate driving safety evaluation indicators and driving comfort evaluation indicators; S44: Calculate the dynamic index of driving safety and comfort coupling of the road-bridge transition section to be evaluated; S45: Output the driving safety and comfort coupling evaluation results.

[0013] As a preferred embodiment of the present invention, the measured data is collected on the transition section of the road and bridge to be evaluated by one or more of the following methods: Daples longitudinal profiler, synthetic aperture radar interferometry, and vehicle-mounted lidar.

[0014] As a preferred embodiment of the present invention, in step S3, the different driving directions include an upward direction and a downward direction; the driving speeds include 40 km / h, 60 km / h, 80 km / h, 100 km / h and 120 km / h.

[0015] A driving safety and comfort coupled evaluation device for differential settlement of road-bridge transition sections includes at least one processor and a memory communicatively connected to the at least one processor; the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the driving safety and comfort coupled evaluation method for differential settlement of road-bridge transition sections as described above.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention proposes a dynamic coupling model that integrates driving safety and comfort indicators. By simultaneously calculating tire ground clearance risk (safety) and vehicle transient MTVV (comfort), it generates a risk assessment threshold for the driving safety and comfort coupling of road-bridge transition sections, thereby outputting accurate driving safety and comfort coupling assessment results for the road-bridge transition sections to be evaluated. Furthermore, this invention allows for testing of the road-bridge transition sections without closing traffic, minimizing traffic disruption. Attached Figure Description

[0017] Figure 1This is a flowchart illustrating a method for evaluating the driving safety and comfort of a road-bridge transition section based on differential settlement, as described in Embodiment 1 of the present invention. Figure 2 This is a flowchart illustrating a method for evaluating the driving safety and comfort coupling of differential settlement in road-bridge transition sections, as described in Embodiment 3 of the present invention. Figure 3 This is a schematic diagram of a road-bridge transition section differential settlement driving safety and comfort coupled evaluation device according to Embodiment 4 of the present invention, which utilizes the road-bridge transition section differential settlement coupled evaluation method described in the foregoing embodiments. Detailed Implementation

[0018] The present invention will be further described in detail below with reference to experimental examples and specific embodiments. However, this should not be construed as limiting the scope of the above-mentioned subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0019] Example 1 like Figure 1 As shown, a coupled evaluation method for driving safety and comfort based on differential settlement of road-bridge transition sections includes the following steps: S1: Create a vehicle dynamics model in Carsim software.

[0020] S2: Obtain the measured data of the road-bridge transition section to be evaluated, and build a road model of the road-bridge transition section in the permafrost region in Carsim software based on the measured data; the measured data includes the road centerline elevation information and the road planar structure geometric information.

[0021] S3: Set at least one set of instantaneous vertical force and at least one set of vertical acceleration data acquisition channels on multiple tires of the vehicle dynamics model, conduct simulation experiments according to different preset driving directions and driving speeds, and output the monitoring data of the vehicle dynamics model in each set of simulation experiments.

[0022] S4: Analyze the monitoring data, generate driving safety evaluation indicators and driving comfort evaluation indicators, calculate the driving safety and comfort coupling dynamic indicators of the road-bridge transition section to be evaluated, and output the driving safety and comfort coupling evaluation results.

[0023] Example 2 This embodiment is a specific implementation of the driving safety and comfort coupled evaluation method for differential settlement of road-bridge transition sections described in Embodiment 1, including the following steps: S1: Create a vehicle dynamics model in Carsim software.

[0024] S2: Obtain the measured data of the road-bridge transition section to be evaluated, and build a road model of the road-bridge transition section in the permafrost region in Carsim software based on the measured data; the measured data includes the road centerline elevation information and the road planar structure geometric information.

[0025] Furthermore, in this embodiment, the measured data is collected on the transition section of the road and bridge to be evaluated using one or more of the following: a Daples longitudinal profiler, interferometric synthetic aperture radar (InSAR), and vehicle-mounted lidar. The InSAR technology includes D-InSAR (differential InSAR) and MT-InSAR (multi-temporal InSAR) technologies.

[0026] S3: Set at least one set of instantaneous vertical force and at least one set of vertical acceleration data acquisition channels on multiple tires of the vehicle dynamics model, conduct simulation experiments according to different preset driving directions and driving speeds, and output the monitoring data of the vehicle dynamics model in each set of simulation experiments.

[0027] Furthermore, the different driving directions include an upward direction and a downward direction; the driving speeds include 40km / h, 60km / h, 80km / h, 100km / h, and 120km / h.

[0028] S4: Analyze the monitoring data, generate driving safety evaluation indicators and driving comfort evaluation indicators, calculate the driving safety and comfort coupling dynamic indicators of the road-bridge transition section to be evaluated, and output the driving safety and comfort coupling evaluation results.

[0029] Furthermore, step S4 analyzes the monitoring data using Python software. This application proposes a dynamic coupling model integrating driving safety and comfort indicators. The Python post-processing module simultaneously calculates tire ground clearance risk (safety) and MTVV (comfort), and generates a risk assessment threshold for the coupling of driving safety and comfort at the road-bridge transition section. Specifically, the Python software includes the following processing flow: S41: Obtain the instantaneous vertical force data and vertical acceleration data of the vehicle dynamics model in each simulation experiment.

[0030] S42: Calculate the vehicle tire ground clearance risk index and maximum transient vibration value for each tire.

[0031] S43: Generate driving safety evaluation indicators and driving comfort evaluation indicators.

[0032] (1) Driving safety evaluation indicators When vehicles travel at high speeds on road-bridge transition sections, the difference in road surface elevation causes a series of phenomena, including tire lift-off, bouncing, and landing, which can lead to serious driving risks. The defining indicator of these phenomena is a zero tire vertical force. Therefore, the instantaneous zero value of the vehicle's tire vertical force is used as an important parameter for evaluating driving safety on road-bridge transition sections. To characterize the severity and cumulative risk of tire lift-off, the duration and frequency of zero tire vertical force need to be considered. Therefore, the Tire Lift-off Risk Index (LRI) is used as the evaluation index for driving safety on road-bridge transition sections. The expression for the Tire Lift-off Risk Index (LRI) is: , Where ∑T is the total duration of the instantaneous vertical force of the current tire being 0 (i.e., the total time the tire is off the ground); N is the number of times the instantaneous vertical force of the current tire is 0 (i.e., the frequency of tires leaving the ground).

[0033] Since the vertical force values ​​of the four tires of a vehicle are not completely consistent at the same time, the maximum LRI value of each tire is taken as the final driving safety evaluation index in this embodiment.

[0034] (2) Evaluation indicators for driving comfort The vertical acceleration of vehicle vibration is correlated with a person's subjective perception of vibration, serving as a key parameter for evaluating vehicle ride comfort. This application uses a road-bridge transition section as the comfort evaluation scenario, primarily evaluating the impact of instantaneous vehicle vibration caused by settlement differences on ride comfort. Maximum Transient Vibration Value (MTVV) is typically used to analyze transient vibration events (such as the instantaneous impact when a vehicle passes over a speed bump or pothole). Therefore, the maximum transient vibration value (MTVV) is selected as the ride comfort evaluation index, and its expression is: , MTVV=max[a ω (t0)], Among them, a ω (t0) represents the instantaneous frequency-weighted acceleration amplitude at time t0, Γ represents the continuous average integration time, t represents the integration variable time, and t0 represents the selected instantaneous calculation time.

[0035] S44: Calculate the dynamic index of driving safety and comfort coupling of the road-bridge transition section to be evaluated.

[0036] This embodiment, taking into account the evaluation results of driving safety and comfort in the road-bridge transition section, adopts the driving safety and comfort coupled dynamic index SCC, which includes the driving safety evaluation index (LRI) and the driving comfort evaluation index (MTVV). Its expression is: , Where δ is the vehicle uphill / downhill correction factor, LRIl is the driving risk trigger threshold, MTVV l is the driving discomfort trigger threshold, V l is the preset critical vehicle speed.

[0037] When the vehicle is traveling on the bridge-road transition section, even with the same settlement slope and vehicle speed, the LRI and MTVV values corresponding to the up and down directions are slightly different. It is found from the simulation test that the driving risk in the up direction is greater than that in the down direction. Therefore, the direction coefficient δ is used to correct the influence of the up and down directions on the evaluation. In this embodiment, δ = 1.1 when the vehicle is traveling in the up direction and δ = 0.9 when the vehicle is traveling in the down direction.

[0038] Since the coupled evaluation index SCC needs to comprehensively consider the driving risk trigger and driving discomfort trigger situations, in this embodiment, the LRI value of 0.453 corresponding to the vehicle's four wheels leaving the ground simultaneously is used as the driving risk trigger threshold, and the MTVV value of 1.373 that makes people feel uncomfortable is used as the driving discomfort trigger threshold. And considering that the impact on driving safety and comfort is significantly enhanced when the vehicle is traveling at high speed, a speed risk amplification term is added to the coupled index. Taking the vehicle speed of 80 km / h as the critical vehicle speed, the risk will linearly increase when exceeding the critical vehicle speed. At this time, the expression of the driving safety and comfort coupled dynamic index SCC is: .

[0039] S45: Output the driving safety and comfort coupled evaluation result.

[0040] According to the driving safety-comfort coupled evaluation calculation and grading rules, it can be used to evaluate the driving risk of the bridge-road transition section and take dynamic countermeasures according to the evaluation results. In this embodiment, the driving safety and comfort coupled evaluation results include: When SCC ≤ 1.099, the risk level is general, and annual inspection needs to be carried out; When 1.099 < SCC ≤ 3.353, the risk level is moderate, and warning signs need to be placed and quarterly monitoring needs to be carried out; When 3.353 < SCC ≤ 6.557, the risk level is serious, and speed limit needs to be carried out and preventive maintenance needs to be carried out; When SCC > 6.557, the risk level is critical, and the corresponding road needs to be closed and emergency treatment needs to be carried out.

[0041] Embodiment 3 This embodiment is a simulation experiment example of a differential settlement risk assessment method for bridge-road transition sections in frozen soil areas based on driving safety described in Embodiment 2. Specifically, this embodiment builds a simulation platform for evaluating the driving state of bridge-road transition sections based on Carsim, conducts a full-factor orthogonal driving simulation test, and outputs the vehicle driving data required for safety and comfort evaluation indexes, such as Figure 2As shown, it includes the following steps: S1: Create a vehicle dynamics model in Carsim software.

[0042] A vehicle model was directly selected from the Carsim database for vehicle dynamics simulation. The vehicle driving model was set based on the built-in program of the Carsim simulation software. The speed control parameters were set to one of the following speeds for each simulation condition: 40 km / h, 60 km / h, 80 km / h, 100 km / h, and 120 km / h. The simulation aims to explore the risks of driving without braking, so the braking control was set to "no braking pressure". To ensure flexible gear shifting according to vehicle speed during the simulation, the gear control was set to "All Available Gears".

[0043] S2: Create a road model for the transition section between roads and bridges in the permafrost region using Carsim software.

[0044] This study only considers single-vehicle, one-way travel in the road-bridge transition section during the driving simulation, ignoring traffic flow, following other vehicles, collisions, meeting other vehicles, and overtaking. Therefore, the horizontal plane in the simulation is set as a single-lane straight road, and the longitudinal profile is set with elevations based on the settlement depth and length of different road-bridge transition sections. Since this study does not involve multi-lane or curved sections, the cross-section is simplified and no road camber is included.

[0045] S3: Set at least one set of instantaneous vertical force and at least one set of vertical acceleration data acquisition channels on multiple tires of the vehicle dynamics model, conduct simulation experiments according to different preset driving directions and driving speeds, and output the monitoring data of the vehicle dynamics model in each set of simulation experiments.

[0046] During the test, the driving simulation conditions were first divided into 5 groups according to driving speed (40km / h, 60km / h, 80km / h, 100km / h, 120km / h). Each group of conditions was further subdivided according to different slopes of the bridge transition section slab or settlement section (0.5%, 1%, 1.5%, 2%, 2.5%, 3%, 4%, 5%, 6%, 7%, 8%, 9%, 10%), and the driving simulation test was carried out in both uphill and downhill directions.

[0047] In summary, the total number of orthogonal driving simulation test conditions in this study is 5 × 13 × 2 = 130. The vertical forces of the four tires and the vertical acceleration of the vehicle are used as the output results for each simulation test condition. The vehicle's index values ​​are output with a time step of 0.005s and an output frequency of 200Hz. The simulation driving time for each condition is 10s.

[0048] S4: Analyze the monitoring data, generate driving safety evaluation indicators and driving comfort evaluation indicators, calculate the driving safety and comfort coupling dynamic indicators of the road-bridge transition section to be evaluated, and output the driving safety and comfort coupling evaluation results.

[0049] This embodiment uses Python to write code that converts vehicle dynamic response output results into driving safety and comfort evaluation indicators, and filters and calculates the driving safety and comfort index values ​​for each Carsim simulation condition. (1) Python calculation of driving safety evaluation results The vehicle safety evaluation index "vertical force of 0" cannot be directly output from Carsim. Carsim outputs the numerical set of vertical forces of the four tires of the vehicle at each puncture point under various simulation test conditions. Therefore, it is necessary to write Python code to convert the vehicle tire vertical force dataset file (CSV file) output by Carsim into the ground clearance risk index (LRI), a vehicle safety evaluation index. Taking the driving speed of 100 km / h (uphill) as an example, the results are shown in Table 1: Table 1. Summary of the LRI (Low-Range Risk Index) results (100km / h (uphill) driving condition)

[0050] (2) Python calculates the driving comfort evaluation results The driving comfort evaluation index "MTVV" cannot be directly output from Carsim. Carsim outputs a set of vehicle vertical acceleration values ​​for each point under various simulation test conditions. Therefore, it is necessary to write Python code to convert the vehicle vertical acceleration dataset file (CSV file) output by Carsim into driving comfort evaluation results.

[0051] The Python code program was used to calculate and process all the Carsim simulation test data. Taking the driving speed of 100km / h (uphill) as an example, the results are shown in Table 2: Table 2. Summary of Maximum Transient Vibration Value (MTVV) Results (100km / h (Uphill) Condition)

[0052] (3) Calculate the driving safety and comfort coupling evaluation results using Python. The safety and comfort evaluation results from all Carsim simulation tests were calculated and processed using Python code. Taking the driving speed of 100 km / h (uphill) as an example, the results are shown in Table 3: Table 3. Summary of Driving Safety and Comfort Coupling Assessment Results (100km / h (Uphill) Condition)

[0053] This embodiment deeply integrates the functions of CarSim and Python, creating a brand-new risk assessment algorithm and automated process. (1) This embodiment defines a dynamic coupling model that integrates driving safety and comfort indicators. By simultaneously calculating tire ground clearance risk (safety) and MTVV (comfort), it generates a risk assessment threshold for the driving safety and comfort coupling of the road-bridge transition section, thereby outputting accurate driving safety and comfort coupling assessment results for the road-bridge transition section to be evaluated; (2) This embodiment establishes a closed-loop system that automatically generates risk levels and even engineering decisions from raw data; (3) This embodiment systematically reveals the mapping relationship between different road and driving conditions and risk levels through orthogonal experimental design, forming a risk map that can guide engineering practice. At the same time, the method of this embodiment does not require closing traffic when testing the road-bridge transition section to be evaluated, and has less traffic interference.

[0054] Example 4 like Figure 3 As shown, a driving safety and comfort coupled evaluation device for differential settlement of road-bridge transition sections includes at least one processor, a memory communicatively connected to the at least one processor, and at least one input / output interface communicatively connected to the at least one processor. The memory stores instructions executable by the at least one processor, which, when executed, enables the at least one processor to perform the driving safety and comfort coupled evaluation method for differential settlement of road-bridge transition sections described in the foregoing embodiments. The input / output interface may include a display, keyboard, mouse, and USB interface for inputting and outputting data.

[0055] Furthermore, the driving safety and comfort coupling evaluation device for differential settlement of road-bridge transition sections can be a desktop computer, mobile phone, tablet computer, wearable driving safety and comfort coupling evaluation device for differential settlement of road-bridge transition sections, or any other driving safety and comfort coupling evaluation device for differential settlement of road-bridge transition sections capable of deep information recognition.

[0056] Furthermore, the processor may include one or more processing cores. The processor connects various parts within the road-bridge transition section differential settlement driving safety and comfort coupling evaluation device using various interfaces and lines. It executes various functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in memory, and by calling data stored in memory. Optionally, the processor may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented separately through a communication chip.

[0057] The memory may include random access memory (RAM) or read-only memory (ROM). The memory can be used to store instructions, programs, code, code sets, or instruction sets, such as instructions or code sets used to implement a driving safety and comfort coupling evaluation method for differential settlement of road-bridge transition sections provided in this application embodiment. The memory may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function, instructions for implementing the various method embodiments described above, etc. The data storage area may also store data created during the use of the driving safety and comfort coupling evaluation device for differential settlement of road-bridge transition sections (such as a mapping table of modulation sequence and depth, image data, spectrogram data, etc.).

[0058] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0059] When the integrated units of the present invention are implemented as software functional units and sold or used as independent products, they can also be stored in a computer-readable storage medium. The computer-readable storage medium stores program code, which can be called by a processor to execute the methods described in the above method embodiments. Based on this understanding, the technical solution of the embodiments of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Optionally, the computer-readable storage medium includes a non-transitory computer-readable storage medium. The computer-readable storage medium has storage space for program code that executes any of the method steps described above. This program code can be read from or written to one or more computer program products. The program code can be compressed, for example, in an appropriate form.

[0060] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A coupled evaluation method for driving safety and comfort based on differential settlement of road-bridge transition sections, characterized in that, It includes the following steps: S1: Establish a vehicle dynamics model in Carsim software; S2: Obtain the measured data of the bridge-road transition section to be evaluated, and establish a road model of the bridge-road transition section in permafrost area in Carsim software according to the measured data; the measured data includes the elevation information of the road center line and the geometric information of the road plane structure; S3: Respectively set at least one data acquisition channel for instantaneous vertical force and at least one data acquisition channel for vertical acceleration on multiple tires of the vehicle dynamics model, conduct simulation experiments according to preset different driving directions and driving speeds, and output the monitoring data of the vehicle dynamics model in each group of simulation experiments; S4: Analyze the monitoring data, generate a driving safety evaluation index and a driving comfort evaluation index, calculate the driving safety and comfort coupling dynamic index of the bridge-road transition section to be evaluated, and output the driving safety and comfort coupling evaluation result.

2. The method for coupled evaluation of driving safety and comfort based on differential settlement of road-bridge transition sections according to claim 1, characterized in that, The driving safety evaluation index is the maximum value of the vehicle tire off-ground risk index among all tires; The expression of the vehicle tire off-ground risk index LRI is: ， where, ∑T is the total duration when the instantaneous vertical force of the current tire is 0; N is the number of occurrences when the instantaneous vertical force of the current tire is 0.

3. The method for coupled evaluation of driving safety and comfort based on differential settlement of road-bridge transition sections according to claim 2, characterized in that, The driving comfort evaluation index is the maximum transient vibration value MTVV, and its expression is: ， MTVV=max[a ω (t0)], Among them, a ω (t0) represents the instantaneous frequency-weighted acceleration amplitude at time t0, Γ represents the continuous average integration time, t represents the integration variable time, and t0 represents the selected instantaneous calculation time.

4. The method for coupled evaluation of driving safety and comfort based on differential settlement of road-bridge transition sections according to claim 3, characterized in that, The expression of the driving safety and comfort coupling dynamic index SCC is: ， Where δ is the vehicle uphill / downhill correction factor, LRI l MTVV is the threshold for triggering driving risks. l V is the threshold for triggering driving discomfort. l This is the preset critical speed.

5. The method for coupled evaluation of driving safety and comfort based on differential settlement of road-bridge transition sections according to claim 4, characterized in that, Driving risk trigger threshold LRI l =0.453, MTVV (Moving Discomfort Trigger Threshold) l =1.373, critical speed V l =80.

6. The method for coupled evaluation of driving safety and comfort based on differential settlement of road-bridge transition sections according to claim 5, characterized in that, The driving safety and comfort coupling evaluation result includes: When SCC ≤ 1.099, the risk level is general, and annual inspection needs to be carried out; When 1.099 < SCC ≤ 3.353, the risk level is medium, and warning signs need to be placed and quarterly monitoring needs to be carried out; When 3.353 < SCC ≤ 6.557, the risk level is serious, speed limit needs to be carried out, and preventive maintenance needs to be carried out; When SCC > 6.557, the risk level is critical, the corresponding road needs to be closed, and emergency treatment needs to be carried out.

7. The method for coupled evaluation of driving safety and comfort based on differential settlement of road-bridge transition sections according to claim 1, characterized in that, In S4, the python software is used to analyze the monitoring data; the python software includes the following processing procedures: S41: Obtain the instantaneous vertical force data and vertical acceleration data of the vehicle dynamics model in each group of simulation experiments; S42: Calculate the vehicle tire off-ground risk index and the maximum transient vibration value among all tires; S43: Generate a driving safety evaluation index and a driving comfort evaluation index; S44: Calculate the driving safety and comfort coupling dynamic index of the bridge-road transition section to be evaluated; S45: Output the driving safety and comfort coupling evaluation result.

8. The method for coupled evaluation of driving safety and comfort based on differential settlement of road-bridge transition sections according to claim 1, characterized in that, The measured data is collected for the bridge-road transition section to be evaluated through one or more of a Daplus total station, synthetic aperture radar interferometry, and vehicle-mounted lidar.

9. The method for coupled evaluation of driving safety and comfort based on differential settlement of road-bridge transition sections according to claim 1, characterized in that, In S3, the different driving directions include the upward direction and the downward direction; the driving speeds include 40 km / h, 60 km / h, 80 km / h, 100 km / h, and 120 km / h.

10. A coupled evaluation device for driving safety and comfort of differential settlement in road-bridge transition sections, characterized in that, It includes at least one processor and a memory communicatively connected to the at least one processor; the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform a driving safety and comfort coupled evaluation method for differential settlement of road and bridge transition sections according to any one of claims 1 to 9.

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