An adaptive settlement monitoring system for highway subgrade and bridge connection section

Abstract

This invention relates to the field of road and bridge engineering monitoring technology, and discloses an adaptive settlement monitoring system for the connection section between highway subgrade and bridge, including a multi-dimensional acquisition module, a road and bridge defect analysis module, a scene analysis module, a road and bridge feedback assessment module, and an adaptive control module. The system acquires engineering management data, settlement monitoring data, and traffic operation management data of the connection section through the multi-dimensional acquisition module. The road and bridge defect analysis module analyzes soil creep, transient settlement, stiffness deterioration, and the impact of vehicle dynamic loads to generate a defect index, resulting in high accuracy in defect assessment. The scene analysis module constructs a three-dimensional spatial field and intelligently deploys measuring points. The road and bridge feedback assessment module integrates three major coefficients—resonance sensitivity, deformation deviation, and temperature expansion and contraction—to calculate a trend index, predicting settlement deterioration trends and the risk of bridge approach slab settlement in advance. The adaptive control module automatically determines the defect level and risk level and matches graded treatment strategies, resulting in excellent intelligent control and maintenance effects.

Description

Technical Field

[0001] This invention relates to the field of road and bridge engineering monitoring technology, specifically an adaptive settlement monitoring system for the connection section between highway subgrade and bridge. Background Technology

[0002] The section connecting the roadbed and bridge is a crucial transitional area, typically extending 20–50 meters behind the abutment. Bridges are rigid structures with deep pile foundations and minimal settlement, while roadbeds are flexible fill with high compressibility and significant settlement. This significant difference in stiffness and settlement characteristics makes them highly susceptible to uneven settlement, leading to problems such as bridge approach slab settlement and pavement cracking, severely impacting driving safety and ride comfort. Manual precision leveling typically uses S3-class or higher level instruments and Invar tapes to set up settlement piles and observation points along the transition section (5–10 meters behind the abutment), periodically measuring elevation differences with an accuracy of ±0.1 mm. Automated monitoring utilizes multi-point synchronous continuous monitoring with a hydrostatic level, settlement measurements of different soil layers using a layered settlement gauge, and long-distance, high-precision sensing with fiber optic grating sensors to achieve automatic data acquisition, transmission, and early warning. For areas with good visibility, GNSS or total stations can be used to achieve real-time three-dimensional deformation monitoring, taking into account both settlement and horizontal displacement. Auxiliary monitoring methods can be combined with inclinometers and strain gauges to monitor lateral displacement and structural stress, further refining deformation analysis. The challenges of settlement monitoring lie in the difficulty of accurately capturing settlement gradients, numerous environmental interferences, such as construction vibrations, vehicle loads, rainwater infiltration, and temperature changes affecting data stability. Dead angles and narrow spaces behind abutments make the placement and observation of measuring points difficult. Furthermore, settlement is influenced by the coupling of multiple factors including geology, load, and construction, exhibiting strong nonlinear and time-varying characteristics.

[0003] Currently, traditional adaptive settlement monitoring systems for highway subgrade and bridge connection sections mostly rely on manual assessment of existing defects, focusing only on long-term static cumulative differential settlement of road and bridge structures, completely ignoring transient differential settlement under vehicle dynamic loads and coupling deformation of approach slabs at the corners. In addition, traditional systems cannot distinguish between permanent settlement caused by soil creep and elastic instantaneous deformation caused by dynamic loads. The single-point measurement point layout strategy is difficult to truly reflect the overall coupled deformation law, and it is even more impossible to predict the trend of settlement deterioration and the risk of bridge approach slab settlement in advance, making it difficult to provide a scientific and reliable basis for preventive maintenance. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides an adaptive settlement monitoring system for the connection section between highway subgrade and bridge. It has the advantages of high accuracy in disease assessment and excellent intelligent management and maintenance effects. It solves the problem that traditional adaptive settlement monitoring systems for the connection section between highway subgrade and bridge ignore coupling deformation and cannot predict the trend of settlement deterioration and the risk of bridge approach slab settlement in advance.

[0005] To achieve the above objectives, the present invention provides the following technical solution: an adaptive settlement monitoring system for the connection section between highway subgrade and bridge, comprising a multi-dimensional acquisition module, a road and bridge defect analysis module, a scene analysis module, a road and bridge feedback evaluation module, and an adaptive control module; The multi-dimensional acquisition module acquires engineering management data, settlement monitoring data, and traffic operation management data of all highway subgrade and bridge connection sections by connecting to databases, big data platforms, and sensing and monitoring devices, and classifies them into engineering datasets, monitoring datasets, and operation datasets. The road and bridge defect analysis module assesses the severity of existing defects at the junctions between the roadbed and bridges of different highway grades based on engineering datasets, monitoring datasets, and operational datasets, and generates corresponding defect indices. ; The scene analysis module constructs a three-dimensional spatial field for each connecting segment based on the engineering dataset, monitoring dataset, and operational dataset. ; The road and bridge feedback evaluation module is set with a fixed monitoring period. Then, combined with engineering datasets, monitoring datasets, and three-dimensional spatial fields Analyze the settlement and deformation trends of each connection segment and generate corresponding trend indices. ; The adaptive control module is set with a fixed range of disease threshold intervals. and trend threshold range Combined with disease index Three-dimensional spatial field and trend index Establish a three-dimensional spatial field The update mechanism determines the existing defects and settlement deformation risk levels of the roadbed and bridge connection sections, and outputs the corresponding determination results and response measures.

[0006] Preferably, the engineering dataset includes the total settlement from the completion of the roadbed of each connecting section to the current time, the starting line of the bridge abutment end of the bridge approach slab, the ending line of the roadbed end slab, the natural resonance frequency, and the allowable deviation bandwidth of the design resonance frequency. The highway grades include expressways, Class I highways, Class II highways, interchange ramps, Class III highways, and Class IV highways.

[0007] Preferably, the monitoring dataset includes the differential settlement between each connecting section of the road and bridge structure, the longitudinal slope settlement change rate of the approach slab, the vertical settlement difference between the two ends of the approach slab, the approach slab rotation angle, the measured compaction degree of the backfill soil behind the abutment, the measured California bearing ratio of the subgrade soil, the measured deflection value of the top surface of the subgrade, the ratio of the elastic modulus of the subgrade to that of the bridge abutment structure, the measured coverage area, the measured longitudinal slope, the historical peak vertical vibration displacement, the historical vibration frequency, the measured peak frequency, and the average surface temperature.

[0008] Preferably, the operational dataset includes the formal opening and operation duration of each connecting section, the average annual settlement rate during the operation period, the average daily traffic volume per year, the average vehicle load of the section, and the actual average operating speed of the vehicles.

[0009] Preferably, the disease index The calculation process is as follows: S11. Extract the connection segment based on the engineering dataset, monitoring dataset, and operation dataset. Engineering management data, settlement monitoring data, and traffic operation management data; S12, Calculate the connection section Soil creep settlement coefficient ; S13, Calculate the connection section transient settlement coefficient ; S14, Calculate the connection section Stiffness degradation coefficient ; S15, Calculate the connection section Vehicle dynamic load amplification factor ; S16. Based on S11-S15, calculate the connection segment using a weighted method. Disease index .

[0010] Preferably, the three-dimensional spatial field The build process is as follows: S21. Extract the connection segment based on the engineering dataset, monitoring dataset, and operation dataset. Engineering management data, settlement monitoring data, and traffic operation management data; S22. Establish connection sections through GIS The corresponding spatial rectangular coordinate system, where the longitudinal direction of travel along the section connecting the roadbed and the bridge is: The axis extends towards the roadbed. In the positive direction of the axis, the origin of the coordinate system is set with the starting line of the bridge approach slab and abutment end. , with connecting sections The end line of the roadbed end slab is Axis range end point Laterally along the bridge road The axis, the leftmost curb is The center line of the first road from left to right is The center line of the second road from the left is From left to right The center line of the driving lane is , Indicates the connecting section The total number of roads, with the rightmost curb being... Upwards vertically Positive direction of the axis; S23, Based on the connecting section A spatial rectangular coordinate system is used to define a benchmark monitoring grid. The grid cells are rectangles of equal size, and initial measurement points are set at the center point of each grid. S24. The connecting segment after completing step S23 The spatial rectangular coordinate system is the initial three-dimensional spatial field. and the initial three-dimensional spatial field Accuracy verification is carried out, and measurement point optimization and correction are completed simultaneously. The process is as follows: (1) The accuracy verification compliance judgment rules are as follows: The historical peak vertical vibration displacement of all single-grid measuring points was <0.8 mm; There are no historical cracks, historical voids, or historical pits in any of the individual grids; Initial three-dimensional spatial field If all of the above rules are met, the accuracy verification of the measurement point layout is deemed satisfactory, and no additional measurement point encryption is required. If the initial three-dimensional spatial field If all the above rules are not met, the accuracy verification of the measurement point layout is deemed unsatisfactory, and additional measurement points need to be added. (2) The additional encryption rules for the test points are as follows: If the historical vibration frequency of any single grid measuring point is ≥20Hz, it is determined to be a valid measuring point. If the standard is not met, four additional measuring points should be added within the corresponding grid, and placed at the four corner points of the corresponding grid. If a historical crack exists within any single grid cell, it is determined by the number of measurement points. If the standard is not met, three additional measuring points should be added at the corresponding historical cracks in the grid, respectively located at the two furthest endpoints of the historical cracks and the center point of the cracks. If any single grid contains historical voids, it is determined by the number of measurement points. If the standard is not met, an additional measuring point should be added within the historical hollow area of ​​the corresponding grid, and placed at the highest point within the historical hollow area; If any single grid contains historical pits, it is determined as part of the number of measurement points. If the standard is not met, an additional measuring point should be added within the corresponding grid's historical pit range, located at the lowest point within the historical pit range; When the additional measuring points coincide with the original grid center point measuring points, they are not marked again; only the original measuring points are retained. (3) Determine the final number of measuring points and three-dimensional space field The final number of measurement points The expression is as follows: In the formula, Indicates the connecting section If the internal factor verification fails to meet the standard, an additional number of measuring points are added. If the accuracy verification meets the standard, the initial number of measuring points will be adjusted accordingly. That is, the final number of measurement points Initial three-dimensional spatial field That is, the final three-dimensional spatial field If the accuracy verification fails to meet the standard, calculate the final number of measuring points according to the formula. The initial three-dimensional spatial field after additional densification of measurement points That is, the final three-dimensional spatial field .

[0011] Preferably, the trend index The calculation process is as follows: S31. Based on the engineering dataset, monitoring dataset, and three-dimensional spatial field Extract monitoring cycle Internal, connecting section Engineering management data and settlement monitoring data; S32. Calculate the monitoring cycle Internal, connecting section resonance sensitivity coefficient ; S33, Calculate the monitoring cycle Internal, connecting section Deformation deviation coefficient ; S34. Calculate the monitoring cycle Internal, connecting section Coefficient of thermal expansion ; S35. Based on S31-S34, calculate the monitoring cycle using a weighted method. Internal, connecting section Trend Index .

[0012] Preferably, the disease severity assessment process is as follows: The upper limit of the disease threshold range is denoted as... The lower limit of the disease threshold range is denoted as ; If the connecting section Disease index < , indicating the connecting section The damage is mild, classified as Level 1. Response measures include implementing a monthly maintenance inspection system, conducting monthly manual inspections of the International Roughness Index (IRI) of the road surface at the connecting sections, and quarterly leveling measurements of the settlement difference between the two ends of the bridge abutment slabs. The location and size of road surface cracks and potholes will be recorded simultaneously. Transverse cracks ≤3mm in width will be sealed with hot-filled sealant. Loose areas of the shoulder fill at the connecting sections will be compacted in layers using a small vibratory compactor, with a compaction degree of not less than 93%. The drainage holes of the bridge abutment slabs will be cleaned regularly, and the slope drainage system will be cleared to prevent rainwater infiltration into the roadbed and aggravating settlement. ≤Connecting Section Disease index ≤ , indicating the connecting section The damage level is moderate, classified as Level 2. Response measures include increasing maintenance patrols to once every two weeks, conducting monthly pavement deflection tests and precise leveling measurements of settlement differences at both ends of bridge approach slabs, and quarterly testing of subgrade soil moisture content and compaction. For sections with settlement differences of 5-15mm, milling and laying ultra-thin wearing layers will be used for leveling. For sections with excessive deflection values, cement grouting will be used to reinforce the subgrade. Cracks 3-10mm wide will be treated with a combination of grooving and sealing tape. Preventative maintenance with synchronous chip seal will be implemented on the entire pavement of connecting sections. Rust prevention and void removal checks will be conducted on approach slab supports. Bridge approach warning signs and speed bump markings will be improved to prevent further damage. If the connecting section... Disease index > , indicating the connecting section The disease is severe, classified as level 3, and response measures include treatment of the connecting sections. The affected highway section implemented half-width traffic closure and a speed limit of 40 km / h. Continuous warning signs, crash barriers, and nighttime warning lights were installed. Dedicated personnel were assigned for 24-hour patrols. Road survey, subgrade, pavement, and bridge engineering technicians were organized to complete geological radar subgrade void detection, deep settlement marker monitoring, and full-index testing of pavement structural strength and smoothness. For sections with settlement differences >15mm, bridge approach slabs were lifted, repositioned, or replaced. High-pressure jet grouting piles were used to reinforce subgrade sections with deep settlement. Structurally damaged sections were milled and repaved with asphalt concrete, and the subgrade drainage system was upgraded simultaneously. After treatment, the connecting sections... Disease index < Once the test is deemed passed, normal traffic can resume.

[0013] Preferably, the connecting segment When any of the following events occur: geological disaster, bridge construction, groundwater level change ≥0.5m, or road control ≥3 times / month, the three-dimensional spatial field will be immediately updated and reconstructed. It replaces the original three-dimensional spatial field.

[0014] Preferably, the risk level assessment process is as follows: Let the upper limit of the trend threshold range be denoted as The lower limit of the trend threshold interval is denoted as ; If the connecting section Trend Index < , indicating the connecting section The deformation trend is stable, the risk of bridge approach slab settlement is low, and the risk level is Level 1. Response measures include conducting three-dimensional spatial field tests quarterly. Full measurement point verification, with resonance frequency and temperature expansion / contraction effect checks completed every six months. <Connecting Section> Trend Index < , indicating the connecting section The deformation trend is developing slowly, the risk of bridge approach slab settlement is moderate, and the risk level is 2. Response measures include conducting monthly three-dimensional spatial field tests. Full measurement point verification, marking abnormal areas of temperature cycle deformation and vibration response, and completing on-site verification, if the connection section Trend Index > , indicating the connecting section The deformation trend is accelerating and deteriorating, the risk of bridge approach slab settlement is high, the risk level is 3, and the response measures include immediately activating the three-dimensional space field. Real-time monitoring of the entire area was conducted, and technical personnel were organized to analyze the impact range of resonance coupling and temperature-accelerated deformation on-site. Preventative measures were simultaneously implemented, including sealing of rigid-flexible interface joints, replacement of buffer materials at the ends of slabs, and dredging of the roadbed drainage system. After the treatment was completed... < As a standard for determining qualification, continuous monitoring is conducted until the deformation trend stabilizes.

[0015] Compared with the prior art, the present invention provides an adaptive settlement monitoring system for the connection section between highway subgrade and bridge, which has the following advantages: 1. This invention connects a database, a big data platform, and sensing devices through a multi-dimensional acquisition module to efficiently acquire engineering management data, settlement monitoring data, and traffic operation management data for all highway subgrade and bridge connection sections. These data are then categorized into engineering datasets, monitoring datasets, and operation datasets, providing stable and reliable data support for subsequent analysis. The road and bridge distress analysis module, based on a hierarchical weighted algorithm, accurately calculates the impact of soil creep, transient settlement, stiffness degradation, and vehicle dynamic loads, generating a quantitative distress index. It enables an objective assessment of the severity of defects at the junctions of highways of different grades, with high accuracy in defect assessment.

[0016] 2. This invention constructs a three-dimensional spatial field through a scene analysis module. By intelligently deploying monitoring points based on parameters such as traffic volume, coverage area, and slope, and dynamically densifying them according to conditions such as vibration, cracks, and hollowness, a high-precision, adaptive spatial monitoring grid is formed, achieving comprehensive deformation sensing across the entire connection section without blind spots. The road-bridge feedback assessment module operates on a fixed monitoring cycle. Based on this, the trend index is calculated by integrating three major coefficients: resonance sensitivity, deformation deviation, and temperature expansion and contraction. It can predict the trend of settlement deterioration and the risk of bridge approach slab settlement in advance, providing a scientific basis for preventive maintenance. The adaptive control module is set with a fixed range of disease threshold intervals. and trend threshold range It automatically determines the level of damage and risk and matches graded treatment strategies. It also supports real-time updates of the three-dimensional spatial field under special working conditions, realizing a closed-loop operation of monitoring, assessment, control and feedback. It is applicable to settlement monitoring and damage control of road and bridge connection sections of all levels, and has excellent intelligent control and maintenance effects. Attached Figure Description

[0017] Figure 1 This is a system flowchart of the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Example Please see Figure 1 Table 1 shows the experimental data of the disease index, Table 2 shows the experimental data of the three-dimensional spatial field, and Table 3 shows the experimental data of the trend index. This invention provides an adaptive settlement monitoring system for the connection section between the roadbed and the bridge, including a multi-dimensional acquisition module, a road and bridge disease analysis module, a scene analysis module, a road and bridge mutual feedback evaluation module, and an adaptive control module. The multi-dimensional acquisition module connects to databases, big data platforms, and sensor monitoring devices to acquire engineering management data, settlement monitoring data, and traffic operation management data for all highway subgrade and bridge connection sections, and classifies them into engineering datasets, monitoring datasets, and operation datasets. The engineering dataset includes the total settlement from the completion of the roadbed of each connecting section to the current time, the starting line of the bridge approach slab and abutment, the ending line of the roadbed approach slab, the natural resonance frequency, and the allowable deviation bandwidth of the design resonance frequency. The highway grades include expressways, Class I highways, Class II highways, interchange ramps, Class III highways, and Class IV highways. The monitoring dataset includes differential settlement between road and bridge structures at each connection section, settlement change rate of the approach slab longitudinal slope, vertical settlement difference between the two ends of the approach slab, approach slab rotation angle, measured compaction degree of backfill soil behind the abutment, measured California bearing ratio of subgrade soil, measured deflection value of the top surface of the subgrade, elastic modulus ratio of subgrade to bridge abutment structure, measured coverage area, measured longitudinal slope, historical peak vertical vibration displacement, historical vibration frequency, measured peak frequency, and average surface temperature. The operational dataset includes the official opening and operation duration of each connecting section, the average annual settlement rate during the operation period, the average daily traffic volume per year, the average vehicle load of the section, and the actual average operating speed of the vehicles. The road and bridge defect analysis module assesses the severity of existing defects at the junctions between the roadbed and bridges of different highway grades based on engineering datasets, monitoring datasets, and operational datasets, and generates corresponding defect indices. ; Disease Index The calculation process is as follows: S11. Extract the connection segment based on the engineering dataset, monitoring dataset, and operation dataset. Engineering management data, settlement monitoring data, and traffic operation management data; S12, Calculate the connection section Soil creep settlement coefficient This is used to characterize the degree of permanent settlement damage caused by long-term soil creep, and its expression is as follows: In the formula, This indicates the highway grade corresponding to the connecting section. The corresponding highway grades are: high-speed highway, first-class highway, second-class highway, interchange ramp, third-class highway, and fourth-class highway. This represents the total settlement from the completion of the roadbed to the present moment. Indicates the connecting section Corresponding highway grade The baseline value for the total settlement from the completion of the roadbed to the present moment. This represents the dimensionless total settlement from the completion of the roadbed to the present moment. In the formula, Indicates the duration of official operation. This indicates the average annual settlement rate during the operational period. Indicates the connecting section Corresponding highway grade The baseline value of cumulative settlement during the period of operation. This represents the dimensionless value of the cumulative settlement from the time the road officially opened to traffic until the current moment. In the formula, Represents the weight, and satisfies ; S13, Calculate the connection section transient settlement coefficient This is used to characterize the transient settlement hazard degree of road and bridge differential settlement coupled with approach slab rotation angle deformation under enhanced dynamic load, and its expression is as follows: In the formula, This indicates the differential settlement between road and bridge structures. Indicates the connecting section Corresponding highway grade The benchmark value for differential settlement between road and bridge structures. A dimensionless value representing the differential settlement between road and bridge structures; In the formula, This represents the rate of change in longitudinal slope settlement of the approach slab. Indicates the connecting section Corresponding highway grade The baseline value of the longitudinal slope settlement change rate of the approach slab. The dimensionless value representing the rate of change of longitudinal slope settlement of the approach slab; In the formula, This represents the difference in vertical settlement between the two ends of the approach slab. Indicates the connecting section Corresponding highway grade The benchmark value for the vertical settlement difference at both ends of the approach slab. A dimensionless value representing the difference in vertical settlement between the two ends of the approach slab; In the formula, Indicates the corner value of the approach slab. Indicates the connecting section Corresponding highway grade The reference value for the corner of the approach slab, A dimensionless value representing the angle of the approach slab; S14, Calculate the connection section Stiffness degradation coefficient Its expression is as follows: In the formula, This indicates the measured compaction degree of the backfill soil behind the abutment. Indicates the connecting section Corresponding highway grade The benchmark value for the compaction degree of the backfill soil behind the abutment. The dimensionless value representing the compaction degree of the backfill soil behind the abutment, if Retain the valid values ​​according to the formula. It can be directly assigned the value 0; In the formula, This indicates the measured California bearing capacity ratio of the subgrade soil. Indicates the connecting section Corresponding highway grade California bearing capacity ratio benchmark for subgrade soil. This represents the dimensionless value of the California bearing ratio of the subgrade soil. Retain the valid values ​​according to the formula. It can be directly assigned the value 0; In the formula, This represents the measured deflection value of the top surface of the roadbed. Indicates the connecting section Corresponding highway grade The benchmark value of deflection on the top surface of the roadbed, This represents the ratio of the elastic modulus of the roadbed to that of the bridge abutment structure. Indicates the connecting section Corresponding highway grade The ratio of the elastic modulus of the roadbed and bridge abutment structures to the benchmark value. This represents a dimensionless value indicating the stiffness matching of road and bridge structures. Retain the valid values ​​according to the formula. It can be directly assigned the value 0; In the formula, Represents the weight, and satisfies ; S15, Calculate the connection section Vehicle dynamic load amplification factor Its expression is as follows: In the formula, This represents the average daily traffic volume per year. Indicates the connecting section Corresponding highway grade The annual average daily traffic volume benchmark value, This indicates the average load of vehicles on the road section. Indicates the connecting section Corresponding highway grade The design vehicle's average load benchmark value. This indicates the actual average operating speed of the vehicles. Indicates the connecting section Corresponding highway grade The design speed reference value, This represents the rate increment correction factor, with a value ranging from 1 to 1.2. This represents the lower limit constraint of the vehicle dynamic load amplification factor; S16. Based on S11-S15, calculate the connection segment using a weighted method. Disease index Its expression is as follows: If the connecting section The corresponding highway classification is expressway or Class I highway. , In the formula, Represents the weight, and satisfies , , , , Indicates the connecting section of expressway or first-class highway. The disease index; If the connecting section The corresponding highway classification is Class II highway or interchange ramp. , In the formula, Represents the weight, and satisfies , , , , Indicates the connecting section of a secondary highway or interchange ramp. The disease index; If the connecting section The corresponding highway classification is Class III or Class IV. , In the formula, Represents the weight, and satisfies , , , , Indicates a connecting section between a Class III or Class IV highway. The disease index; Specifically, the higher the highway grade, the stricter the requirements for ride comfort, and the higher the coupled deformation transient settlement coefficient. The higher the corresponding weight, ; The following are the experimental data of disease index, as shown in Table 1: Table 1: Experimental Data of Disease Index In Table 1, the experimental data of disease index were selected as the experimental target for the secondary highway connecting section A. The weights are set as follows: , , , , , , , , ; The adaptive control module is set with a fixed range of disease threshold intervals. It is used to quickly determine the existing defects level and defect threshold range of the connection section between the roadbed and bridge. The calibration method is as follows: The highway engineering operation monitoring database was used to screen samples of connection sections at different stages of disease development, covering various conditions such as mild disease (Level 1), moderate disease (Level 2), and severe disease (Level 3). Core calculation data of disease in the sample connection sections were extracted (such as soil creep settlement coefficient, transient settlement coefficient, stiffness deterioration coefficient, vehicle dynamic load amplification coefficient, and disease index). The project maintenance records and follow-up monitoring results of disease treatment (such as changes in disease index, settlement control effect, and recovery of ride comfort) were used to set different candidate threshold ranges. In each calibration experiment, the disease level of the sample connection section was classified according to the candidate threshold range. The matching degree between the classification results and the actual disease investigation conclusions was recorded. Then, combined with the dynamic monitoring data of road section operation, the disease index of the sample connection section under different maintenance intervention intensities was simulated. The changing trend was analyzed, and the upper and lower limits of the candidate threshold intervals were adjusted. Multiple verification experiments were conducted to record the impact of threshold interval settings on disease level assessment and subsequent maintenance and treatment. For each candidate threshold interval, the collected sample monitoring data and dynamic simulation results were used as inputs. The number of times low-disease-level transition segments were misjudged as high-disease-level transition segments due to improper interval range settings (counted as over-assessment), the number of times high-disease-level transition segments were misjudged as low-disease-level transition segments (counted as under-assessment), and the degree of consistency between the disease level classification results and the effectiveness of subsequent maintenance and treatment (such as maintenance costs, treatment efficiency, traffic safety, disease recurrence rate, etc.) were calculated. Finally, the interval range that minimizes both over-assessment and under-assessment rates and has the highest consistency with the effectiveness of subsequent maintenance and treatment was selected as the disease threshold interval. The preferred range; In Table 1, the disease index experimental data shows the disease threshold range. The preferred range is set to 0.3 to 0.7. Based on the assessment, the defect index of section A of the secondary highway connection is... > , indicating the connecting section The road is severely damaged, classified as Level 3. Response measures include implementing half-width traffic closure and a speed limit of 40 km / h on the section of highway to which connecting section A belongs; installing continuous warning signs, crash barriers, and nighttime warning lights; assigning dedicated personnel for 24-hour patrols; organizing road survey, subgrade and pavement, and bridge engineering technicians to complete geological radar subgrade void detection, deep settlement marker monitoring, and full-index testing of pavement structural strength and smoothness; implementing bridge approach jacking and repositioning or replacement for sections with settlement differences >15mm; reinforcing deep subgrade subgrade sections with high-pressure jet grouting pile composite foundations; milling and repaving asphalt concrete surfaces on structurally damaged pavement sections; and simultaneously upgrading the subgrade drainage system. After treatment, the damage index of connecting section A will be [not specified]. < Once the test is deemed passed, normal traffic can resume. The scene analysis module constructs a three-dimensional spatial field for each connecting segment based on the engineering dataset, monitoring dataset, and operational dataset. ; Three-dimensional space field The build process is as follows: S21. Extract the connection segment based on the engineering dataset, monitoring dataset, and operation dataset. Engineering management data, settlement monitoring data, and traffic operation management data; S22. Establish connection sections through GIS The corresponding spatial rectangular coordinate system, where the longitudinal direction of travel along the section connecting the roadbed and the bridge is: The axis extends towards the roadbed. In the positive direction of the axis, the origin of the coordinate system is set with the starting line of the bridge approach slab and abutment end. , with connecting sections The end line of the roadbed end slab is Axis range end point Laterally along the bridge road The axis, the leftmost curb is The center line of the first road from left to right is The center line of the second road from the left is From left to right The center line of the driving lane is , Indicates the connecting section The total number of roads, with the rightmost curb being... Upwards vertically Positive direction of the axis; Specifically, the coordinate system coverage includes the connecting segments. The entire road, encompassing all areas including motor vehicle lanes, non-motor vehicle lanes, sidewalks, and emergency lanes; S23, Based on the connecting section A spatial rectangular coordinate system is used to define a benchmark monitoring grid. The grid cells are rectangles of equal size. Initial measuring points are set at the center point of each grid, with the number of horizontal columns... Number of vertical rows and the number of initial measurement points The expression is as follows: In the formula, This indicates the horizontal layout conversion coefficient. This represents the average daily traffic volume per year. Indicates the connecting section Corresponding highway grade The annual average daily traffic volume benchmark; In the formula, This indicates the default value for the number of vertical rows. , All are conversion factors for longitudinal layout. Indicates the connecting section Actual coverage area Indicates the connecting section Corresponding highway grade The coverage area benchmark value, Indicates the connecting section Actual longitudinal slope Indicates the connecting section Corresponding highway grade The longitudinal slope reference value; S24. The connecting segment after completing step S23 The spatial rectangular coordinate system is the initial three-dimensional spatial field. and the initial three-dimensional spatial field Accuracy verification is carried out, and measurement point optimization and correction are completed simultaneously. The process is as follows: (1) The accuracy verification compliance judgment rules are as follows: The historical peak vertical vibration displacement of all single-grid measuring points is <0.8mm. Based on the general engineering experience of vibration monitoring of bridge approach slabs, 0.8mm is preferred. There are no historical cracks, historical voids, or historical pits in any of the individual grids; Initial three-dimensional spatial field If all of the above rules are met, the accuracy verification of the measurement point layout is deemed satisfactory, and no additional measurement point encryption is required. If the initial three-dimensional spatial field If all the above rules are not met, the accuracy verification of the measurement point layout is deemed unsatisfactory, and additional measurement points need to be added. (2) The additional encryption rules for the test points are as follows: If the historical vibration frequency of any single grid measuring point is ≥20Hz, the abnormal impact caused by bridge approach slab settlement and the dominant frequency of structural resonance will jump to above 20Hz, which is determined to be the number of measuring points. If the standard is not met, four additional measuring points should be added within the corresponding grid, and placed at the four corner points of the corresponding grid. If a historical crack exists within any single grid cell, it is determined by the number of measurement points. If the standard is not met, three additional measuring points should be added at the corresponding historical cracks in the grid, respectively located at the two furthest endpoints of the historical cracks and the center point of the cracks. If any single grid contains historical voids, it is determined by the number of measurement points. If the standard is not met, an additional measuring point should be added within the historical hollow area of ​​the corresponding grid, and placed at the highest point within the historical hollow area; If any single grid contains historical pits, it is determined as part of the number of measurement points. If the standard is not met, an additional measuring point should be added within the corresponding grid's historical pit range, located at the lowest point within the historical pit range; When the additional measuring points coincide with the original grid center point measuring points, they are not marked again; only the original measuring points are retained. (3) Determine the final number of measuring points and three-dimensional space field The final number of measurement points The expression is as follows: In the formula, Indicates the connecting section If the internal factor verification fails to meet the standard, an additional number of measuring points are added. If the accuracy verification meets the standard, the initial number of measuring points will be adjusted accordingly. That is, the final number of measurement points Initial three-dimensional spatial field That is, the final three-dimensional spatial field If the accuracy verification fails to meet the standard, calculate the final number of measuring points according to the formula. The initial three-dimensional spatial field after additional densification of measurement points That is, the final three-dimensional spatial field ; The following are the experimental data for the three-dimensional spatial field, as shown in Table 2: Table 2. Experimental data of three-dimensional spatial field In Table 2, the experimental data of the three-dimensional spatial field are used to select the secondary highway connecting section A as the experimental target. The secondary highway is a two-lane road in both directions. In a spatial rectangular coordinate system, the origin , Axis range end point The leftmost curb The center line of the first road from left to right The center line of the second road from left to right The rightmost curb The design elevation of the top surface of the slab is taken as Reference plane; Initial three-dimensional spatial field The accuracy verification of the measurement point layout failed to meet the standard for the following reasons: Given that the historical vibration frequency of the measuring point in the 2nd column and 3rd row is 25Hz > 20Hz, four additional measuring points should be added to the grid in the 2nd column and 3rd row, respectively located at the four corner points of the grid in the 2nd column and 3rd row. There is a historical transverse crack in the measuring point grid in the 3rd column and 2nd row, three additional measuring points should be added to the historical crack in the grid in the 3rd column and 2nd row, respectively located at the two farthest endpoints and the center point of the historical crack. There is a historical hollow area in the measuring point grid in the 1st column and 4th row, one additional measuring point should be added within the historical hollow area of ​​the grid in the 1st column and 4th row, located at the highest point within the historical hollow area. There is a historical pit in the measuring point grid in the 4th column and 5th row, one additional measuring point should be added within the historical pit area of ​​the grid in the 4th column and 5th row, located at the lowest point within the historical pit area. The additional measuring points do not overlap with the original grid center point measuring points, and there are no duplicate markings; The road and bridge feedback evaluation module is set with a fixed monitoring cycle. Then, combined with engineering datasets, monitoring datasets, and three-dimensional spatial fields Analyze the settlement and deformation trends of each connection segment and generate corresponding trend indices. ; Trend Index The calculation process is as follows: S31. Based on the engineering dataset, monitoring dataset, and three-dimensional spatial field Extract monitoring cycle Internal, connecting section Engineering management data and settlement monitoring data; S32. Calculate the monitoring cycle Internal, connecting section resonance sensitivity coefficient Its expression is as follows: In the formula, This represents the measured peak frequency. Indicates the natural resonant frequency. This indicates the allowable deviation bandwidth of the design resonant frequency. Calculate the resonance sensitivity coefficient according to the formula. ,like It can be directly assigned the value 0; Specifically, resonance sensitivity coefficient This coefficient is used to quantify the risk of vehicle traffic load coupled with the structural coupling resonance of the connecting section. The closer the value of this coefficient is to 1, the higher the degree of match between the measured vibration frequency and the natural resonance frequency of the structure, and the higher the risk of resonance-type bridge approach slab settlement caused by this. S33, Calculate the monitoring cycle Internal, connecting section Deformation deviation coefficient Its expression is as follows: In the formula, Representing a three-dimensional spatial field measuring points Vertical settlement coordinates , Representing a three-dimensional spatial field measuring points Vertical settlement coordinates Indicates the measuring point and measuring points The straight-line distance This represents the average relative deformation. This represents the maximum allowable design limit for the average relative deformation. S34. Calculate the monitoring cycle Internal, connecting section Coefficient of thermal expansion Its expression is as follows: In the formula, Indicates the connecting section The average surface temperature, Indicates the connecting section Design reference temperature; S35. Based on S31-S34, calculate the monitoring cycle using a weighted method. Internal, connecting section Trend Index Its expression is as follows: In the formula, Represents the weight, and satisfies ; Specifically, trend index This index is used to quantify and predict the development trend of bridge approach slab settlement, providing data support for subsequent accurate risk level classification and pre-emptive matching of treatment measures. The closer the index value is to 1, the more significant the deterioration trend of settlement and deformation of the connection section, the higher the risk of structural resonance, and the greater the probability of future bridge approach slab settlement and settlement exceeding limits. The following is the experimental data for the trend index, as shown in Table 3: Table 3. Experimental Data of Trend Index In Table 3, the experimental data of the trend index were selected as the experimental target for the secondary highway connection section A. Weights set to , , ; The adaptive control module is set with a fixed range of trend thresholds. Used to quickly determine the settlement and deformation risk level of the connection section between highway subgrade and bridge, and the trend threshold range. The calibration method is as follows: The highway engineering operation monitoring database was used to screen connection section samples at different stages of deformation development, covering various situations such as stable deformation trend (low risk, level 1), slow deformation trend (medium risk, level 2), and accelerated deterioration of deformation trend (high risk, level 3). Core trend calculation data of the sample connection sections were extracted (such as resonance sensitivity coefficient, deformation deviation coefficient, temperature expansion and contraction coefficient, and trend index). The data includes three-dimensional spatial field monitoring records and subsequent risk management monitoring results (such as changes in trend index, deformation convergence, and the effectiveness of resonance risk elimination). Different candidate threshold ranges are set. In each calibration experiment, the risk level of the sample connection segment is classified according to the candidate threshold range. The matching degree between the classification results and the actual deformation monitoring and survey conclusions is recorded. Then, combined with the dynamic monitoring data of road section operation, the trend index of the sample connection segment under different preventive intervention intensities is simulated. The trend of risk level changes was analyzed, and the upper and lower limits of the candidate threshold intervals were adjusted. Multiple verification experiments were conducted to record the impact of threshold interval settings on risk level assessment and subsequent treatment. For each candidate threshold interval, the collected sample monitoring data and dynamic simulation results were used as inputs to count the number of times low-risk level transition segments were misjudged as high-risk level transition segments due to improper interval range settings (counted as over-assessment), the number of times high-risk level transition segments were misjudged as low-risk level transition segments (counted as under-assessment), and the degree of consistency between the risk level classification results and the effectiveness of subsequent treatment (such as timeliness of treatment, disease control effect, traffic safety, deformation recurrence rate, etc.). Finally, the interval range that minimizes both over-assessment and under-assessment rates and has the highest consistency with the effectiveness of subsequent treatment was selected as the trend threshold interval. The preferred range; Table 3 shows the trend threshold range in the experimental data of the trend index. The preferred range is set to 0.4 to 0.8. Based on the judgment, Trend index of connecting section A of secondary highway < This indicates that the deformation trend of connecting section A is developing slowly, the risk of bridge approach slab settlement is moderate, and the risk level is 2. Response measures include conducting monthly three-dimensional spatial field tests. All measuring points were checked, abnormal areas of temperature cycle deformation and vibration response were marked, and on-site verification was completed; The adaptive control module is set with a fixed range of disease threshold intervals. and trend threshold range Combined with disease index Three-dimensional spatial field and trend index Establish a three-dimensional spatial field The update mechanism determines the existing defects and settlement deformation risk levels of the connection sections between highway subgrade and bridges, and outputs the corresponding determination results and response measures. The disease severity assessment process is as follows: The upper limit of the disease threshold range is denoted as... The lower limit of the disease threshold range is denoted as ; If the connecting section Disease index < , indicating the connecting section The damage is mild, classified as Level 1. Response measures include implementing a monthly maintenance inspection system, conducting monthly manual inspections of the International Roughness Index (IRI) of the road surface at the connecting sections, and quarterly leveling measurements of the settlement difference between the two ends of the bridge abutment slabs. The location and size of road surface cracks and potholes will be recorded simultaneously. Transverse cracks ≤3mm in width will be sealed with hot-filled sealant. Loose areas of the shoulder fill at the connecting sections will be compacted in layers using a small vibratory compactor, with a compaction degree of not less than 93%. The drainage holes of the bridge abutment slabs will be cleaned regularly, and the slope drainage system will be cleared to prevent rainwater infiltration into the roadbed and aggravating settlement. ≤Connecting Section Disease index ≤ , indicating the connecting section The damage level is moderate, classified as Level 2. Response measures include increasing maintenance patrols to once every two weeks, conducting monthly pavement deflection tests and precise leveling measurements of settlement differences at both ends of bridge approach slabs, and quarterly testing of subgrade soil moisture content and compaction. For sections with settlement differences of 5-15mm, milling and laying ultra-thin wearing layers will be used for leveling. For sections with excessive deflection values, cement grouting will be used to reinforce the subgrade. Cracks 3-10mm wide will be treated with a combination of grooving and sealing tape. Preventative maintenance with synchronous chip seal will be implemented on the entire pavement of connecting sections. Rust prevention and void removal checks will be conducted on approach slab supports. Bridge approach warning signs and speed bump markings will be improved to prevent further damage. If the connecting section... Disease index > , indicating the connecting section The disease is severe, classified as level 3, and response measures include treatment of the connecting sections. The affected highway section implemented half-width traffic closure and a speed limit of 40 km / h. Continuous warning signs, crash barriers, and nighttime warning lights were installed. Dedicated personnel were assigned for 24-hour patrols. Road survey, subgrade, pavement, and bridge engineering technicians were organized to complete geological radar subgrade void detection, deep settlement marker monitoring, and full-index testing of pavement structural strength and smoothness. For sections with settlement differences >15mm, bridge approach slabs were lifted, repositioned, or replaced. High-pressure jet grouting piles were used to reinforce subgrade sections with deep settlement. Structurally damaged sections were milled and repaved with asphalt concrete, and the subgrade drainage system was upgraded simultaneously. After treatment, the connecting sections... Disease index < Once the test is deemed passed, normal traffic can resume. Connection section When any of the following events occur: geological disaster, bridge construction, groundwater level change ≥0.5m, or road control ≥3 times / month, the three-dimensional spatial field will be immediately updated and reconstructed. And replace the original three-dimensional spatial field; Let the upper limit of the trend threshold range be denoted as The lower limit of the trend threshold interval is denoted as ; If the connecting section Trend Index < , indicating the connecting section The deformation trend is stable, the risk of bridge approach slab settlement is low, and the risk level is Level 1. Response measures include conducting three-dimensional spatial field tests quarterly. Full measurement point verification, with resonance frequency and temperature expansion / contraction effect checks completed every six months. <Connecting Section> Trend Index < , indicating the connecting section The deformation trend is developing slowly, the risk of bridge approach slab settlement is moderate, and the risk level is 2. Response measures include conducting monthly three-dimensional spatial field tests. Full measurement point verification, marking abnormal areas of temperature cycle deformation and vibration response, and completing on-site verification, if the connection section Trend Index > , indicating the connecting section The deformation trend is accelerating and deteriorating, the risk of bridge approach slab settlement is high, the risk level is 3, and the response measures include immediately activating the three-dimensional space field. Real-time monitoring of the entire area was conducted, and technical personnel were organized to analyze the impact range of resonance coupling and temperature-accelerated deformation on-site. Preventative measures were simultaneously implemented, including sealing of rigid-flexible interface joints, replacement of buffer materials at the ends of slabs, and dredging of the roadbed drainage system. After the treatment was completed... < As a standard for determining qualification, continuous monitoring is conducted until the deformation trend stabilizes.

[0020] In this embodiment, a multi-dimensional acquisition module connects to a database, a big data platform, and sensing devices to efficiently acquire three core data categories: engineering, settlement, and operation. This provides stable and reliable data support for subsequent analysis. The road and bridge distress analysis module, based on a hierarchical weighted algorithm, accurately calculates the effects of soil creep, transient settlement, stiffness degradation, and vehicle dynamic loads, generating a quantitative distress index. This enables objective assessment of the severity of road defects at connecting sections of highways of different grades, addressing the issues of strong subjectivity and insufficient accuracy in traditional manual assessments. The scene analysis module constructs a three-dimensional spatial field using GIS. By intelligently deploying monitoring points based on parameters such as traffic volume, coverage area, and slope, and dynamically densifying them according to conditions such as vibration, cracks, and hollowness, a high-precision, adaptive spatial monitoring grid is formed, achieving comprehensive deformation sensing across the entire connection section without blind spots. The road-bridge feedback assessment module operates on a fixed monitoring cycle. Based on this, the trend index is calculated by integrating three major coefficients: resonance sensitivity, deformation deviation, and temperature expansion and contraction. It can predict the trend of settlement deterioration and the risk of bridge approach slab settlement in advance, providing a scientific basis for preventive maintenance. The adaptive control module is set with a fixed range of disease threshold intervals. and trend threshold range It automatically determines the level of defects and risk and matches graded treatment strategies. It also supports real-time updates of the three-dimensional spatial field under special working conditions, realizing a closed-loop operation of monitoring, assessment, control and feedback. It significantly improves maintenance efficiency, reduces operational risks, and ensures driving safety and structural durability. It is applicable to settlement monitoring and defect control of road and bridge connection sections of all grades.

[0021] The threshold is set to facilitate comparison. The size of the threshold depends on the amount of sample data and the number of bases set by those skilled in the art for each set of sample data; as long as it does not affect the ratio between the parameter and the quantized value, it is acceptable.

[0022] The above formulas are all derived from software simulation using a large amount of data and are selected to be close to the actual values. The coefficients in the formulas are set by those skilled in the art according to the actual situation. The above description is only a preferred embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the protection scope of the present invention.

Claims

1. An adaptive settlement monitoring system for the connection section between highway subgrade and bridge, characterized in that: It includes a multi-dimensional data acquisition module, a road and bridge defect analysis module, a scenario analysis module, a road and bridge feedback evaluation module, and an adaptive control module; The multi-dimensional acquisition module acquires engineering management data, settlement monitoring data, and traffic operation management data of all highway subgrade and bridge connection sections by connecting to databases, big data platforms, and sensing and monitoring devices, and classifies them into engineering datasets, monitoring datasets, and operation datasets. The road and bridge defect analysis module assesses the severity of existing defects at the junctions between the roadbed and bridges of different highway grades based on engineering datasets, monitoring datasets, and operational datasets, and generates corresponding defect indices. ; The scene analysis module constructs a three-dimensional spatial field for each connecting segment based on the engineering dataset, monitoring dataset, and operational dataset. ; The road and bridge feedback evaluation module is set with a fixed monitoring period. Then, combined with engineering datasets, monitoring datasets, and three-dimensional spatial fields Analyze the settlement and deformation trends of each connection segment and generate corresponding trend indices. ; The adaptive control module is set with a fixed range of disease threshold intervals. and trend threshold range Combined with disease index Three-dimensional spatial field and trend index Establish a three-dimensional spatial field The update mechanism determines the existing defects and settlement deformation risk levels of the roadbed and bridge connection sections, and outputs the corresponding determination results and response measures.

2. The adaptive settlement monitoring system for the connection section between highway subgrade and bridge as described in claim 1, characterized in that: The engineering dataset includes the total settlement from the completion of the roadbed of each connecting section to the current time, the starting line of the bridge abutment end of the bridge approach slab, the ending line of the roadbed end slab, the natural resonance frequency, and the allowable deviation bandwidth of the design resonance frequency. The highway grades include expressways, Class I highways, Class II highways, interchange ramps, Class III highways, and Class IV highways.

3. The adaptive settlement monitoring system for the connection section between highway subgrade and bridge as described in claim 2, characterized in that: The monitoring dataset includes differential settlement between each connecting section of the road and bridge structure, settlement variation rate of the longitudinal slope of the approach slab, vertical settlement difference between the two ends of the approach slab, approach slab rotation angle, measured compaction degree of the backfill soil behind the abutment, measured California bearing ratio of the subgrade soil, measured deflection value of the top surface of the subgrade, elastic modulus ratio of the subgrade and the bridge abutment structure, measured coverage area, measured longitudinal slope, historical peak vertical vibration displacement, historical vibration frequency, measured peak frequency, and average surface temperature.

4. The adaptive settlement monitoring system for the connection section between highway subgrade and bridge as described in claim 3, characterized in that: The operational dataset includes the official opening and operation duration of each connecting section, the average annual settlement rate during the operation period, the average daily traffic volume per year, the average vehicle load of the section, and the actual average operating speed of the vehicles.

5. The adaptive settlement monitoring system for the connection section between highway subgrade and bridge as described in claim 4, characterized in that: The disease index The calculation process is as follows: S11. Extract the connection segment based on the engineering dataset, monitoring dataset, and operation dataset. Engineering management data, settlement monitoring data, and traffic operation management data; S12, Calculate the connection section Soil creep settlement coefficient ; S13, Calculate the connection section transient settlement coefficient ; S14, Calculate the connection section Stiffness degradation coefficient ; S15, Calculate the connection section Vehicle dynamic load amplification factor ; S16. Based on S11-S15, calculate the connection segment using a weighted method. Disease index .

6. The adaptive settlement monitoring system for the connection section between highway subgrade and bridge as described in claim 5, characterized in that: The three-dimensional spatial field The build process is as follows: S21. Extract the connection segment based on the engineering dataset, monitoring dataset, and operation dataset. Engineering management data, settlement monitoring data, and traffic operation management data; S22. Establish connection sections through GIS. The corresponding spatial rectangular coordinate system, where the longitudinal direction of travel along the section connecting the roadbed and the bridge is: The axis extends towards the roadbed. In the positive direction of the axis, the origin of the coordinate system is set with the starting line of the bridge approach slab and abutment end. , with connecting sections The end line of the roadbed end slab is Axis range end point Laterally along the bridge road The axis, the leftmost curb is The center line of the first road from left to right is The center line of the second road from the left is From left to right The center line of the driving lane is , Indicates the connecting section The total number of roads, with the rightmost curb being... Upwards vertically Positive direction of the axis; S23, Based on the connecting section A spatial rectangular coordinate system is used to define a benchmark monitoring grid. The grid cells are rectangles of equal size, and initial measurement points are set at the center point of each grid. S24. The connecting segment after completing step S23 The spatial rectangular coordinate system is the initial three-dimensional spatial field. and the initial three-dimensional spatial field Accuracy verification is carried out, and measurement point optimization and correction are completed simultaneously. The process is as follows: (1) The accuracy verification compliance judgment rules are as follows: The historical peak vertical vibration displacement of all single-grid measuring points was <0.8 mm; There are no historical cracks, historical voids, or historical pits in any of the individual grids; Initial three-dimensional spatial field If all of the above rules are met, the accuracy verification of the measurement point layout is deemed satisfactory, and no additional measurement point encryption is required. If the initial three-dimensional spatial field If all the above rules are not met, the accuracy verification of the measurement point layout is deemed unsatisfactory, and additional measurement points need to be added. (2) The additional encryption rules for the test points are as follows: If the historical vibration frequency of any single grid measuring point is ≥20Hz, it is determined to be a valid measuring point. If the standard is not met, four additional measuring points should be added within the corresponding grid, and placed at the four corner points of the corresponding grid. If a historical crack exists within any single grid cell, it is determined by the number of measurement points. If the standard is not met, three additional measuring points should be added at the corresponding historical cracks in the grid, respectively located at the two furthest endpoints of the historical cracks and the center point of the cracks. If any single grid contains historical voids, it is determined by the number of measurement points. If the standard is not met, an additional measuring point should be added within the historical hollow area of ​​the corresponding grid, and placed at the highest point within the historical hollow area; If any single grid contains historical pits, it is determined as part of the number of measurement points. If the standard is not met, an additional measuring point should be added within the corresponding grid's historical pit range, located at the lowest point within the historical pit range; When the additional measuring points coincide with the original grid center point measuring points, they are not marked again; only the original measuring points are retained. (3) Determine the final number of measuring points and three-dimensional space field The final number of measurement points The expression is as follows: In the formula, Indicates the connecting section If the internal factor verification fails to meet the standard, an additional number of measuring points are added. If the accuracy verification meets the standard, the initial number of measuring points will be adjusted accordingly. That is, the final number of measuring points Initial three-dimensional spatial field That is, the final three-dimensional spatial field If the accuracy verification fails to meet the standard, calculate the final number of measuring points according to the formula. The initial three-dimensional spatial field after additional densification of measurement points That is, the final three-dimensional spatial field .

7. The adaptive settlement monitoring system for the connection section between highway subgrade and bridge as described in claim 6, characterized in that: The trend index The calculation process is as follows: S31. Based on the engineering dataset, monitoring dataset, and three-dimensional spatial field Extract monitoring cycle Internal, connecting section Engineering management data and settlement monitoring data; S32. Calculate the monitoring cycle Internal, connecting section resonance sensitivity coefficient ; S33, Calculate the monitoring cycle Internal, connecting section Deformation deviation coefficient ; S34. Calculate the monitoring cycle Internal, connecting section Coefficient of thermal expansion ; S35. Based on S31-S34, calculate the monitoring cycle using a weighted method. Internal, connecting section Trend Index .

8. The adaptive settlement monitoring system for the connection section between highway subgrade and bridge as described in claim 7, characterized in that: The disease severity assessment process is as follows: The upper limit of the disease threshold range is denoted as... The lower limit of the disease threshold range is denoted as ; If the connecting section Disease index < , indicating the connecting section The damage is mild, classified as Level 1. Response measures include implementing a monthly maintenance inspection system, conducting monthly manual inspections of the International Roughness Index (IRI) of the road surface at the connecting sections, and quarterly leveling measurements of the settlement difference between the two ends of the bridge abutment slabs. The location and size of road surface cracks and potholes will be recorded simultaneously. Transverse cracks ≤3mm in width will be sealed with hot-filled sealant. Loose areas of the shoulder fill at the connecting sections will be compacted in layers using a small vibratory compactor, with a compaction degree of not less than 93%. The drainage holes of the bridge abutment slabs will be cleaned regularly, and the slope drainage system will be cleared to prevent rainwater infiltration into the roadbed and aggravating settlement. ≤Connecting Section Disease index ≤ , indicating the connecting section The damage level is moderate, classified as Level 2. Response measures include increasing maintenance patrols to once every two weeks, conducting monthly pavement deflection tests and precise leveling measurements of settlement differences at both ends of bridge approach slabs, and quarterly testing of subgrade soil moisture content and compaction. For sections with settlement differences of 5-15mm, milling and laying ultra-thin wearing layers will be used for leveling. For sections with excessive deflection values, cement grouting will be used to reinforce the subgrade. Cracks 3-10mm wide will be treated with a combination of grooving and sealing tape. Preventative maintenance with synchronous chip seal will be implemented on the entire pavement of connecting sections. Rust prevention and void removal checks will be conducted on approach slab supports. Bridge approach warning signs and speed bump markings will be improved to prevent further damage. If the connecting section... Disease index > , indicating the connecting section The disease is severe, classified as level 3, and response measures include treatment of the connecting sections. The affected highway section implemented half-width traffic closure and a speed limit of 40 km / h. Continuous warning signs, crash barriers, and nighttime warning lights were installed. Dedicated personnel were assigned for 24-hour patrols. Road survey, subgrade, pavement, and bridge engineering technicians were organized to complete geological radar subgrade void detection, deep settlement marker monitoring, and full-index testing of pavement structural strength and smoothness. For sections with settlement differences >15mm, bridge approach slabs were lifted, repositioned, or replaced. High-pressure jet grouting piles were used to reinforce subgrade sections with deep settlement. Structurally damaged sections were milled and repaved with asphalt concrete, and the subgrade drainage system was upgraded simultaneously. After treatment, the connecting sections... Disease index < Once the test is deemed passed, normal traffic can resume.

9. The adaptive settlement monitoring system for the connection section between highway subgrade and bridge as described in claim 8, characterized in that: The connecting section When any of the following events occur: geological disaster, bridge construction, groundwater level change ≥0.5m, or road control ≥3 times / month, the three-dimensional spatial field will be immediately updated and reconstructed. It replaces the original three-dimensional spatial field.

10. The adaptive settlement monitoring system for the connection section between highway subgrade and bridge as described in claim 9, characterized in that: The risk level assessment process is as follows: Let the upper limit of the trend threshold range be denoted as The lower limit of the trend threshold interval is denoted as ; If the connecting section Trend Index < , indicating the connecting section The deformation trend is stable, the risk of bridge approach slab settlement is low, and the risk level is Level 1. Response measures include conducting three-dimensional spatial field tests quarterly. Full measurement point verification, with resonance frequency and temperature expansion / contraction effect checks completed every six months. <Connecting Section> Trend Index < , indicating the connecting section The deformation trend is developing slowly, the risk of bridge approach slab settlement is moderate, and the risk level is 2. Response measures include conducting monthly three-dimensional spatial field tests. Full measurement point verification, marking abnormal areas of temperature cycle deformation and vibration response, and completing on-site verification, if the connection section Trend Index > , indicating the connecting section The deformation trend is accelerating and deteriorating, the risk of bridge approach slab settlement is high, the risk level is 3, and the response measures include immediately activating the three-dimensional space field. Real-time monitoring of the entire area was conducted, and technical personnel were organized to analyze the impact range of resonance coupling and temperature-accelerated deformation on-site. Preventative measures were simultaneously implemented, including sealing of rigid-flexible interface joints, replacement of buffer materials at the ends of slabs, and dredging of the roadbed drainage system. After the treatment was completed... < As a standard for determining qualification, continuous monitoring is conducted until the deformation trend stabilizes.

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