Dynamic vehicle weighing system

Abstract

The invention relates to the technical field of load detection, discloses a dynamic vehicle weighing system, and solves the problem of accurately extracting a tire contour parameter model from a shot tire image on the basis of measuring and calculating a vehicle load based on a visual image. According to the method, two fitted minimum enclosing rectangles are correspondingly generated on the basis of pixel points, measured by an image preprocessing unit, of the outer edge and the inner edge of a tire, the axis of the tire is positioned on the basis of the center coordinate point of the inner side rectangle, and the outer contour size of the tire and the deformation sinkage of the tire in contact with the ground are measured according to the cooperation of the center coordinate point and the outer side rectangle. And then the deformation sinkage and the model of the corresponding tire are substituted into a tire mechanical deformation parameter database, so that the load of a single tire is obtained, and the error degree between the measured value of the load of the single tire and the actual weighing value of the wagon balance is greatly reduced.

Description

Technical Field

[0001] The invention relates to the technical field of load detection, and in particular to a dynamic vehicle weighing system. Background Art

[0002] As the volume of road freight transportation increases year by year, it also brings challenges to road management, especially the problem of vehicle overload and overlimit. Vehicle weighing is divided into static weighing and dynamic weighing. Dynamic weighing means weighing the vehicle without stopping.

[0003] The existing publication number is CN115482484A, which discloses "an overloaded and over-limit vehicle early warning and tracking system based on dual drive of AI and machine vision", including a non-contact vehicle weighing subsystem and a vehicle tracking subsystem; the non-contact vehicle weighing subsystem includes a thermal imaging acquisition component, a tire model recognition module, a deformation parameter calculation unit, a load prediction model and a temperature correction module; the vehicle tracking subsystem includes a video acquisition module, a vehicle tracking module, a speed detection module, a speed correction module, and a total load calculation module;

[0004] The patent document uses machine vision methods to achieve non-contact dynamic, continuous and rapid measurement of vehicle load without damaging road traffic facilities or the original structure of the vehicle. However, in this technology, after the tire is iteratively photographed, there is an unreasonable extraction process for extracting the tire external parameter model. It uses the fitted tire outer contour as a reference to find the pixel point with the largest gradient amplitude toward the tire center, and uses this pixel point as a seed point to fit the outer contour of the wheel hub. However, searching for the center point from the deformed tire outer contour to the tire center is bound to deviate from the actual center, which will lead to deviations in the measured vertical sinking of the tire. Therefore, based on this, the error value of measuring the vehicle load also becomes larger. Summary of the invention

[0005] The object of the present invention is to provide a dynamic vehicle weighing system, which solves the problem of accurately extracting tire profile parameter models from captured tire images in calculating vehicle load based on visual images.

[0006] To achieve the above-mentioned object, the present invention provides the following technical solutions: a dynamic vehicle weighing system, comprising a tire image capturing unit, for capturing tires of a dynamic target vehicle multiple times, and obtaining a front view image including a vehicle body and tires through iterative processing;

[0007] An image preprocessing unit is used to extract the tire shape, tire features, and wheel hub shape from the front view image including the vehicle body and tire. The extraction process includes firstly using the color image segmentation method to roughly segment the general shape of the tire, then using the region growing algorithm to separate the tire and the vehicle body background of the target image, extracting the tire image, and then using the edge detection method or morphological algorithm to detect the outer edge and inner edge of the tire, as well as the pixel points of the characteristic edge of the tire surface;

[0008] The tire wheel hub measuring unit generates two corresponding minimum fitted circumscribed rectangles based on the pixel points of the outer edge and inner edge of the tire measured by the image preprocessing unit, and then generates the outer contour of the wheel hub by inscribing the inner circumscribed rectangle, and then generates the corresponding outer contour size of the tire by the minimum distance between the generated wheel hub center and the left, upper and right sides of the outer rectangle;

[0009] Tire deformation unit, based on the tire wheel calculation unit, the area of ​​the tire outer contour beyond the lower edge of the outer rectangle is the vertical sinking amount of the tire;

[0010] A feature recognition unit is used to extract the model and specification of the tire based on the feature edge pixel points of the tire surface measured by the image preprocessing unit;

[0011] The load conversion unit includes a speed detection module, a tire pressure receiving module and a tire mechanical deformation parameter database. The tire model measured by the feature recognition unit and the vertical sinking amount of the tire detected by the tire deformation unit are inserted into the tire mechanical deformation parameter database at the corresponding speed and tire pressure to match the mechanical deformation parameters of the tire model, thereby obtaining the load of a single tire.

[0012] Furthermore, the feature recognition unit extracts pixel points representing the tire model through the OTSU algorithm based on the tire surface feature edge pixel points measured by the image preprocessing unit, then transforms the pixel points into identification symbols through the projection algorithm, and finally matches the corresponding model of the tire through the template matching algorithm.

[0013] Furthermore, the tire deformation unit calculates the tire vertical sinking amount using the following formula:

[0014] D=lw

[0015] Where D represents the vertical sinking of the tire, l represents the radius of the outer contour of the tire, and w represents the vertical distance from the center of the wheel to the bottom of the outer rectangle.

[0016] A tire mechanical deformation parameter test device for a dynamic vehicle weighing system comprises a mounting frame, on which a data configuration mechanism for applying pressure to a tire and driving a rotation speed is arranged, and a road surface simulation mechanism for simulating the tire running on a straight road plane is also arranged, and the road surface simulation mechanism is located below the data configuration mechanism.

[0017] Furthermore, the data configuration mechanism includes a hydraulic cylinder fixedly mounted on a mounting frame, the lower output end of the hydraulic cylinder is fixedly connected to a wheel mounting frame for mounting a tire, a drive motor A is fixedly mounted on the wheel mounting frame, the tire is fixedly connected to the output end of the drive motor A, and a controller for controlling the hydraulic cylinder and the drive motor A is provided on the upper side of the hydraulic cylinder.

[0018] Furthermore, the road simulation mechanism includes a supporting plane assembly rotating in a horizontal plane, and the tire mounted on the wheel mounting frame rolls on the upper surface of the supporting plane assembly at a position away from the center of the circle, and the supporting plane assembly is used to simulate the tire moving in a straight direction on its surface.

[0019] Furthermore, the support plane assembly includes a disc connected to the output end of the drive motor B, the surface of the disc is provided with an annular through groove near the outer edge, a plurality of slide rail columns pointing to the center of the disc are arranged in an annular manner in the annular through groove, the surface of the slide rail column is slidably connected with a sector-shaped slider, the lower surface of the sector-shaped slider is provided with a positioning wheel, a fixed position limiting guide rail is arranged below the disc, the middle part of the limiting guide rail is provided with a parallel portion parallel to the vertical plane of rotation of the tire mounted on the wheel mounting frame, the parallel portion is used to limit the positioning wheel to move in a straight line and be directly below the tire. The surface of the sector-shaped slider is provided with a slide groove that is embedded and slidably connected with the slide rail column.

[0020] Furthermore, the positioning wheel includes a central bearing fixedly mounted on the lower surface of the fan-shaped slider, at least three shock-absorbing spring strips are arranged in a ring outside the central bearing, and outer wheels are elastically supported on the outer sides of the plurality of shock-absorbing spring strips, and the outer wheels are in rolling contact with the limiting guide rail.

[0021] Furthermore, an outer frame is provided on the periphery of the disc, the outer frame is fixedly mounted on the mounting frame, the limiting guide rail is fixedly mounted on the lower surface of the outer frame, and the outer frame is used to isolate the outer edge of the disc to improve the safety of the device.

[0022] Furthermore, the road simulation mechanism also includes two auxiliary support wheels arranged in rolling contact with the lower surface of the disc, the auxiliary support wheels are fixed to the mounting frame through a support frame, the two auxiliary support wheels and the center of the disc form a triangle, the vertical projection of the contact part between the tire mounted on the wheel mounting frame and the fan-shaped slider is located within the triangle, and the rotation axis of the auxiliary support wheel is horizontally pointing towards the center of the disc.

[0023] Compared with the prior art, the present invention has the following beneficial effects:

[0024] 1. The present invention provides a dynamic vehicle weighing system, which generates two corresponding fitted minimum circumscribed rectangles based on the pixel points of the outer edge and inner edge of the tire measured by an image preprocessing unit, locates the tire axis based on the central coordinate point of the inner rectangle, and calculates the outer contour size of the tire and the deformation and sinking amount of contact with the ground according to the central coordinate point in conjunction with the outer rectangle, and then brings the deformation and sinking amount and the corresponding tire model into the tire mechanical deformation parameter database to obtain the load of a single tire, thereby greatly reducing the error between the value of measuring the load of a single tire and the actual weighing value of the scale.

[0025] 2. The present invention provides a tire mechanical deformation parameter test device for a dynamic vehicle weighing system. By arranging the tire mounted on the wheel mounting frame just above the fan-shaped slider moving in a straight line, the rolling state of the tire on the multiple fan-shaped sliders is a straight line state, thereby simulating the tire moving in a straight line on the road surface, thereby simulating the tire driving on a straight road, so as to detect the deformation degree of the tire driving on a straight road and the bearing pressure value matching the tire rotation speed, so that the test result is accurate. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a schematic diagram of the system processing flow of the present invention;

[0027] Figure 2 It is a schematic diagram of the processing flow of the image preprocessing unit of the present invention;

[0028] Figure 3 It is a schematic diagram of the processing flow of the feature recognition unit of the present invention;

[0029] Figure 4 A schematic diagram of an image processing unit of the present invention;

[0030] Figure 5 A schematic diagram of an image processed by a feature recognition unit of the present invention;

[0031] Figure 6 A schematic diagram of a coordinate system for a circumscribed rectangle of the present invention;

[0032] Figure 7 A schematic diagram of the linear relationship between tire deformation and load-bearing pressure of the present invention;

[0033] Figure 8 It is a structural schematic diagram of a tire mechanical deformation parameter testing device of the present invention;

[0034] Fig. 9 It is a schematic diagram of the structure of the support plane assembly of the present invention;

[0035] Fig.10 It is a schematic diagram of the motion trajectory of the fan-shaped slider of the present invention;

[0036] Fig.11 It is a schematic diagram of the lower side structure of the disc of the present invention;

[0037] Fig.12 It is a schematic diagram of the cooperation between the positioning wheel and the limiting guide rail of the present invention;

[0038] Fig.13 It is a schematic diagram of the disc structure of the present invention;

[0039] Fig.14 It is a schematic diagram of the structure of the fan-shaped slider and the positioning wheel of the present invention;

[0040] Fig.15 It is a schematic diagram of the positioning wheel structure of the present invention.

[0041] In the figure: 1. mounting frame; 2. data configuration mechanism; 21. hydraulic cylinder; 22. controller; 23. wheel mounting frame; 3. road surface simulation mechanism; 31. supporting plane assembly; 311. disc; 312. annular through groove; 313. slide rail column; 314. fan-shaped slider; 3141. mark; 3142. slide groove; 315. outer frame; 316. positioning wheel; 3161. outer wheel; 3162. shock-absorbing spring strip; 3163. center bearing; 317. limiting guide rail; 3171. parallel part; 32. driving motor A; 33. auxiliary support wheel. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0043] In order to further understand the content of the present invention, the present invention is described in detail in conjunction with the accompanying drawings.

[0044] Embodiment 1

[0045] Combination Figure 1-Figure 7 , a dynamic vehicle weighing system, including a tire image capturing unit, for capturing tires of a dynamic target vehicle multiple times, and obtaining a front view image including a vehicle body and tires through iterative processing;

[0046] An image preprocessing unit is used to extract the tire shape, tire features, and wheel hub shape from the front view image including the vehicle body and tire. The extraction process includes firstly using the color image segmentation method to roughly segment the general shape of the tire, then using the region growing algorithm to separate the tire and the vehicle body background of the target image, extracting the tire image, and then using the edge detection method or morphological algorithm to detect the outer edge and inner edge of the tire, as well as the pixel points of the characteristic edge of the tire surface;

[0047] The tire wheel hub measuring unit generates two corresponding minimum fitted circumscribed rectangles based on the pixel points of the outer edge and inner edge of the tire measured by the image preprocessing unit, and then generates the outer contour of the wheel hub by inscribing the inner circumscribed rectangle, and then generates the corresponding outer contour size of the tire by the minimum distance between the generated wheel hub center and the left, upper and right sides of the outer rectangle;

[0048] Tire deformation unit, based on the tire wheel calculation unit, the area of ​​the tire outer contour beyond the lower edge of the outer rectangle is the vertical sinking amount of the tire;

[0049] A feature recognition unit is used to extract the model and specification of the tire based on the feature edge pixel points of the tire surface measured by the image preprocessing unit;

[0050] The load conversion unit includes a speed detection module, a tire pressure receiving module and a tire mechanical deformation parameter database. The tire model measured by the feature recognition unit and the vertical sinking amount of the tire detected by the tire deformation unit are inserted into the tire mechanical deformation parameter database at the corresponding speed and tire pressure to match the mechanical deformation parameters of the tire model, thereby obtaining the load of a single tire.

[0051] Furthermore, the feature recognition unit extracts pixel points representing the tire model through the OTSU algorithm based on the tire surface feature edge pixel points measured by the image preprocessing unit, then transforms the pixel points into identification symbols through the projection algorithm, and finally matches the corresponding model of the tire through the template matching algorithm.

[0052] Furthermore, the tire deformation unit calculates the tire vertical sinking amount using the following formula:

[0053] D=lw

[0054] Where D represents the vertical sinking of the tire, l represents the radius of the outer contour of the tire, and w represents the vertical distance from the center of the wheel to the bottom of the outer rectangle.

[0055] Specifically, based on the pixel points of the outer edge and inner edge of the tire measured by the image preprocessing unit, two corresponding minimum circumscribed rectangles are generated, and the two circumscribed rectangles are brought into the coordinate system, and the corner points of the rectangles are correspondingly generated in the coordinate system, such as Figure 6As shown, the center coordinate point of the inner rectangle is ((xa+xb+xc+xd) / 2, (ya+yb+yc+yd) / 2), based on the center coordinate point, the vertical distances to the four sides of the inner rectangle are calculated, and the average value is taken as the radius to draw a circle with the center coordinate point. The circle is the outer contour size of the wheel. Then, the vertical distances to the left, top and right sides of the outer rectangle are calculated through the center coordinate point, and the average value is taken as the radius l to draw a circle with the center coordinate point. The circle is the outer contour size of the tire. Then, the vertical distance w from the center coordinate point to the bottom of the outer rectangle is measured, and then it is brought into the above formula to obtain the value of D;

[0056] In converting the tire load by the load conversion unit, the actual tire radius l 1 corresponding to the tire model extracted by the feature recognition unit is first substituted into D1 / l 1=D / l, wherein D1 represents the actual downward sinking amount of the tire. By substituting the value of D1 into the load conversion unit, the load of a single tire is obtained, thereby greatly reducing the error between the measured value of the single tire load and the actual weighing value of the scale.

[0057] Embodiment 2

[0058] Combination Figure 8-Figure 15 A tire mechanical deformation parameter test device for a dynamic vehicle weighing system comprises a mounting frame 1, on which a data configuration mechanism 2 for applying pressure to a tire and driving a rotation speed is arranged, and a road surface simulation mechanism 3 for simulating a tire running on a straight road plane is also arranged, and the road surface simulation mechanism 3 is located below the data configuration mechanism 2;

[0059] The data configuration mechanism 2 includes a hydraulic cylinder 21 fixedly mounted on the mounting frame 1, the lower output end of the hydraulic cylinder 21 is fixedly connected to a wheel mounting frame 23 for mounting a tire, a drive motor A is fixedly mounted on the wheel mounting frame 23, the tire is fixedly connected to the output end of the drive motor A, and a controller 22 for controlling the hydraulic cylinder 21 and the drive motor A is provided on the upper side of the hydraulic cylinder 21.

[0060] The above working principle and technical effect are: the controller 22 controls the hydraulic cylinder 21 to press down, so that the lower surface of the tire is against the upper surface of the road simulation mechanism 3, which is used to simulate the deformation of the lower surface of the tire when it is on the ground under load, and the controller 22 controls the drive motor A to drive the tire to rotate, which is used to simulate the dynamic rotation of the tire, so as to test the deformation parameters of the lower surface of tires of different sizes and specifications under different pressures and different rotation speeds, so as to establish a tire mechanical deformation parameter database for data matching by the above-mentioned load conversion unit.

[0061] Furthermore, the road simulation mechanism 3 includes a support plane assembly 31 rotating in a horizontal plane, and the tire mounted on the wheel mounting frame 23 rolls on the upper surface of the support plane assembly 31 at a position away from the center of the circle. The support plane assembly 31 is used to simulate the tire moving forward in a straight direction on its surface.

[0062] Compared with the existing structures for tire road driving simulation, including conveyor belt type, roller type and turntable type, the tests for tire deformation matching tire speed and pressure all have disadvantages. For the conveyor belt type, the conveyor belt surface will generate a lot of heat, causing the tire to heat up due to additional factors, thus affecting its deformation; for the rolling type, the roller mortgaged on the lower surface of the tire is not flat, so the tire deformation caused also has errors with the flat deformation; for the turntable type, the tire's forward path trajectory relative to the turntable is a ring, not a straight road, so the data obtained also has errors;

[0063] The device simulates a straight path for the tire to travel on the surface of the support plane assembly 31, thereby simulating the tire traveling on a straight road, thereby detecting the deformation degree of the tire traveling on the straight road and the bearing pressure value matching the tire speed, so that the test result is accurate.

[0064] Furthermore, the support plane assembly 31 includes a disk 311 connected to the output end of the drive motor B32, and an annular through groove 312 is provided on the surface of the disk 311 near the outer edge, and a plurality of slide rail columns 313 pointing to the center of the disk 311 are provided in an annular manner in the annular through groove 312, and a sector-shaped slider 314 is slidably connected to the surface of the slide rail column 313, and a positioning wheel 316 is provided on the lower surface of the sector-shaped slider 314, and a fixed position limiting guide rail 317 is provided below the disk 311, and a parallel portion 3171 parallel to the rotation vertical plane of the tire mounted on the wheel mounting frame 23 is provided in the middle of the limiting guide rail 317, and the parallel portion 3171 is used to limit the positioning wheel 316 to move along a straight line and be directly below the tire. A slide groove 3142 is provided on the surface of the sector-shaped slider 314, which is embedded and slidably connected with the slide rail column 313.

[0065] The working principle is as follows: as the disk 311 rotates, the plurality of sector-shaped sliders 314 on its surface make circular motions, and after the sector-shaped sliders 314 move to the area where the limiting guide rails 317 are located, the parallel portion 3171 can limit the positioning wheel 316 connected to the lower surface of the sector-shaped sliders 314. Fig.10It can be seen that the mark 3141 on the upper surface of the sector-shaped slider 314 corresponding to the rotation axis of the positioning wheel 316 moves in a path parallel to the parallel portion 3171, so that the sector-shaped slider 314 moves along a straight line under the action of the positioning wheel 316 being limited, and after passing through the area of ​​the parallel portion 3171, it will be thrown to the outer end of the slide rail column 313 again under the action of centrifugal force, so as to repeat the above process. In this way, when the tire installed on the wheel mounting frame 23 is arranged directly above the sector-shaped slider 314 moving along a straight line, its rolling state on the plurality of sector-shaped sliders 314 is a straight line state, thereby simulating the state of the tire moving along a straight line on the road surface, so that the mechanical deformation parameters for tire detection are more accurate;

[0066] It should be noted that Fig.10 It can be seen that the marking points on the upper and lower sides of the mark 3141 have movement paths that are arcs close to straight lines when the mark 3141 moves in a straight line, and the concave sides face each other, while the corresponding contact area between the rolling tire and the rotating fan-shaped slider 314 is limited, so the influence on the width direction of the tire is small, and therefore the influence on the simulation of the tire driving in a straight line is also small.

[0067] Furthermore, the positioning wheel 316 includes a central bearing 3163 fixedly mounted on the lower surface of the fan-shaped slider 314, and at least three shock-absorbing spring strips 3162 are arranged in a ring shape on the outer side of the central bearing 3163. The outer side of the multiple shock-absorbing spring strips 3162 is elastically supported with an outer wheel 3161, and the outer wheel 3161 is in rolling contact with the limiting guide rail 317.

[0068] Furthermore, when the outer wheel 3161 performing the circular motion initially contacts the limit guide rail 317, it will hit the surface of the limit guide rail 317. The setting of the shock-absorbing spring strip 3162 can effectively absorb the destructive kinetic energy generated by the collision, thereby further improving the state stability of the fan-shaped slider 314 in the linear motion.

[0069] Furthermore, an outer frame 315 is provided on the periphery of the disc 311, the outer frame 315 is fixedly mounted on the mounting frame 1, and the limiting guide rail 317 is fixedly mounted on the lower surface of the outer frame 315. The outer frame 315 is used to isolate the outer edge of the disc 311 to improve the safety of the device.

[0070] Furthermore, the road simulation mechanism 3 also includes two auxiliary support wheels 33 arranged in rolling contact with the lower surface of the disc 311. The auxiliary support wheels 33 are fixed to the mounting frame 1 through a support frame. The two auxiliary support wheels 33 and the center of the disc 311 form a triangle. The vertical projection of the contact part between the tire mounted on the wheel mounting frame 23 and the fan-shaped slider 314 is located within the triangle, and the rotation axis of the auxiliary support wheel 33 is horizontally pointing to the center of the disc 311.

[0071] Furthermore, when the tire mounted on the wheel mounting frame 23 is pressed against the surface of the fan-shaped slider 314, the support of the lower surface of the disc 311 by the two auxiliary support wheels 33 prevents the central rotating shaft on the lower side of the disc 311 from being subjected to lateral downward pressure, causing this side to easily tilt downward, thereby affecting the service life of the equipment and causing inaccurate tire deformation detection.

[0072] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device.

[0073] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A dynamic vehicle weighing system, characterized in that: It includes a tire image shooting unit, which is used to shoot tires of a dynamic target vehicle multiple times, and obtain a front view image including the vehicle body and tires through iterative processing; An image preprocessing unit is used to extract the tire shape, tire features, and wheel hub shape from the front view image including the vehicle body and tire. The extraction process includes firstly using the color image segmentation method to roughly segment the general shape of the tire, then using the region growing algorithm to separate the tire and the vehicle body background of the target image, extracting the tire image, and then using the edge detection method or morphological algorithm to detect the outer edge and inner edge of the tire, as well as the pixel points of the characteristic edge of the tire surface; The tire wheel hub measuring unit generates two corresponding minimum fitted circumscribed rectangles based on the pixel points of the outer edge and inner edge of the tire measured by the image preprocessing unit, and then generates the outer contour of the wheel hub by inscribing the inner circumscribed rectangle, and then generates the corresponding outer contour size of the tire by the minimum distance between the generated wheel hub center and the left, upper and right sides of the outer rectangle; Tire deformation unit, based on the tire wheel calculation unit, the area of ​​the tire outer contour beyond the lower edge of the outer rectangle is the vertical sinking amount of the tire; A feature recognition unit is used to extract the model and specification of the tire based on the feature edge pixel points of the tire surface measured by the image preprocessing unit; The load conversion unit includes a speed detection module, a tire pressure receiving module and a tire mechanical deformation parameter database. The tire model measured by the feature recognition unit and the vertical sinking amount of the tire detected by the tire deformation unit are inserted into the tire mechanical deformation parameter database at the corresponding speed and tire pressure to match the mechanical deformation parameters of the tire model, thereby obtaining the load of a single tire.

2. A dynamic vehicle weighing system according to claim 1, characterized in that: The feature recognition unit extracts the pixel points representing the tire model through the OTSU algorithm based on the tire surface feature edge pixel points measured by the image preprocessing unit, then transforms the pixel points into identification symbols through the projection algorithm, and finally matches the corresponding tire model through the template matching algorithm.

3. A dynamic vehicle weighing system according to claim 1, characterized in that: The tire deformation unit calculates the tire vertical sinking amount by the following formula: D=lw Where D represents the vertical sinking of the tire, l represents the radius of the outer contour of the tire, and w represents the vertical distance from the center of the wheel to the bottom of the outer rectangle.

4. A tire mechanical deformation parameter testing device for a dynamic vehicle weighing system according to claim 1, characterized in that: The invention comprises a mounting frame (1), on which a data configuration mechanism (2) for applying pressure to a tire and driving a rotation speed is arranged, and a road surface simulation mechanism (3) for simulating the tire running on a straight road plane is also arranged, and the road surface simulation mechanism (3) is located below the data configuration mechanism (2).

5. A dynamic vehicle weighing system according to claim 4, characterized in that: The data configuration mechanism (2) comprises a hydraulic cylinder (21) fixedly mounted on a mounting frame (1); a wheel mounting frame (23) for mounting a tire is fixedly connected to the output end of the lower side of the hydraulic cylinder (21); a driving motor A is fixedly mounted on the wheel mounting frame (23); the tire is fixedly connected to the output end of the driving motor A; and a controller (22) for controlling the hydraulic cylinder (21) and the driving motor A is arranged on the upper side of the hydraulic cylinder (21).

6. A dynamic vehicle weighing system according to claim 5, characterized in that: The road surface simulation mechanism (3) comprises a support plane component (31) rotating on a horizontal plane, and the tire mounted on the wheel mounting frame (23) rolls on the upper surface of the support plane component (31) at a position away from the center of the circle, and the support plane component (31) is used to simulate the tire moving forward in a straight line on its surface.

7. A dynamic vehicle weighing system according to claim 6, characterized in that: The support plane assembly (31) comprises a disk (311) connected to the output end of a driving motor B (32); a circular through groove (312) is provided on the surface of the disk (311) near the outer edge; a plurality of slide rail columns (313) pointing to the center of the disk (311) are arranged in a circular shape in the circular through groove (312); a sector-shaped slider (314) is slidably connected to the surface of the slide rail column (313); a positioning wheel (316) is arranged on the lower surface of the sector-shaped slider (314); a fixed position limiting guide rail (317) is arranged below the disk (311); a parallel portion (3171) parallel to the rotation vertical plane of the tire mounted on the wheel mounting frame (23) is arranged in the middle of the limiting guide rail (317); the parallel portion (3171) is used to limit the positioning wheel (316) to move along a straight line and be located directly below the tire. A sliding groove (3142) is provided on the surface of the fan-shaped sliding block (314) and is embedded and slidably connected with the sliding rail column (313).

8. A dynamic vehicle weighing system according to claim 7, characterized in that: The positioning wheel (316) comprises a central bearing (3163) fixedly mounted on the lower surface of the fan-shaped slider (314); at least three shock-absorbing spring strips (3162) are arranged in an annular shape on the outer side of the central bearing (3163); outer wheels (3161) are elastically supported on the outer sides of the plurality of shock-absorbing spring strips (3162); and the outer wheels (3161) are in rolling contact with the limiting guide rail (317).

9. A dynamic vehicle weighing system according to claim 7, characterized in that: An outer frame (315) is provided on the periphery of the disc (311); the outer frame (315) is fixedly mounted on the mounting frame (1); and the limiting guide rail (317) is fixedly mounted on the lower surface of the outer frame (315).

10. A dynamic vehicle weighing system according to claim 7, characterized in that: The road simulation mechanism (3) also includes two auxiliary support wheels (33) arranged in rolling contact with the lower surface of the disc (311), the auxiliary support wheels (33) being fixed to the mounting frame (1) via a support frame, the two auxiliary support wheels (33) and the center of the disc (311) forming a triangle, the vertical projection of the contact part between the tire mounted on the wheel mounting frame (23) and the fan-shaped slider (314) being located within the triangle, and the rotation axis of the auxiliary support wheel (33) being horizontally pointing in the direction of the center of the disc (311).

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