A dynamic vehicle weighing system

Abstract

The present invention relates to the field of load detection technology, and discloses a dynamic vehicle weighing system that solves the problem of accurately extracting tire profile parameter models from captured tire images when measuring vehicle load based on visual images. Based on the pixel points of the outer and inner edges of the tire measured by an image preprocessing unit, two corresponding fitted minimum circumscribed rectangles are generated. The tire axis is located based on the center coordinate point of the inner rectangle. The outer contour size of the tire and the deformation and sinking amount in contact with the ground are calculated based on the center coordinate point and the outer rectangle. The deformation and sinking amount and the corresponding tire model are then entered into a tire mechanical deformation parameter database to obtain the load of a single tire. In this way, the error between the measured value of the load of a single tire and the actual weighing value of the scale is greatly reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of load detection, 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 over-limit and overloaded vehicles. Vehicle weighing is divided into static weighing and dynamic weighing. Dynamic weighing is the weighing of the vehicle without stopping.

[0003] The existing publication number CN115482484A discloses an "AI and machine vision dual-driven overload and oversize vehicle early warning and tracking system," which includes 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] This patent document uses machine vision methods to achieve non-contact dynamic, continuous, and rapid measurement of vehicle loads 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 search for 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 toward the tire center through the deformed tire outer contour is bound to deviate from the actual center, which in turn leads 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 purpose of the present invention is to provide a dynamic vehicle weighing system that solves the problem of accurately extracting tire profile parameter models from captured tire images in measuring 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 the 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 a front view image of the vehicle body and tire. The extraction process includes first using a color image segmentation method to roughly segment the tire's general shape, then using a region growing algorithm to separate the tire and vehicle body background in the target image to extract the tire image, and then using an edge detection method or a morphological algorithm to detect the outer and inner edges of the tire, as well as the pixel points of the tire surface feature edges;

[0008] The tire hub measurement unit generates two corresponding minimum circumscribed rectangles based on the pixel points of the outer and inner edges of the tire measured by the image preprocessing unit. The outer contour of the hub is then generated by inscribing the inner circumscribed rectangle. The outer contour size of the corresponding tire is then generated by the minimum distance between the generated hub center and the left, top, and right sides of the outer rectangle.

[0009] The tire deformation unit, based on the tire wheel calculation unit, the area of ​​the tire outer contour exceeding 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 tire model and specifications based on the tire surface feature edge pixel points 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, and matched with the mechanical deformation parameters of the tire model to obtain the load of a single tire.

[0012] Furthermore, the feature recognition unit extracts pixel points representing the tire model based on the tire surface feature edge pixel points measured by the image preprocessing unit through the OTSU algorithm, then transforms the pixel points into identification symbols through the projection algorithm, and finally matches the corresponding tire model 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 outer radius 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 includes a mounting frame, on which is provided a data configuration mechanism for applying pressure to the tire and driving the rotational speed, and a road surface simulation mechanism for simulating the tire traveling on a straight road plane, wherein 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 line on its surface.

[0019] Furthermore, the support plane assembly includes a disc connected to the output end of drive motor B. An annular through-groove is defined on the disc surface near its outer edge. Multiple slide rails are arranged in a ring-shaped pattern within the through-groove, pointing toward the disc's center. Sector-shaped sliders are slidably connected to the slide rails. Positioning wheels are provided on the lower surfaces of the sector-shaped sliders. A fixed position limiting rail is provided below the disc. A parallel portion is provided in the middle of the limiting rail, parallel to the vertical plane of rotation of the tire mounted on the wheel mounting frame. The parallel portion is used to limit the linear motion of the positioning wheel and position it directly below the tire. A slide groove is defined on the surface of the sector-shaped slider, which is embedded in and slidably connected to the slide rails.

[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 multiple 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, and 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, and the vertical projection of the contact part between the tire installed 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 and inner edges of the tire measured by an image preprocessing unit, locates the tire axle based on the center 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 center coordinate point and the outer rectangle. Then, the deformation and sinking amount and the corresponding tire model are entered 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 testing device for a dynamic vehicle weighing system. By positioning a tire mounted on a wheel mounting frame directly above a sector-shaped slider that moves in a straight line, the tire's rolling state on the multiple sector-shaped sliders becomes a linear state. This simulates the tire moving in a straight line on the road surface, thereby simulating the tire traveling on a straight road. This allows the degree of tire deformation and the load-bearing pressure value that matches the tire's rotational speed to be detected, resulting in accurate test results. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 Schematic diagram of the system processing flow of the present invention;

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

[0028] Figure 3 Schematic diagram of the feature recognition unit processing flow of the present invention;

[0029] Figure 4 Schematic diagram of image processing by the image pre-processing unit of the present invention;

[0030] Figure 5 Schematic diagram of image processing by the feature recognition unit of the present invention;

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

[0032] Figure 7 Schematic diagram of the linear relationship between tire deformation and load pressure of the present invention;

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

[0034] Figure 9 This is a schematic diagram of the support plane assembly structure of the present invention;

[0035] Figure 10 A schematic diagram of the motion trajectory of the fan-shaped slider of the present invention;

[0036] Figure 11 This is a schematic diagram of the lower side structure of the disc of the present invention;

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

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

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

[0040] Figure 15 It is a schematic structural diagram of the positioning wheel 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. Support 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. Drive motor A; 33. Auxiliary support wheel. DETAILED DESCRIPTION

[0042] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 making creative efforts 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 with reference to the accompanying drawings.

[0044] Example 1

[0045] Combine 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 the 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 a front view image of the vehicle body and tire. The extraction process includes first using a color image segmentation method to roughly segment the tire's general shape, then using a region growing algorithm to separate the tire and vehicle body background in the target image to extract the tire image, and then using an edge detection method or a morphological algorithm to detect the outer and inner edges of the tire, as well as the pixel points of the tire surface feature edges;

[0047] The tire hub measurement unit generates two corresponding minimum circumscribed rectangles based on the pixel points of the outer and inner edges of the tire measured by the image preprocessing unit. The outer contour of the hub is then generated by inscribing the inner circumscribed rectangle. The outer contour size of the corresponding tire is then generated by the minimum distance between the generated hub center and the left, top, and right sides of the outer rectangle.

[0048] The tire deformation unit, based on the tire wheel calculation unit, the area of ​​the tire outer contour exceeding 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 tire model and specifications based on the tire surface feature edge pixel points 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, and matched with the mechanical deformation parameters of the tire model to obtain the load of a single tire.

[0051] Furthermore, the feature recognition unit extracts pixel points representing the tire model based on the tire surface feature edge pixel points measured by the image preprocessing unit through the OTSU algorithm, then transforms the pixel points into identification symbols through the projection algorithm, and finally matches the corresponding tire model 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 outer radius 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 bounding rectangles are generated. The two bounding 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 perpendicular distances to the four sides of the inner rectangle are calculated. 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 perpendicular distances to the left, top, and right sides of the outer rectangle are calculated through the center coordinate point. 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 perpendicular distance w from the center coordinate point to the bottom side of the outer rectangle is measured and then substituted into the above formula to obtain the value of D.

[0056] When converting the tire load in 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, where 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 on the scale.

[0057] Example 2

[0058] Combine Figures 8-15 A tire mechanical deformation parameter test device for a dynamic vehicle weighing system includes a mounting frame 1, a data configuration mechanism 2 for applying pressure to the tire and driving the rotational speed is provided on the mounting frame 1, and a road surface simulation mechanism 3 for simulating the tire running on a straight road surface is also provided. 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, and the lower output end of the hydraulic cylinder 21 is fixedly connected to a wheel mounting frame 23 for mounting a tire, and a drive motor A is fixedly mounted on the wheel mounting frame 23, and the tire is fixedly connected to the output end of the drive motor A. 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 conditions, 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 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. 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 in a straight line on its surface.

[0062] Compared with existing structures for tire road driving simulation, including conveyor belt, roller and turntable types, they all have disadvantages in testing tire deformation matching tire speed and pressure. For conveyor belt types, the conveyor belt surface generates a lot of heat, causing the tire to heat up due to additional factors, thus affecting its deformation; for rolling types, the roller attached to the lower surface of the tire is not flat, so the tire deformation caused by it is also different from the flat deformation; for turntable types, the tire's forward path relative to the turntable is circular, not straight, so the data obtained is also erroneous.

[0063] This device simulates the path that the tire travels on the surface of the support plane assembly 31 into a straight path, thereby simulating the tire traveling on a straight road, thereby detecting the degree of deformation of the tire when traveling on a straight road and the load-bearing pressure value that matches the tire speed, making the test results accurate.

[0064] Furthermore, the support plane assembly 31 includes a disk 311 connected to the output end of the drive motor B32. An annular through-groove 312 is provided on the surface of the disk 311 near its outer edge. A plurality of slide rails 313 are arranged in a ring-shaped pattern within the annular through-groove 312, pointing toward the center of the disk 311. Sector-shaped sliders 314 are slidably connected to the surface of the slide rails 313. Positioning wheels 316 are provided on the lower surface of the sector-shaped sliders 314. A fixed position limiting guide rail 317 is provided below the disk 311. A parallel portion 3171 is provided in the middle of the limiting guide rail 317, which is parallel to the vertical plane of rotation of the tire mounted on the wheel mounting frame 23. The parallel portion 3171 is used to limit the linear movement of the positioning wheel 316 and position it directly below the tire. A slide groove 3142 is provided on the surface of the sector-shaped slider 314, which is embedded in and slidably connected to the slide rails 313.

[0065] The working principle is as follows: as the disc 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 slider 314. Figure 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. As a result, the sector-shaped slider 314 moves along a straight line under the action of the positioning wheel 316 being limited. After passing through the area of ​​the parallel portion 3171, it is thrown to the outer end of the slide rail column 313 again under the action of centrifugal force, thereby facilitating the repetition of the above process. In this way, when the tire mounted on the wheel mounting frame 23 is arranged directly above the sector-shaped slider 314 that moves along a straight line, its rolling state on the multiple sector-shaped sliders 314 is a straight line state, thereby simulating the state of the tire moving in a straight line on the road surface, thereby making the mechanical deformation parameters of the tire detection more accurate.

[0066] It should be noted that Figure 10 It can be seen that the marking points on the upper and lower sides of the mark 3141 have motion paths that are arcs close to straight lines when the mark 3141 moves in a straight line, and the concave sides face each other. The corresponding contact area between the rolling tire and the rotating fan-shaped slider 314 is limited, so the impact on the width direction of the tire is relatively small, and therefore the impact on the simulation of the tire's straight-line driving is also relatively 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 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 circular motion initially contacts the limiting guide rail 317, it will collide with the surface of the limiting 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 stability of the fan-shaped slider 314 during linear motion.

[0069] Furthermore, an outer frame 315 is provided around the disc 311, the outer frame 315 is fixedly mounted on the mounting frame 1, and a 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 and 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 installed 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 towards 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 two auxiliary support wheels 33 support the lower surface of the disc 311, thereby preventing the central rotating shaft on the lower side of the disc 311 from being subjected to lateral downward pressure, causing that side to easily tilt downward, thereby affecting the service life of the equipment and also causing the tire deformation detection to be inaccurate.

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

[0073] While 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 these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A dynamic vehicle weighing system, characterized by: It includes a tire image shooting unit, which is used to shoot the tires of the 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 a front view image of the vehicle body and tire. The extraction process includes first using a color image segmentation method to roughly segment the tire's general shape, then using a region growing algorithm to separate the tire and vehicle body background in the target image to extract the tire image, and then using an edge detection method or a morphological algorithm to detect the outer and inner edges of the tire, as well as the pixel points of the tire surface feature edges; The tire hub measurement unit generates two corresponding minimum circumscribed rectangles based on the pixel points of the outer and inner edges of the tire measured by the image preprocessing unit. The outer contour of the hub is then generated by inscribing the inner circumscribed rectangle. The outer contour size of the corresponding tire is then generated by the minimum distance between the generated hub center and the left, top, and right sides of the outer rectangle. The tire deformation unit, based on the tire wheel calculation unit, the area of ​​the tire outer contour exceeding the lower edge of the outer rectangle is the vertical sinking amount of the tire; A feature recognition unit is used to extract the tire model and specifications based on the tire surface feature edge pixel points 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, and matched with the mechanical deformation parameters of the tire model to obtain 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 based on the tire surface feature edge pixel points measured by the image preprocessing unit through the OTSU algorithm, 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 formula for calculating the vertical subsidence of the tire by the tire deformation unit is as follows: D=lw Where D represents the vertical sinking of the tire, l represents the outer radius 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 rotational speed is provided, and a road surface simulation mechanism (3) for simulating the tire running on a straight road plane is provided, wherein 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); the output end on the lower side of the hydraulic cylinder (21) is fixedly connected to a wheel mounting frame (23) for mounting a tire; 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 provided 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) includes a support plane component (31) that rotates on a horizontal plane. 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. 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) includes 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 posts (313) pointing to the center of the disk (311) are provided in an annular manner within the circular through-groove (312); a sector-shaped slider (314) is slidably connected to the surface of the slide rail post (313); and a positioning wheel (316) is provided on the lower surface of the sector-shaped slider (314). A fixed position limiting guide rail (317) is provided below the disc (311), and a parallel portion (3171) is provided in the middle of the limiting guide rail (317) and is parallel to the vertical plane of rotation of the tire installed on the wheel mounting frame (23). 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 slider (314) and is embedded in and slidably connected to the slide rail column (313).

8. A dynamic vehicle weighing system according to claim 7, characterized in that: The positioning wheel (316) includes 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 annularly arranged 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. The 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. The dynamic vehicle weighing system according to claim 7, characterized in that: The road surface simulation mechanism (3) further comprises 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) via a support frame; the two auxiliary support wheels (33) and the center of the disc (311) form a triangle; the contact portion between the tire mounted on the wheel mounting frame (23) and the sector-shaped slider (314) is vertically projected within the triangle; and the rotation axis of the auxiliary support wheel (33) is horizontally pointing in the direction of the center of the disc (311).

Images