Vehicle dynamic axle load monitoring system considering self-adaptive correction of pavement structure modulus

Abstract

The invention discloses a vehicle dynamic axle load monitoring system considering pavement structure modulus self-adaptive correction, and belongs to the technical field of road monitoring. The invention aims to solve the problem of low axle load identification precision caused by the fact that the existing road dynamic weighing system does not fully consider the influence of road structural modulus and environment temperature and humidity change. Replacing the corresponding layer of the pavement along the pavement layer by using an elastomer; two rows of horizontal strain sensitive elements are arranged in the elastomer, two columns of vertical strain sensitive elements are arranged in each layer, corresponding to the road surface, in the elastomer and in other layers of the deep road surface, and the two columns of vertical strain sensitive elements correspond to a left axle group wheel track belt and a right axle group wheel track belt of a vehicle respectively; a data acquisition system is adopted to acquire mechanical response measurement values of the horizontal strain sensitive element and the vertical strain sensitive element; and identifying the mechanical response measurement value by adopting a data processing system to obtain a vehicle axle load identification result. The method is used for vehicle axle load identification.

Description

TECHNICAL FIELD

[0001] The application relates to a vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus and belongs to the technical field of road monitoring. BACKGROUND

[0002] Accurate perception of vehicle dynamic axle load is crucial for vehicle overload management and road structure performance analysis. In the past, dynamic weighing systems are usually installed on the road surface. The weighing principle includes piezoelectric weighing technology, bending plate weighing technology, etc. The piezoelectric weighing technology mainly utilizes piezoelectric sensors such as piezoelectric quartz or piezoelectric film to form a potential difference at both ends of the material after deformation caused by the load, thereby generating a voltage, and the voltage is proportional to the deformation. After the calibration of the electric signal, the dynamic weight of the vehicle can be calculated; the bending plate weighing sensor is mainly composed of a steel pad and a strain gauge, which is buried in the pavement. The bearing plate is located on the top of the asphalt pavement, and the strain gauge is located at the bottom of the plate. Under the action of vehicle load, the bending plate will produce a small elastic deformation, and the strain gauge will sense the deformation size and convert it into an electric signal. After calibration, the dynamic monitoring of vehicle load is realized.

[0003] However, the above dynamic weighing system has the following disadvantages:

[0004] 1) The axle load identification parameters need to be initially calibrated. After installing the dynamic weighing system, a vehicle with known weight is used to repeatedly load the weighing system buried in the pavement to calibrate the vehicle axle load.

[0005] 2) The axle load identification accuracy is greatly affected by environmental temperature and humidity. The actual service environment (temperature, humidity) of the road generally changes periodically, especially for asphalt pavement. The change of service temperature will cause the change of the structure modulus of the asphalt layer, resulting in the inconsistency between the service mechanical state and the initial calibration state. Using the initial calibration parameters will greatly reduce the accuracy of vehicle axle load identification.

[0006] 3) The axle load identification accuracy is greatly affected by the long-term service performance degradation of the road. The service performance of the road gradually degrades during long-term service, causing the inconsistency between the long-term service mechanical state and the initial calibration state. Using the initial calibration parameters will greatly reduce the accuracy of vehicle axle load identification.

[0007] 4) The axle load identification parameters need to be regularly recalibrated and updated. In order to improve the identification accuracy, the dynamic weighing system needs to be recalibrated regularly, which is high in manpower and material resources.

[0008] The present application is aimed at the above-mentioned deficiencies and proposes a vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus. SUMMARY

[0009] In view of the problem that the existing road dynamic weighing system does not fully consider the influence of road structure modulus and environmental temperature and humidity changes, resulting in low axle load identification accuracy, the application provides a vehicle dynamic axle load monitoring system considering adaptive correction of road surface structure modulus.

[0010] The vehicle dynamic axle load monitoring system considering adaptive correction of road surface structure modulus of the application comprises an elastomer, a horizontal strain sensitive element, a vertical strain sensitive element, a data acquisition system and a data processing system.

[0011] The modulus of the elastomer is known, and the thickness of the elastomer is the thickness of the surface layer of the road surface or the sum of the thicknesses of n layers downward along the surface layer of the road surface; n is a natural number.

[0012] The elastomer is used to replace the corresponding layer of the road surface along the surface layer of the road surface; two rows of horizontal strain sensitive elements are arranged at the same depth in the elastomer along the driving direction of the vehicle, and two columns of vertical strain sensitive elements are arranged in the corresponding layers of the road surface and other layers of the road surface at the depth along the depth direction of the road surface, so that two vertical strain sensitive elements are arranged in each layer of the road surface, and the two columns of vertical strain sensitive elements correspond to the left axle group wheel trace band and the right axle group wheel trace band of the vehicle respectively.

[0013] The data acquisition system is used to acquire the mechanical response measurement values of the horizontal strain sensitive element and the vertical strain sensitive element; and the data processing system is used to identify the mechanical response measurement values to obtain the vehicle axle load identification result.

[0014] According to the vehicle dynamic axle load monitoring system considering adaptive correction of road surface structure modulus of the application, the elastomer is replaced into the corresponding layer of the road surface by means of grooving, digging or glue injection.

[0015] According to the vehicle dynamic axle load monitoring system considering adaptive correction of road surface structure modulus of the application, the width of the elastomer is the same as the width of the surface layer of the road surface.

[0016] According to the vehicle dynamic axle load monitoring system considering adaptive correction of road surface structure modulus of the application, the data processing system draws a road surface horizontal mechanical response measurement value image according to the mechanical response measurement values of the horizontal strain sensitive element, and draws a road surface vertical mechanical response measurement value image according to the mechanical response measurement values of the vertical strain sensitive element.

[0017] According to the vehicle dynamic axle load monitoring system considering adaptive correction of road surface structure modulus of the application, the data processing system calculates the speed of the vehicle according to the road surface horizontal mechanical response measurement value image, the distance between the two rows of horizontal strain sensitive elements and the time difference of the vehicle passing through the two rows of horizontal strain sensitive elements.

[0018] According to the vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus, the data processing system obtains a maximum value of the horizontal strain sensitive element mechanical response measurement value based on the pavement horizontal mechanical response measurement value image, and takes the action point position corresponding to the maximum value of the mechanical response measurement value as the axle position of the vehicle.

[0019] According to the vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus, the data processing system obtains the number of wave peaks of the horizontal strain sensitive element mechanical response time history curve based on the pavement horizontal mechanical response measurement value image, and determines the axle type of the vehicle based on the number of wave peaks.

[0020] According to the vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus, the data processing system corrects the modulus of each pavement layer according to the pavement vertical mechanical response measurement value image, the vehicle speed, the axle position of the vehicle and the axle type of the vehicle, and calculates and obtains the vehicle axle load identification result.

[0021] According to the vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus, the method for correcting the modulus of each pavement layer and obtaining the vehicle axle load identification result by the data processing system is as follows:

[0022] Step one: set the initial value of the modulus of each pavement layer and the initial value of the vehicle axle load; combine the vehicle speed, the axle position of the vehicle and the axle type of the vehicle, and use the layered elastic system mechanics theory to calculate the vertical mechanical response theoretical value of the other pavement layers inside and deep in the elastic body;

[0023] Step two: calculate the ratio of the vertical mechanical response measurement value to the vertical mechanical response theoretical value inside the elastic body, multiply the ratio by the current vehicle axle load to obtain the updated vehicle axle load, and multiply the ratio by the vertical mechanical response theoretical value of the other pavement layers to obtain the updated vertical mechanical response theoretical value of the other pavement layers;

[0024] Step three: multiply the modulus of the other pavement layers by the updated vertical mechanical response theoretical value of the other pavement layers, and divide each product by the vertical mechanical response measurement value of the other pavement layers to obtain the updated modulus of the other pavement layers;

[0025] Step four: based on the updated vehicle axle load and the updated modulus of the other pavement layers, use the layered elastic system mechanics theory to calculate the vertical mechanical response theoretical value of the other pavement layers inside and deep in the elastic body again;

[0026] Step five: calculate the relative error between the vertical mechanical response theoretical value of the other pavement layers inside and deep in the elastic body calculated in step four and the vertical mechanical response measurement value of the other pavement layers inside and deep in the elastic body;

[0027] If the relative error exceeds the set threshold, return to step two; until the relative error meets the set threshold, the current updated modulus and updated vehicle axle load are taken as the final identification result.

[0028] According to the vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus of the present application, in step five, the current updated modulus is taken as the modulus initial value for next calculation in step one.

[0029] The method for judging whether the relative error exceeds the set threshold is:

[0030] The relative error of each layer of other pavement layers inside and deep in the elastomer is calculated, the average relative error is calculated from the relative error of each layer, and the average relative error is compared with the set threshold to determine whether it exceeds the set threshold; or the relative error of each layer is compared with the set threshold respectively, and the case that the relative error of each layer meets the set threshold is regarded as that the relative error meets the set threshold.

[0031] The present application has the beneficial effects that: the present application realizes the calculation and evaluation of vehicle axle type, axle position and vehicle speed by collecting and processing the mechanical response data generated by the moving vehicle load and drawing the mechanical response measurement value image; and the adaptive correction method of the modulus of each structure layer of the pavement is proposed by combining the mechanical response measurement value image of each structure layer of the pavement with the mechanical theory of layered elastic system, the influence variable of the change of the pavement modulus caused by the service environment and long-term service is effectively considered, the accuracy of subsequent axle load identification is ensured, and strong reference is provided for vehicle overload management and road structure performance analysis.

[0032] The present application arranges the elastomer with known modulus and certain thickness, a plurality of strain sensitive elements in the horizontal direction and a plurality of strain sensitive elements in the vertical direction, and the installation mode is simple and convenient and easy to implement in engineering; in the vehicle axle load monitoring process, the adaptive correction of the modulus of each structure layer of the pavement can be achieved, manual periodic calibration is avoided, and manpower and material resources are saved. BRIEF DESCRIPTION OF DRAWINGS

[0033] Figure 1 is the panoramic schematic view of the vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus of the present application;

[0034] Figure 2 is the sectional view of Figure 1 ;

[0035] Figure 3 is the algorithm flowchart of the vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus of the present application. DETAILED DESCRIPTION

[0036] With reference to the accompanying drawings, the technical solutions in the embodiments of the present application will be clearly and completely described in order to make the technical solutions in the embodiments of the present application apparent to those skilled in the art. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative efforts belong to the scope of the present application.

[0037] DETAILED DESCRIPTION Figures 1 to 3 As shown in the drawings, the present application provides a vehicle dynamic axle load monitoring system considering pavement structure modulus adaptive correction, which comprises an elastomer 1, horizontal strain sensitive elements 2, vertical strain sensitive elements 3, a data acquisition system and a data processing system.

[0038] The modulus of the elastomer 1 is known, and the thickness of the elastomer 1 is the thickness of the pavement surface layer or the sum of the thicknesses of n layers along the pavement surface layer downward, and n is a natural number.

[0039] The elastomer 1 is used to replace the corresponding layer of the pavement along the pavement surface layer; two rows of horizontal strain sensitive elements 2 are arranged at the same depth in the elastomer 1 along the driving direction of the vehicle to form two test strips, and the two test strips are spaced apart by a certain distance; meanwhile, two columns of vertical strain sensitive elements 3 are arranged in the corresponding layers of the pavement and other layers of the pavement at the depth along the depth direction of the pavement, so that two vertical strain sensitive elements 3 are arranged in each layer of the pavement, and the two columns of vertical strain sensitive elements 3 correspond to the left axle group wheel trace band and the right axle group wheel trace band of the vehicle respectively.

[0040] The data acquisition system is used to acquire the mechanical response measurement values of the horizontal strain sensitive elements 2 and the vertical strain sensitive elements 3 during the driving of the vehicle; and the data processing system is used to identify the mechanical response measurement values to obtain the vehicle axle load identification result.

[0041] The vertical strain sensitive elements 3 can be arranged by drilling. The thickness of the elastomer 1 can be only the thickness of the pavement surface layer, or the thickness of several layers including the pavement surface layer, and the embedding depth of the horizontal strain sensitive elements 2 arranged in the elastomer 1 is not limited and can be selected according to actual needs. In the vertical direction, including the elastomer 1 and each layer of the pavement below the elastomer 1, at least one vertical strain sensitive element 3 needs to be arranged at the corresponding positions of the left axle group wheel trace band and the right axle group wheel trace band in each layer of the corresponding pavement structure; the arrangement depth of the vertical strain sensitive elements 3 is known and is used to measure the mechanical response of each layer under the moving vehicle load. The arrangement position of the vertical strain sensitive elements 3 can be selected at the middle part of each layer of the pavement.

[0042] The two test strips are used to test the distribution of the mechanical response of the elastomer in the horizontal direction under the moving vehicle load.

[0043] As an example, the elastomer 1 is replaced in the corresponding layer of the road surface by grooving, excavation or injection of adhesive, replacing one or more layers of the original road surface.

[0044] The width of the elastic body 1 is the same as the width of the road surface layer.

[0045] Furthermore, the data processing system plots a horizontal mechanical response measurement image of the road surface based on the mechanical response measurement value of the horizontal strain-sensitive element 2, and plots a vertical mechanical response measurement image of the road surface based on the mechanical response measurement value of the vertical strain-sensitive element 3.

[0046] The data processing system calculates the vehicle speed based on the measured image of the road surface horizontal mechanical response, the distance between the two rows of horizontal strain sensitive elements 2, and the time difference between the vehicle passing the two rows of horizontal strain sensitive elements 2.

[0047] The data processing system obtains the occurrence time corresponding to the mechanical response amplitude based on the two test strips, and obtains the time difference.

[0048] The data processing system obtains the maximum mechanical response measurement value of the horizontal strain sensitive element 2 based on the road surface horizontal mechanical response measurement value image, and takes the point of action corresponding to the maximum mechanical response measurement value as the axle position of the vehicle.

[0049] The data processing system obtains the number of peaks in the mechanical response time history curve of the horizontal strain sensitive element 2 based on the measured image of the road surface horizontal mechanical response, and determines the axle type of the vehicle based on the number of peaks.

[0050] Furthermore, combining Figure 3 As shown, the data processing system corrects the modulus of each layer of the road surface based on the measured image of the vertical mechanical response of the road surface, the vehicle speed, the vehicle axle position, and the vehicle axle type, and calculates the vehicle axle load identification result.

[0051] In this embodiment, the method by which the data processing system corrects the modulus of each road layer and obtains the vehicle axle load identification result is as follows:

[0052] Step 1: Set the initial values ​​of the modulus of each pavement layer and the initial values ​​of the vehicle axle load; combine the vehicle speed, axle position and axle type, and use the layered elastic system mechanics theory to calculate the theoretical values ​​of the vertical mechanical response of other pavement layers inside and deep within the elastic body.

[0053] Step 2: Calculate the ratio of the measured value of the vertical mechanical response inside the elastic body to the theoretical value of the vertical mechanical response. Multiply the ratio by the current vehicle axle load to obtain the updated vehicle axle load. Multiply the ratio by the theoretical value of the vertical mechanical response of other pavement layers to obtain the updated theoretical value of the vertical mechanical response of other pavement layers.

[0054] Step 3: Multiply the updated theoretical value of the vertical mechanical response of other pavement layers by the modulus of other pavement layers, and then divide each product by the measured value of the vertical mechanical response of other pavement layers to obtain the updated modulus of other pavement layers.

[0055] Step 4: Based on the updated vehicle axle load and the updated modulus of other pavement layers, the theoretical values ​​of the vertical mechanical response of other pavement layers inside and deep within the elastic body are calculated using the layered elastic system mechanics theory.

[0056] Step 5: Calculate the relative error between the theoretical value of the vertical mechanical response of other pavement layers inside and deep within the elastic body obtained in Step 4 and the measured value of the vertical mechanical response of other pavement layers inside and deep within the elastic body.

[0057] If the relative error exceeds the set threshold, return to step two; until the relative error meets the set threshold, end the calculation process, and use the currently updated modulus and the updated vehicle axle load as the final identification result.

[0058] In step five, the currently updated modulus is used as the initial value of the modulus for the next calculation in step one to improve computational efficiency.

[0059] The method for determining whether the relative error exceeds the set threshold is as follows:

[0060] Calculate the relative error of each layer of other pavement layers inside and deep within the elastomer, calculate the average relative error from the relative error of each layer, compare the average relative error with a set threshold to determine whether it exceeds the set threshold; or compare the relative error of each layer with the set threshold separately, and consider the case where the relative error of each layer meets the set threshold as the relative error meeting the set threshold.

[0061] In this embodiment, the elastomer 1 can be epoxy resin, nylon, etc.

[0062] In this embodiment, the horizontal strain-sensitive element 2 and the vertical strain-sensitive element 3 can be resistance strain gauges, fiber optic gratings, distributed optical fibers, piezoelectric ceramics, or thermocouples, etc.

[0063] In this embodiment, in addition to the iterative methods described above, the data processing system may also include Newton's method, pattern search, genetic algorithm, particle swarm optimization, surrogate model method, neural network, deep learning, etc., to correct the modulus of each road layer and obtain the vehicle axle load identification results.

[0064] In this embodiment, the mechanical theory and methods for layered elastic systems include analytical solution methods or finite element methods.

[0065] Example:

[0066] Combination Figure 1 and Figure 2 As shown, taking a 7-layer pavement structure as an example, the thicknesses of each layer from top to bottom are 0.05, 0.06, 0.07, 0.2, 0.2, 0.2, and +∞ m, respectively; the Poisson's ratios of each layer from top to bottom are 0.25, 0.25, 0.25, 0.25, 0.25, 0.25, and 0.35, respectively; and the densities of each layer from top to bottom are 2400, 2400, 2400, 2200, 2200, 2200, and 1900 kg / m³, respectively. 3 .

[0067] An elastomer 1 with a known modulus and a certain thickness (0.05 μm, modulus 5000 MPa) replaces the surface layer. Several strain-sensitive elements 2 along the horizontal direction and several strain-sensitive elements 3 along the vertical direction are constructed using fiber Bragg grating strings. The fiber Bragg grating strings in the horizontal strain-sensitive elements 2 are spaced 5 cm apart, and the two strips of the horizontal strain-sensitive elements 2 are spaced 0.5 μm apart. The vertical strain-sensitive elements 3 are drilled and arranged near the left and right wheel tracks, with the fiber Bragg grating strings positioned at m / s of 0.025, 0.08, 0.145, 0.28, 0.48, 0.68, and 0.88 μm, respectively. Figure 1 and Figure 2 As shown.

[0068] Combination Figure 3 To process monitoring data:

[0069] Figure 3 In this example, N represents the total number of layers in the road structure, which is 7.

[0070] First, vehicle speed, axle position, and axle type are identified. Based on the mechanical responses obtained from several strain-sensitive elements 2 along the horizontal direction and several strain-sensitive elements 3 along the vertical direction during actual vehicle operation, a road surface mechanical response measurement image is plotted. Based on this mechanical response measurement image, the time difference is obtained by considering the occurrence time corresponding to the mechanical response amplitudes of two adjacent strain-sensitive elements 2 along the horizontal direction. Combined with the set distance between two adjacent strain-sensitive elements 2 along the horizontal direction, the current vehicle speed is calculated, and the identification result is 81 km / h. The point of application corresponding to the maximum mechanical response amplitude obtained from the strain-sensitive elements 2 along the horizontal direction is taken as the current axle position of the vehicle, and the identification result is a distance of +0.05m from the wheel-rail strip. Based on the number of peaks in the mechanical response time history curve obtained from the strain-sensitive elements 2 along the horizontal direction, the current axle type of the vehicle is determined, and the identification result is a single axle with two wheels.

[0071] Then comes structural modulus correction and axle load identification.

[0072] Step 1: Set the initial values ​​of the modulus of each pavement layer (3000, 4000, 8000, 9000, 8500, and 100 MPa for layers 2 to 7, respectively) and the initial values ​​of the vehicle axle load (single axle with two wheels, tire ground stress of 0.7 MPa, load circle radius of 0.1065 m, distance between the two circles of 0.3195 m, speed of movement of 81 km / h, and axle position offset of +0.05 m). Using the mechanical theory of layered elastic systems, calculate the theoretical values ​​of the mechanical response of each layer of the pavement inside the elastic body and the lower pavement.

[0073] Step 2: Multiply the measured mechanical response value of the elastic body near the right wheel track (the mechanical response amplitude of the first layer is -107.0με) by the theoretical mechanical response value and obtain the updated vehicle axle load by multiplying it by the current vehicle axle load; multiply the measured mechanical response value of the elastic body near the right wheel track by the theoretical mechanical response value of each layer of the lower road surface by the theoretical mechanical response value of each layer of the lower road surface near the right wheel track.

[0074] Step 3: Multiply the updated theoretical values ​​of the mechanical response of each layer of the road surface under the right wheel track by the modulus of each layer of the current road surface under the right wheel track, and then divide them by the measured values ​​of the mechanical response of each layer of the road surface under the right wheel track (the mechanical response amplitudes from layer 2 to layer 7 are -55.2, -43.9, -16.8, -8.4, -6.7, and -29.5με, respectively) to obtain the updated modulus of each layer of the road surface under the right wheel track.

[0075] Step 4: Based on the updated modulus of each pavement layer and vehicle axle load, the mechanical response theoretical values ​​of each pavement layer inside the right wheel track elastic body and the lower pavement layer are recalculated using the layered elastic system mechanics theory.

[0076] Step 5: Calculate the relative error between the theoretical values ​​of the mechanical response of each layer of the right wheel track elastomer and the lower road surface and the measured values ​​of the mechanical response of the right wheel track. If the relative error is greater than the threshold, repeat steps 2, 3, and 4. If the relative error is less than or equal to the threshold, end the calculation process and finally obtain the modulus correction values ​​of each road surface layer (8124, 6190, 8454, 7791, 6453, and 135 MPa for layers 2 to 7) and the vehicle axle load results (right axle load of 51.4 kN for a single axle dual-wheel set).

[0077] While the invention has been described herein with reference to specific embodiments, it should be understood that these embodiments are merely examples of the principles and applications of the invention. Therefore, it should be understood that many modifications can be made to the exemplary embodiments, and other arrangements can be designed without departing from the spirit and scope of the invention as defined by the appended claims. It should be understood that different dependent claims and features described herein can be combined in ways different from those described in the original claims. It is also understood that features described in conjunction with individual embodiments can be used in other described embodiments.

Claims

1. A vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus, characterized in that... It includes an elastomer (1), a horizontal strain-sensitive element (2), a vertical strain-sensitive element (3), a data acquisition system, and a data processing system; The modulus of the elastomer (1) is known, and the thickness of the elastomer (1) is the thickness of the road surface layer or the sum of the thicknesses of n layers downward from the road surface layer; n is a natural number. An elastomer (1) is used to replace the corresponding layer of the road surface. Two rows of horizontal strain-sensitive elements (2) are set at the same depth in the elastomer (1) along the vehicle driving direction. At the same time, two columns of vertical strain-sensitive elements (3) are set in the elastomer (1) in each layer corresponding to the road surface and in other road layers at depth along the road surface depth direction, so that each layer of the road surface is equipped with two vertical strain-sensitive elements (3). The two columns of vertical strain-sensitive elements (3) correspond to the wheel track of the left axle group and the wheel track of the right axle group of the vehicle, respectively. The mechanical response measurements of the horizontal strain-sensitive element (2) and the vertical strain-sensitive element (3) are collected using a data acquisition system; then the mechanical response measurements are identified using a data processing system to obtain the vehicle axle load identification results.

2. The vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus according to claim 1, characterized in that, The elastomer (1) is replaced into the corresponding layer of the road surface by grooving, excavation or injection.

3. The vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus according to claim 1, characterized in that, The width of the elastomer (1) is the same as the width of the road surface layer.

4. The vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus according to claim 1, characterized in that, The data processing system draws a map of the horizontal mechanical response of the road surface based on the mechanical response measurement value of the horizontal strain-sensitive element (2), and draws a map of the vertical mechanical response of the road surface based on the mechanical response measurement value of the vertical strain-sensitive element (3).

5. The vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus according to claim 4, characterized in that, The data processing system calculates the vehicle speed based on the measured image of the road surface horizontal mechanical response, the distance between the two rows of horizontal strain sensitive elements (2), and the time difference between the vehicle passing the two rows of horizontal strain sensitive elements (2).

6. The vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus according to claim 5, characterized in that, The data processing system obtains the maximum mechanical response measurement value of the horizontal strain sensitive element (2) based on the road surface horizontal mechanical response measurement value image, and takes the point of action corresponding to the maximum mechanical response measurement value as the axle position of the vehicle.

7. The vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus according to claim 6, characterized in that, The data processing system obtains the number of peaks in the mechanical response time history curve of the horizontal strain sensitive element (2) based on the measured image of the road surface horizontal mechanical response, and determines the axle type of the vehicle based on the number of peaks.

8. The vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus according to claim 7, characterized in that, The data processing system corrects the modulus of each layer of the road surface based on the measured image of the road surface vertical mechanical response, the vehicle speed, the vehicle axle position, and the vehicle axle type, and calculates the vehicle axle load identification result.

9. The vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus according to claim 8, characterized in that, The data processing system corrects the modulus of each road layer and obtains the vehicle axle load identification results as follows: Step 1: Set the initial values ​​of the modulus of each pavement layer and the initial values ​​of the vehicle axle load; combine the vehicle speed, axle position and axle type, and use the layered elastic system mechanics theory to calculate the theoretical values ​​of the vertical mechanical response of other pavement layers inside and deep within the elastic body. Step 2: Calculate the ratio of the measured value of the vertical mechanical response inside the elastic body to the theoretical value of the vertical mechanical response. Multiply the ratio by the current vehicle axle load to obtain the updated vehicle axle load. Multiply the ratio by the theoretical value of the vertical mechanical response of other pavement layers to obtain the updated theoretical value of the vertical mechanical response of other pavement layers. Step 3: Multiply the updated theoretical value of the vertical mechanical response of other pavement layers by the modulus of other pavement layers, and then divide each product by the measured value of the vertical mechanical response of other pavement layers to obtain the updated modulus of other pavement layers. Step 4: Based on the updated vehicle axle load and the updated modulus of other pavement layers, the theoretical values ​​of the vertical mechanical response of other pavement layers inside and deep within the elastic body are calculated using the layered elastic system mechanics theory. Step 5: Calculate the relative error between the theoretical value of the vertical mechanical response of other pavement layers inside and deep within the elastic body obtained in Step 4 and the measured value of the vertical mechanical response of other pavement layers inside and deep within the elastic body. If the relative error exceeds the set threshold, return to step two; until the relative error meets the set threshold, the currently updated modulus and the updated vehicle axle load are used as the final identification result.

10. The vehicle dynamic axle load monitoring system considering adaptive correction of pavement structure modulus according to claim 9, characterized in that, In step five, the currently updated modulus is used as the initial value of the modulus for the next calculation in step one; The method for determining whether the relative error exceeds the set threshold is as follows: Calculate the relative error of each layer of other road surface layers inside and deep within the elastomer, calculate the average relative error from the relative error of each layer, and compare the average relative error with a set threshold to determine whether it exceeds the set threshold. Alternatively, the relative error of each layer can be compared with a set threshold, and the case where the relative error of each layer meets the set threshold is considered as the relative error meeting the set threshold.

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