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

Abstract

The application discloses a vehicle dynamic axle load monitoring system considering self-adaptive correction of pavement structure modulus and belongs to the technical field of road monitoring. The application aims at 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 precision. The corresponding layer of the pavement is replaced by an elastomer along the pavement surface layer; two rows of horizontal strain sensitive elements are arranged in the elastomer, and two columns of vertical strain sensitive elements are arranged in the corresponding layers of the elastomer and other pavement layers at a deep position, the two columns of vertical strain sensitive elements correspond to the left axle group wheel trace belt and the right axle group wheel trace belt of the vehicle respectively; a data acquisition system is used to collect the mechanical response measurement values of the horizontal strain sensitive elements and the vertical strain sensitive elements; and a data processing system is used to identify the mechanical response measurement values, so as to obtain the vehicle axle load identification result. The application is used for identifying the vehicle axle load.

Description

Technical Field

[0001] This invention relates to a vehicle dynamic axle load monitoring system that takes into account adaptive correction of pavement structure modulus, and belongs to the field of road monitoring technology. Background Technology

[0002] Accurate sensing of vehicle dynamic axle load is crucial for managing vehicle overloading and analyzing road structural performance. Previously, dynamic weighing systems were typically installed on the road surface. Weighing principles include piezoelectric weighing technology and bending plate weighing technology. Piezoelectric weighing technology mainly utilizes piezoelectric sensors such as piezoelectric quartz or piezoelectric films. When subjected to load and deformation, a potential difference is formed across the material, generating a voltage. The voltage magnitude is proportional to the deformation. After calibration and processing of the electrical signal, the dynamic weight of the vehicle can be calculated. Bending plate weighing sensors mainly consist of a steel plate and strain gauges. After being embedded inside the road surface, the bearing plate is located at the top of the asphalt pavement, and the strain gauges are located at the bottom. Under vehicle load, the bending plate undergoes slight elastic deformation. The strain gauges sense the deformation and convert it into an electrical signal. After calibration, dynamic monitoring of vehicle load is achieved.

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

[0004] 1) Axle load identification parameters require initial calibration. After the dynamic weighing system is installed, a loader of known weight is used to repeatedly load the weighing system buried in the road surface to calibrate the vehicle axle load.

[0005] 2) Axle load identification accuracy is greatly affected by ambient temperature and humidity. The actual service environment of roads (temperature and humidity) generally undergoes periodic changes, especially for asphalt pavements. Changes in service temperature will cause changes in the structural modulus of the asphalt layer, resulting in inconsistencies between the road's service mechanical state and its initial calibration state. Using the initial calibration parameters will lead to a significant reduction in vehicle axle load identification accuracy.

[0006] 3) Axle load recognition accuracy is significantly affected by the long-term performance degradation of roads. Over time, road performance gradually declines, causing a discrepancy between the road's long-term mechanical state and its initial calibration state. Using the initial calibration parameters will lead to a substantial decrease in vehicle axle load recognition accuracy.

[0007] 4) Axle load identification parameters need to be recalibrated and updated periodically. To improve identification accuracy, the dynamic weighing system needs to be recalibrated regularly, which incurs high costs in terms of manpower and resources.

[0008] To address the above shortcomings, this invention proposes a vehicle dynamic axle load monitoring system that considers adaptive correction of road surface structure modulus. Summary of the Invention

[0009] To address the problem that existing road dynamic weighing systems do not fully consider the influence of road structure modulus and environmental temperature and humidity changes, resulting in low axle load identification accuracy, this invention provides a vehicle dynamic axle load monitoring system that considers adaptive correction based on road structure modulus.

[0010] The present invention provides a vehicle dynamic axle load monitoring system that considers adaptive correction of pavement structure modulus, comprising 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 downwards from the surface layer of the road surface; where n is a natural number.

[0012] An elastomer is used to replace the corresponding layer of the road surface. Two rows of horizontal strain-sensitive elements are set at the same depth in the elastomer along the vehicle travel direction. At the same time, two columns of vertical strain-sensitive elements are set in the elastomer in each layer corresponding to the road surface and in other road layers at depth, so that each layer of the road surface is equipped with two vertical strain-sensitive elements. The two columns of vertical strain-sensitive elements correspond to the wheel track of the left axle group and the wheel track of the right axle group of the vehicle, respectively.

[0013] A data acquisition system is used to collect mechanical response measurements of horizontal and vertical strain-sensitive elements; then a data processing system is used to identify the mechanical response measurements to obtain vehicle axle load identification results.

[0014] According to the vehicle dynamic axle load monitoring system of the present invention, which considers adaptive correction of road structure modulus, the elastomer is replaced into the corresponding layer of the road surface by grooving, excavation, or injection.

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

[0016] According to the vehicle dynamic axle load monitoring system of the present invention, which considers adaptive correction of pavement structure modulus, the data processing system plots a pavement horizontal mechanical response measurement image based on the mechanical response measurement value of the horizontal strain-sensitive element, and plots a pavement vertical mechanical response measurement image based on the mechanical response measurement value of the vertical strain-sensitive element.

[0017] According to the vehicle dynamic axle load monitoring system of the present invention, which considers adaptive correction of road structure modulus, the data processing system calculates the vehicle speed based on the measured image of the road horizontal mechanical response, the distance between two rows of horizontal strain sensitive elements, and the time difference between the vehicle passing the two rows of horizontal strain sensitive elements.

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

[0019] According to the vehicle dynamic axle load monitoring system of the present invention, which considers adaptive correction of road surface structure modulus, the data processing system obtains the number of peaks in the mechanical response time history curve of the horizontal strain sensitive element 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.

[0020] According to the vehicle dynamic axle load monitoring system of the present invention, which considers adaptive correction of road structure modulus, 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.

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

[0022] 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.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] According to the vehicle dynamic axle load monitoring system of the present invention, which considers adaptive correction of road structure modulus, in step five, the currently updated modulus is used as the initial value of the modulus to be calculated in step one.

[0029] The method for determining whether the relative error exceeds the set threshold is as follows:

[0030] 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.

[0031] The beneficial effects of this invention are as follows: This invention collects and processes mechanical response data generated by moving vehicle loads, and plots mechanical response measurement images to calculate and evaluate vehicle axle type, axle position, and vehicle speed. Furthermore, by combining the mechanical response measurement images of each structural layer of the road surface with the mechanical theory of layered elastic systems, an adaptive correction method for the modulus of each structural layer of the road surface is proposed. This method effectively considers the influence variables of service environment and long-term service-induced changes in road surface modulus, ensuring the accuracy of subsequent axle load identification and providing a strong reference for vehicle overload management and road structure performance analysis.

[0032] This invention deploys an elastic body with a known modulus and a certain thickness, several strain-sensitive elements along the horizontal direction, and several strain-sensitive elements along the vertical direction. The installation method is simple and convenient, and easy to implement in engineering. During vehicle axle load monitoring, it can achieve adaptive correction of the modulus of each structural layer of the road surface, eliminating the need for regular manual calibration and saving manpower and resources. Attached Figure Description

[0033] Figure 1 This is a panoramic schematic diagram of the vehicle dynamic axle load monitoring system that considers adaptive correction of road structure modulus as described in this invention.

[0034] Figure 2 yes Figure 1 Cross-sectional view;

[0035] Figure 3 This is a flowchart of the algorithm for the vehicle dynamic axle load monitoring system that considers adaptive correction of road surface structure modulus as described in this invention. Detailed Implementation

[0036] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] Specific Implementation Method 1: Combination Figures 1 to 3 As shown, the present invention provides a vehicle dynamic axle load monitoring system that considers adaptive correction of road surface structure modulus, including an elastic body 1, a horizontal strain sensitive element 2, a vertical strain sensitive element 3, a data acquisition system and a data processing system;

[0038] The modulus of elastic body 1 is known, and the thickness of elastic body 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.

[0039] An elastomer 1 is used to replace the corresponding layer of the road surface along the road surface layer; two rows of horizontal strain-sensitive elements 2 are set at the same depth in the elastomer 1 along the vehicle travel direction to form two test strips, with a set distance between the two test strips; 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 surface 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, and 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;

[0040] A data acquisition system is used to collect the mechanical response measurements of the horizontal strain-sensitive element 2 and the vertical strain-sensitive element 3 during vehicle operation; then a data processing system is used to identify the mechanical response measurements to obtain the vehicle axle load identification results.

[0041] The vertical strain-sensitive element 3 can be installed by drilling. The thickness of the elastic body 1 can be only the thickness of the road surface layer, or it can be the thickness of several layers including the road surface layer. The embedding depth of the horizontal strain-sensitive element 2 installed in the elastic body 1 is not limited and can be selected according to actual needs. In the vertical direction, including the elastic body 1 and each road surface layer below the elastic body 1, at least one vertical strain-sensitive element 3 must be installed at the corresponding position of the wheel track of the left axle group and the wheel track of the right axle group of the vehicle in each layer of the corresponding road surface structure. The installation depth of the vertical strain-sensitive element 3 is known and is used to measure the mechanical response of each layer under the load of a moving vehicle. The installation position of the vertical strain-sensitive element 3 can be selected in the middle of each road surface layer.

[0042] Two test strips are used to test the distribution of the elastic body's mechanical response in the horizontal direction under the load of a moving vehicle.

[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. 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. 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.

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, 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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