Amphibious transport equipment and method and device for monitoring the onshore loading center of gravity thereof

Abstract

The present application belongs to the technical field of vehicle gravity center monitoring, and particularly relates to an amphibious transport equipment and a land loading gravity center monitoring method and device thereof. The method comprises the following steps: S1, calculating the gravity center position of the vehicle in real time when the amphibious transport equipment is loaded on land; S2, determining the float center position when the vehicle enters water in the current state according to the current total mass and axle load ratio of the vehicle and the corresponding relationship between the float center position and the total mass and axle load ratio; S3, determining the gravity center deviation range which can make the water attitude of the vehicle reasonable after launching according to the float center position; and S4, if the current vehicle does not occur overloading and unbalance loading and the real-time gravity center position falls within the gravity center deviation range, it is indicated that the loading position is reasonable. The present application solves the technical problem that the attitude after launching cannot be determined to be reasonable in the prior art when the amphibious transport equipment is loaded on land.

Description

Technical Field

[0001] This invention belongs to the field of vehicle center of gravity monitoring technology, specifically relating to an amphibious transport equipment and its land-based loading center of gravity monitoring method and device. Background Technology

[0002] Amphibious transport equipment is first loaded and secured on land (or on a ship) before entering the water. However, if the loading of materials on land is uneven, the equipment will also tilt on the water. Since it is generally not possible to adjust the loading of materials while sailing on the water, the equipment may face huge safety risks.

[0003] Currently, when amphibious transport equipment loads supplies on land, the rationality of the loading is generally judged by human experience. This cannot ensure the rationality of the load distribution on each axle after loading, nor can it guarantee the rationality of the water attitude (i.e., the rationality of the equipment's center of gravity and center of buoyancy) after the vehicle enters the water. Traditional methods cannot accurately determine the loading situation, which affects both the land driving performance and the safety of the amphibious transport equipment in water navigation. If excessive unbalanced loading occurs, the equipment must return to port to rework and adjust the loaded supplies, affecting the transport efficiency.

[0004] A search of industry patents reveals several relevant issues concerning cargo misalignment and water attitude in equipment: One focuses on resolving the misalignment between the cargo's center of gravity and the vehicle's center of gravity in fully hydraulic frames (e.g., patent CN201646506U) to eliminate safety hazards related to cargo misalignment; the other explores solutions for testing special vehicles on water (e.g., patent CN116972802A) to address the issue of manually judging vehicle water attitude inappropriateness, thereby reducing subjective errors, operational inconvenience, and improving efficiency. However, none of these studies simultaneously address the issue of ensuring a reasonable water attitude for equipment after it enters the water by monitoring the rationality of the front-end loading (i.e., land loading).

[0005] Chinese utility model patent CN201646506U, authorized on November 24, 2010, discloses a fully hydraulic frame vehicle with automatic weighing, center of gravity display, and high-speed operation. Its purpose is to solve the problem of uneven loading of cargo, i.e., the safety hazard caused by the misalignment of the cargo's center of gravity with the vehicle's center of gravity. The core technology involves collecting pressure sensor signals installed on the hydraulic lines of the hydraulic cylinders of two adjacent sets of suspension wheel sets on both sides of the frame, transmitting the signals to a programmable controller, and calculating the total weight (G) and center of gravity coordinates (X, Y) of the load using specific mechanical formulas. The calculated weight and center of gravity coordinates are then displayed in real-time on an LCD screen in the driver's cab, providing intuitive guidance for the operator. However, this solution only addresses the uneven loading problem caused by the misalignment of the cargo's center of gravity with the vehicle's center of gravity; it fails to resolve the issue of the reasonable alignment between the center of gravity and the center of buoyancy.

[0006] Chinese invention patent application CN116972802A, published on October 31, 2023, discloses a device and method for testing the water attitude of a special vehicle. Its purpose is to address the shortcomings of traditional methods, which rely on attaching scales to the side of the vehicle and manually visually measuring the draft, resulting in significant subjective errors, inconvenience, and interference. The principle involves using at least three graduated transparent vertical tubes, fixed to multiple corners on the front and rear sides of the vehicle via a mounting bracket adapted to the vehicle's shape. Employing the principle of communicating vessels, it accurately measures the water attitude (pitch angle of the front and rear and lateral tilt angle of the vehicle) of the amphibious vehicle during research and testing, ensuring vehicle stability and safety. While this patent can monitor the water attitude of the amphibious vehicle, it cannot address the rationality of loading on land, nor can it simultaneously guarantee the rationality of loading on land. Although the patent can monitor water attitude (the relative position of the center of gravity and center of buoyancy), its principle cannot integrate the monitoring of the rationality of loading on land.

[0007] In summary, existing amphibious transport equipment cannot determine whether its attitude is reasonable after being launched into the water when loaded on land, and cannot adjust the loading when transported on water. Summary of the Invention

[0008] The purpose of this invention is to provide an amphibious transport equipment and a method and device for monitoring the center of gravity of its land loading, so as to solve the technical problem in the prior art that it is impossible to determine whether the attitude of the amphibious transport equipment is reasonable after it is loaded on land.

[0009] To address the aforementioned technical problems, the first aspect of this invention provides a method for monitoring the center of gravity of amphibious transport equipment on land, the method comprising:

[0010] S1. Calculate the vehicle's center of gravity position in real time when amphibious transport equipment is loaded on land;

[0011] S2. Determine the position of the buoyancy center when the vehicle enters the water in its current state by using the pre-determined correspondence between the current total mass and axle load ratio of the vehicle.

[0012] S3. Determine the range of center of gravity deviation that allows the vehicle to maintain a reasonable waterborne posture after being launched, based on the position of the buoyancy center.

[0013] S4. If the vehicle is not currently unbalanced or overloaded and the real-time center of gravity position falls within the center of gravity deviation range, it indicates that the loading position is reasonable.

[0014] In one possible implementation, the correspondence includes: buoyancy center position. ordinate The position of the center of buoyancy obtained by fitting the experimental data. x-coordinate Regression relationship with total mass and axle load ratio.

[0015] In one possible implementation, the correspondence includes: the position of the center of buoyancy obtained by fitting experimental data. x-coordinate and ordinate Regression relationship with total mass and axle load ratio.

[0016] In one possible implementation, in S3, the range of the center of gravity deviation is:

[0017]

[0018] in, The coordinates of the center of gravity; is the coordinate of the center of buoyancy; A and B are the maximum permissible deviations of the center of gravity and the center of buoyancy on the x and y axes, respectively, determined in advance based on the vehicle's actual measurement data to ensure a reasonable water posture after the vehicle is launched.

[0019] In one possible implementation, the amphibious transport equipment is a three-axle vehicle; in a coordinate system with the vehicle's forward direction as the positive x-axis and the direction pointing to the right from the front axle of the vehicle as the positive y-axis, the coordinates of the center of gravity are... Determined in the following manner:

[0020]

[0021]

[0022] in, Front axle load; It is a biaxial load; For triaxial loads; This refers to the wheelbase between the front axle and the second axle; This refers to the wheelbase between the two and three axes. Wheelbase; Load on the right side of the vehicle; This refers to the load on the left side of the vehicle.

[0023] In one possible implementation, S4 further includes: if the current vehicle is unbalanced, overloaded, or the real-time center of gravity position falls outside the center of gravity deviation range, it indicates that the loading position is unreasonable, and S1 is re-executed after adjusting the cargo loading position.

[0024] In one possible implementation, the axle loads and left and right side loads are calculated based on the pressure of the suspension system at each wheel collected by the air springs:

[0025]

[0026]

[0027]

[0028]

[0029]

[0030] in, The pressure of the air springs at the left wheels of the front axle, second axle, and third axle are respectively. These are the cross-sectional areas of the hydraulic spring cylinders at the front axle, second axle, and third axle, respectively. The pressure of the air springs at the right wheels of the front axle, second axle, and third axle are respectively.

[0031] In one possible implementation, S4 further includes: displaying the center of gravity position and the range of center of gravity deviation in real time on the instrument panel display screen of the amphibious transport equipment for the operator's viewing.

[0032] To address the aforementioned technical problems, a second aspect of the present invention provides a land-based loading center of gravity monitoring device for amphibious transport equipment, comprising a processor for executing a computer program to implement the steps of the method in any possible implementation of the first aspect of the present invention.

[0033] To address the aforementioned technical problems, a third aspect of the present invention provides an amphibious transport device, including a vehicle controller, the vehicle controller including a processor, the processor being configured to execute a computer program to implement the steps of the method in any possible implementation of the first aspect of the present invention.

[0034] The beneficial effects of this invention are as follows: By monitoring the loading situation on land (or ship) and automatically determining the rationality of the loading on both land and water based on the relative positional relationship between the center of gravity and the center of buoyancy, this invention can avoid the problem of off-center loading of amphibious transport equipment after it enters the water, thus achieving the goal of simultaneously ensuring the rationality of both land loading and water attitude. This invention solves the technical problem in the prior art where it is impossible to determine whether the attitude of amphibious transport equipment is reasonable after it enters the water when it is loaded on land. Attached Figure Description

[0035] Figure 1 This is a block diagram of the monitoring system in an embodiment of the amphibious transport equipment land loading center of gravity monitoring method of the present invention;

[0036] Figure 2 This is a schematic diagram of the center of gravity, center of buoyancy, and coordinate system in an embodiment of the amphibious transport equipment land-loading center of gravity monitoring method of the present invention.

[0037] Figure 3This is a flowchart of the data acquisition process for center of gravity and buoyancy in the implementation method of the amphibious transport equipment land loading center of gravity monitoring method of the present invention;

[0038] Figure 4 This is a flowchart illustrating the method for monitoring the center of gravity of amphibious transport equipment on land, as described in this invention.

[0039] Figure 5 This is a schematic diagram showing the correct loading status in an embodiment of the amphibious transport equipment land loading center of gravity monitoring method of the present invention.

[0040] Figure 6 This is a schematic diagram showing the incorrect loading status in an embodiment of the amphibious transport equipment land loading center of gravity monitoring method of the present invention;

[0041] Figure 7 This is a schematic diagram of the device architecture in an embodiment of the amphibious transport equipment land-based loading center of gravity monitoring device of the present invention. Detailed Implementation

[0042] This invention monitors the loading status on land (or ship) and automatically determines the rationality of both land and water loading based on the relative positional relationship between the center of gravity and the center of buoyancy. By monitoring the land loading status, it avoids the problem of uneven loading after amphibious transport equipment enters the water, achieving the goal of simultaneously ensuring the rationality of both land loading and water attitude. This invention solves the technical problem in existing technologies where it is impossible to determine the rationality of the attitude of amphibious transport equipment after launch when it is loaded on land.

[0043] To make the objectives, technical solutions, and advantages of the present invention clearer, the technical solutions of the present invention will be further described in detail below with reference to the accompanying drawings.

[0044] Implementation method for monitoring the center of gravity of amphibious transport equipment on land:

[0045] This invention addresses the issue of ensuring both the rationality of land-based loading and the rationality of water-based attitude in amphibious transport equipment. It proposes a fundamental innovative concept: Since it's impossible to definitively determine whether amphibious transport equipment will be unevenly loaded after being launched from land (or ship), and adjustments to the loading are not possible on the water, a center of gravity monitoring technology for amphibious transport equipment is designed. This technology monitors the land-based loading status (automatically displaying whether the axle loads of each shaft meet requirements) and automatically monitors the matching between the center of gravity and the center of buoyancy through an algorithm, ensuring both rational land-based loading and rational water-based attitude after launch. Specifically, the pressure of the hydraulic spring pressure sensors on each axle is collected, and an algorithm is used to obtain the load magnitude of each axle, the total mass of the equipment, and the coordinate position of the equipment's center of gravity. Simultaneously, the total mass of the equipment is incorporated into the algorithm and compared with the position of the center of buoyancy under various total mass states. The relative relationship between the equipment's center of gravity and the center of buoyancy is displayed on an LCD screen in the cockpit, thus achieving the goal of simultaneously ensuring rational land-based loading and rational water-based attitude.

[0046] A schematic diagram of the amphibious transport device implementing this method is shown below. Figure 1 As shown, the air spring pressure sensor provides air spring pressure value signals corresponding to the load of each wheel, which is used to monitor the pressure magnitude and changes in the air suspension system in real time, provide feedback on the suspension status, and ensure the smoothness and safety of vehicle driving.

[0047] Vehicle controller: A programmable controller responsible for acquiring and processing sensor signals, and coordinating the operation of the instrument panel display; it is used to convert the pressure signals of each wheel's air springs into the load of each wheel, and automatically calculate the axle load, total mass, and vehicle mass position after loading according to a preset algorithm.

[0048] Instrument panel display screen: Located in front of the driver's seat, this information display interface integrates information such as vehicle speed, fuel consumption, navigation, and vehicle status, providing real-time data interaction for the driver. It displays the calculated load of each wheel, total mass, center of gravity coordinates, and deviation from the center of buoyancy (water attitude) on the monitor in the cab in real time, providing intuitive guidance for the operator.

[0049] CAN bus: Collects data from the hydraulic spring pressure sensor, processes and makes decisions at the vehicle control unit (VCU), and provides feedback to the instrument panel display, enabling real-time transmission and coordination of critical data. Data is transmitted in real-time between the pressure sensor, VCU, and instrument panel display.

[0050] A method for monitoring the center of gravity of amphibious transport equipment on land, such as Figure 4 As shown, it includes the following steps:

[0051] 1. Load the cargo.

[0052] 2. Collect the pressure values ​​of the oil and gas springs of each wheel after loading is completed.

[0053] 3. Input the pressure of each wheel's hydraulic spring into the central controller, and then, based on the vehicle's preset coordinate position (using a Cartesian coordinate system formed by a typical automotive plane, such as...),... Figure 2 As shown, in a Cartesian coordinate system (xOy plane) with the vehicle's forward direction as the positive x-axis, the direction of the front axle pointing to the right as the positive y-axis, and the midpoint of the front axle as the origin O, the deviation of the vehicle's left and right loads is calculated using the following formula:

[0054] Vehicle left side load :

[0055]

[0056] Vehicle right side load :

[0057]

[0058] Front axle load :

[0059]

[0060] Biaxial load :

[0061]

[0062] Triaxial load :

[0063]

[0064] Total mass G:

[0065]

[0066] Axle load ratio i:

[0067]

[0068] in, The pressure of the air springs at the left wheels of the front axle, second axle, and third axle, respectively (i.e., Figure 1 (P1 left, P2 left and P3 left in the middle). These are the cross-sectional areas of the hydraulic spring cylinders at the front axle, second axle, and third axle, respectively. The pressure of the air springs at the right wheels of the front axle, second axle, and third axle respectively (i.e., Figure 1 (P1 right, P2 right, and P3 right in the middle). This refers to the wheelbase between the front axle and the second axle; This refers to the wheelbase between the two and three axes. This refers to the wheel track.

[0069] Calculate the coordinates of the vehicle's center of gravity :

[0070]

[0071]

[0072] in, This refers to the wheelbase between the front axle and the second axle; This refers to the wheelbase between the two and three axes. This refers to the wheel track.

[0073] In other embodiments, the pressure value obtained by the oil spring pressure sensor can be replaced by tire pressure, provided that accuracy is maintained.

[0074] 4. On-land load eccentricity judgment: If the load is unevenly distributed to the left or right or front and back, that is, the deviation of the vehicle's center of gravity from y=0 (i.e., the x-axis) exceeds the allowable value, the x-axis coordinate of the center of gravity will be affected. or y-axis coordinate If the load exceeds the preset coordinate range (which is determined based on the center of gravity coordinates within the vehicle's permissible off-center load range on land), a warning will be displayed on the instrument panel and the off-center load will be adjusted.

[0075] 5. Land overload judgment: Calculate the total mass G according to the formula and determine whether it is overloaded (the total mass of the equipment exceeds the maximum allowable total mass). If overload occurs, a warning will be displayed on the instrument screen and the loading mass will be adjusted.

[0076] 6. Determining the Matching of Center of Gravity and Center of Buoyancy: To ensure the speed and safety of the amphibious vehicle on water, the position of the amphibious vehicle's center of buoyancy is determined by the total mass (G) under different loads and the axle load ratios i. The permissible deviation range of this position relative to the amphibious vehicle's center of gravity in the vehicle's x-direction is ±A, which is obtained through experiments and simulations. Similarly, to ensure the stability and straight-line navigation performance of the amphibious vehicle, the permissible deviation range of the amphibious vehicle's center of buoyancy F relative to its center of gravity in the vehicle's Y-direction is obtained through experiments and simulations.

[0077] 7. Data Acquisition Process for Permissible Deviation between Center of Gravity and Center of Lift: With varying total weights (G) and axle load ratios (i) between the unloaded and fully loaded maximum gross weights, and with different loads and lateral load distributions, real-vehicle tests and simulations are conducted to assess the amphibious vehicle's amphibious performance. This ultimately yields the permissible deviation between the center of gravity and center of buoyancy, as well as the allowable loading deviation range under different loads. The data acquisition flowchart for the center of gravity and center of buoyancy is shown below. Figure 3 As shown:

[0078] 1) Loading goods of different masses and measuring the load on each axle (i.e., N1~N3, ), and by measuring the position of the center of buoyancy on the water;

[0079] 2) Calculate the total weight and center of gravity of the vehicle, referring to the formula in step 3 for the calculation method;

[0080] 3) Conduct simulation analysis of the ship's maximum speed and stability on water;

[0081] 4) Based on the simulation results of the maximum speed and stability on the water, and combined with the values ​​of the pitch and roll angles on the water, determine whether the water navigation attitude of the amphibious vehicle after loading meets the set standard value requirements (the preset range of pitch and roll angle values).

[0082] If the load does not meet the standard requirements, adjust the load on each axle by adjusting the position of the cargo, and recalculate and simulate.

[0083] 5) If the standard value requirements are met, record the test data such as the position of the center of gravity, the position of the center of buoyancy, and the shaft load ratio.

[0084] Repeat steps 1) to 5) to obtain a batch of experimental data; some data are shown in the table below:

[0085] <![CDATA[X position of the center of buoyancy f > Total mass G Axle load ratio i(N1 / (N2+N3)) Remark <![CDATA[X f1 ]]> <![CDATA[G1]]> <![CDATA[≤i1]]> Unloaded axle load ratio … … … Ideal Axle Load Ratio <![CDATA[X f2 ]]> <![CDATA[G2]]> <![CDATA[≥i2]]> Full load axle load ratio

[0086] The position X of the center of buoyancy was established through multiple linear regression analysis. f The mathematical relationship between (the x-coordinate of the center of buoyancy) and the total mass G and the shaft load ratio i is as follows:

[0087] X f =C+f×G-t×i

[0088] In the above formula, C, f, and t are constants determined based on regression analysis. The permissible deviation range in the X-direction is ±A, and the permissible deviation range in the Y-direction is ±B, determined by statistically analyzing the positions of the center of buoyancy and the center of gravity.

[0089] Theoretically, the center of buoyancy and the center of gravity should be on the x-axis, the center of symmetry (i.e.) Figure 2 (the two red dots in the image), therefore, in this embodiment, the ordinate of the buoyancy center F is set to... Only by fitting the x-coordinate of the center of buoyancy through experimental data. f The fitting relationship with G and i. In other implementations, this may not be the default. During fitting, except for the x-axis X f The fitting relationship with G and i is also used to fit the ordinate. The fitting relationship with G and i.

[0090] 8. Write the established mathematical model and allowable deviation range (±A and ±B) into the oil-air spring suspension algorithm program.

[0091] 9. The reasonable matching relationship and allowable deviation range of the center of mass and center of buoyancy under different total masses have been obtained through the above simulation analysis and experimental verification. This establishes a correlation between the loaded cargo and the center of buoyancy in ensuring the optimal waterborne navigation attitude. This correlation and allowable deviation range are displayed on the instrument display screen. If the deviation exceeds the range, a warning is issued and the loading mass is required to be adjusted. If the deviation is within the allowable range, the cargo loading is completed and the cargo can be secured.

[0092] This embodiment also develops an instrument display capable of showing and warning the center of gravity position. The green frame represents the forward / backward and left / right position of the center of buoyancy (i.e., the range of center of gravity deviation). The position of the green frame changes depending on the total mass of the amphibious transport equipment (the allowable deviation range in the X-direction is ±A, and the allowable deviation range in the Y-direction is ±B). The red dot represents the center of gravity position of the amphibious transport equipment, and it moves with different center of gravity positions. The green frame is set as a range, indicating that a certain deviation is allowed between the center of gravity and the center of buoyancy, but the red dot (center of gravity) must remain within the green frame. The green frame represents the range of center of gravity deviation, and its position is determined by the position of the center of buoyancy, i.e.:

[0093]

[0094] in, The coordinates of the center of gravity; is the coordinate of the center of buoyancy; A and B are the maximum permissible deviations of the center of gravity and the center of buoyancy on the x and y axes, respectively, determined in advance based on the vehicle's actual measurement data to ensure a reasonable water posture after the vehicle is launched.

[0095] like Figure 5 and Figure 6 As shown, the red dot represents the vehicle's center of gravity. If the red dot falls within the area of ​​the green box, the loading position is reasonable. If the red dot falls outside the area of ​​the green box, the loading position is unreasonable.

[0096] In other implementations, feedback from vehicle attitude angle sensors on water can be introduced to achieve closed-loop dynamic monitoring of the vehicle's navigation attitude on water.

[0097] Implementation method of amphibious transport equipment land loading center of gravity monitoring device:

[0098] A schematic diagram of the architecture of the amphibious transport equipment land-based loading center of gravity monitoring device in this embodiment is shown below. Figure 7As shown, the system includes a memory, a processor, a system bus, and a computer program stored in the memory. The processor and memory communicate and exchange data via the system bus. The processor executes the computer program to implement the steps of the amphibious transport equipment land loading center of gravity monitoring method described in the embodiments of the present invention. The specific amphibious transport equipment land loading center of gravity monitoring method has been described in sufficient detail in the above embodiments and will not be repeated here. The processor can be a microprocessor (MCU) or other processing device; the memory can be any type of memory that stores information using electrical energy, such as non-volatile storage media (including computer programs, databases), or other types of memory.

[0099] The amphibious transport equipment land-based loading center of gravity monitoring device of this embodiment can be deployed in the vehicle controller; or it can be deployed separately as a monitoring device.

[0100] Implementation methods for amphibious transport equipment:

[0101] The amphibious transport equipment in this embodiment includes a vehicle controller, and the architecture diagram of the vehicle controller can be shown as follows: Figure 7 As shown, the system includes a memory, a processor, a system bus, and a computer program stored in the memory. The processor and memory communicate and exchange data via the system bus. The processor executes the computer program to implement the steps of the amphibious transport equipment land loading center of gravity monitoring method described in the embodiments of the present invention. The specific amphibious transport equipment land loading center of gravity monitoring method has been described in sufficient detail in the above embodiments and will not be repeated here. The processor can be a microprocessor (MCU) or other processing device; the memory can be any type of memory that stores information using electrical energy, such as non-volatile storage media (including computer programs, databases), or other types of memory.

[0102] This invention has the following characteristics:

[0103] This invention monitors the loading situation on land (or on ships) and automatically judges the rationality of loading on both land and water. By monitoring the loading situation on land, it avoids the problem of uneven loading of amphibious transport equipment after it enters the water, while ensuring the safety of water navigation and the performance of land driving. It is a pioneering technology applied to amphibious transport equipment.

[0104] This invention establishes a mathematical model and logical judgment relationship for whether the center of gravity and center of buoyancy are reasonably matched, and displays this information through an instrument panel. The instrument panel in the driver's area displays the position of the vehicle's center of gravity after loading and automatically judges and warns of its reasonableness, enabling the driver to easily identify and assess the reasonableness of the loading.

[0105] Finally, it should be noted that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still make modifications to the technical solutions described in the foregoing embodiments without creative effort, or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for monitoring the center of gravity of amphibious transport equipment on land, characterized in that, The method includes: S1. Calculate the vehicle's center of gravity position in real time when amphibious transport equipment is loaded on land; S2. Determine the position of the buoyancy center when the vehicle enters the water in its current state by using the pre-determined correspondence between the current total mass and axle load ratio of the vehicle. S3. Determine the range of center of gravity deviation that allows the vehicle to maintain a reasonable waterborne posture after being launched, based on the position of the buoyancy center. S4. If the vehicle is not currently unbalanced or overloaded and the real-time center of gravity position falls within the center of gravity deviation range, it indicates that the loading position is reasonable.

2. The method for monitoring the center of gravity of amphibious transport equipment on land as described in claim 1, characterized in that, The correspondence includes: buoyancy center position ordinate The position of the center of buoyancy obtained by fitting the experimental data. x-coordinate Regression relationship with total mass and axle load ratio.

3. The method for monitoring the center of gravity of amphibious transport equipment on land as described in claim 1, characterized in that, The correspondence includes: the position of the center of buoyancy obtained by fitting experimental data. x-coordinate and ordinate Regression relationship with total mass and axle load ratio.

4. The method for monitoring the center of gravity of amphibious transport equipment on land according to any one of claims 1 to 3, characterized in that, In S3, the range of the center of gravity deviation is: in, The coordinates of the center of gravity; is the coordinate of the center of buoyancy; A and B are the maximum permissible deviations of the center of gravity and the center of buoyancy on the x and y axes, respectively, determined in advance based on the vehicle's actual measurement data to ensure a reasonable water posture after the vehicle is launched.

5. The method for monitoring the center of gravity of amphibious transport equipment on land according to any one of claims 1 to 3, characterized in that, The amphibious transport equipment is a three-axle vehicle; in a coordinate system with the vehicle's forward direction as the positive x-axis and the direction pointing to the right from the front axle as the positive y-axis, the coordinates of the center of gravity are... Determined in the following manner: in, Front axle load; It is a biaxial load; For triaxial loads; This refers to the wheelbase between the front axle and the second axle; This refers to the wheelbase between the two and three axes. Wheelbase; Load on the right side of the vehicle; This refers to the load on the left side of the vehicle.

6. The method for monitoring the center of gravity of amphibious transport equipment on land according to any one of claims 1 to 3, characterized in that, S4 also includes: if the current vehicle is unbalanced, overloaded, or the real-time center of gravity is outside the center of gravity deviation range, it indicates that the loading position is unreasonable, and S1 is re-executed after adjusting the cargo loading position.

7. The method for monitoring the center of gravity of amphibious transport equipment on land according to claim 5, characterized in that, The axle loads and left and right side loads are calculated based on the pressure of the suspension system at each wheel collected by the air springs: in, The pressure of the air springs at the left wheels of the front axle, second axle, and third axle are respectively. These are the cross-sectional areas of the hydraulic spring cylinders at the front axle, second axle, and third axle, respectively. The pressure of the air springs at the right wheels of the front axle, second axle, and third axle are respectively.

8. The method for monitoring the center of gravity of amphibious transport equipment on land according to claim 1, characterized in that, S4 also includes: displaying the center of gravity position and the range of center of gravity deviation in real time on the instrument panel display screen of the amphibious transport equipment, so that the operator can view it.

9. A land-based center of gravity monitoring device for amphibious transport equipment, comprising a processor, characterized in that, The processor is used to execute a computer program to implement the steps of the amphibious transport equipment land loading center of gravity monitoring method as described in any one of claims 1 to 8.

10. An amphibious transport device, comprising a vehicle controller, the vehicle controller including a processor, characterized in that, The processor is used to execute a computer program to implement the steps of the amphibious transport equipment land loading center of gravity monitoring method as described in any one of claims 1 to 8.

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