Yaw stabilizing chassis of automatic guided vehicle

Abstract

The invention discloses a yaw stabilizing chassis of an automated guided vehicle, which relates to the technical field of vehicle chassis, and comprises a chassis, front wheels are mounted at the bottom of the chassis through a yaw stabilizing assembly, and rear wheels are mounted at the bottom of the chassis through a rear buffer assembly. The front wheels and the rear wheels are correctly installed on the yaw stabilizing assembly and the rear buffering assembly, a control system of the automatic guided vehicle is started, and in the running process of the vehicle, if the vehicle encounters an uneven road surface or an obstacle, the front wheels effectively restrain transverse swing through a yaw support, a longitudinal pull rod and a yaw pressure relief unit in the yaw stabilizing assembly; when the vehicle passes through an uneven road surface, an inclined damping piece and a vertical damping piece absorb and relieve vibration, a first telescopic damping piece and a second telescopic damping piece in the rear buffering assembly are combined with a first buffering spring and a second buffering spring, the additional damping effect is provided, and stable operation of rear wheels is ensured. The stability and the damping performance of the vehicle can be effectively improved.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle chassis, and in particular to a yaw-stabilized chassis for an unmanned transport vehicle. Background Art

[0002] With the rapid development of logistics, warehousing and manufacturing industries, AGVs (Automated Guided Vehicles) play an increasingly important role in modern industry. These vehicles can move autonomously in factories and warehouses to perform tasks such as cargo handling and loading and unloading, greatly improving production efficiency and management levels. However, in practical applications, AGVs face many technical challenges, especially in complex and changing working environments. How to maintain the stability and driving stability of the vehicle is a key issue.

[0003] Traditional unmanned transport vehicle chassis designs mostly use simple structures, mainly relying on fixed wheels and basic shock absorbers. This design works well when driving on flat ground, but when encountering uneven roads, obstacles or high-speed turns, the vehicle is prone to swaying, vibration, or even tipping, which seriously affects the safety and efficiency of the transport task. These problems are particularly prominent when the vehicle is carrying heavy objects.

[0004] In order to solve the above problems, in recent years, more and more research and development have focused on improving the stability and shock absorption performance of unmanned transport vehicles. Some advanced designs have introduced complex suspension systems and multiple shock absorbing devices to alleviate the vibration and sway of the vehicle during driving. However, these systems are usually complex in structure, expensive, difficult to maintain, and difficult to promote on a large scale in industrial applications.

[0005] Based on this, the present invention proposes a yaw-stabilized chassis for unmanned transport vehicles, which aims to achieve improved stability and shock absorption performance by optimizing the structural design while maintaining the simplicity and maintainability of the system. The chassis design can not only effectively suppress the yaw and vibration of the vehicle during driving, enhance the driving stability and safety of the vehicle, but also has modularization and protection functions, adapts to various complex industrial environments, and meets the needs of modern logistics and manufacturing industries for efficient and reliable transport equipment. Summary of the invention

[0006] 1. Technical issues to be resolved In view of the deficiencies in the prior art, the present invention provides a yaw-stabilized chassis for an unmanned transport vehicle to solve the problem raised in the above background technology that the conventional unmanned transport vehicle chassis is prone to yaw, vibrate or even tip over when encountering uneven roads, obstacles or high-speed turns, thus seriously affecting the safety and efficiency of the transport task.

[0007] (II) Technical solution To achieve the above objectives, the present invention is implemented through the following technical solutions: a yaw stabilization chassis for an unmanned transport vehicle, comprising: a chassis, the front wheels are installed on the bottom of the chassis through a yaw stabilization component, and the rear wheels are installed on the bottom of the chassis through a rear buffer component.

[0008] Preferably, the yaw stabilization assembly includes: a yaw bracket, one end of a longitudinal tie rod is fixedly connected to the yaw bracket, the other end of the longitudinal tie rod is movably connected to the chassis via a first rotating pair, the same yaw pressure relief units are symmetrically provided at the left and right ends of the yaw bracket, and the front wheel is connected to the yaw bracket via the yaw pressure relief unit.

[0009] Preferably, the fixed end of the oblique damping member is movably connected to the sway bracket, the movable end of the oblique damping member is connected to the first connecting rod via the second rotating pair, and the end of the first connecting rod away from the oblique damping member is movably connected to the chassis.

[0010] Preferably, one end of the vertical damping member is movably connected to the chassis, the other end of the vertical damping member is movably connected to the lateral support, and the vertical damping member is sleeved on the outer wall of the vertical damping member.

[0011] Preferably, the lateral pressure relief unit includes: a dustproof box, which is fixedly connected to the end of the lateral support, a transverse pressure-bearing part fixedly connected to the inner wall of the dustproof box, and an airbag is provided in the transverse pressure-bearing part, a first buffer groove is provided on the side of the transverse pressure-bearing part close to the U-shaped fastener, one end of the lateral pillar is fixedly connected to the transverse pressure-bearing part, and the other end of the lateral pillar extends out of the dustproof box and is movably connected to the pressure-bearing part, and the front wheel is connected to the pressure-bearing part through a connecting unit.

[0012] Preferably, the sliding member is movably connected to the outer wall of the lateral pillar, and the U-shaped fastener is fastened to the sliding member, the connecting block is symmetrically fixed to the U-shaped end of the U-shaped fastener front and back, one end of the cross support rod extends into the connecting block and is slidably connected to the connecting block, the other end of the cross support rod is slidably connected to the first buffer groove, one end of the central pillar is movably connected to the sliding member, and the other end of the central pillar is fixedly connected to the center of the first buffer groove.

[0013] Preferably, a mounting groove is provided on one side of the pressure-bearing part close to the U-shaped fastener, a guide rod is fixed in the mounting groove, several groups of sealing sleeves are fixed at equal intervals on one side of the U-shaped fastener close to the pressure-bearing part, and each group of sealing sleeves is arranged one-to-one correspondingly from a group of second connecting rods, damping fluid is filled in the sealing sleeves, one end of the second connecting rod is slidably connected to the guide rod, and the other end of the second connecting rod is movably extended into the sealing sleeve.

[0014] Preferably, the connecting unit comprises: a connecting member and a rotating connecting part, the connecting member extends from one side close to the pressure-bearing member to form connecting part one, the connecting member extends from one side close to the rotating connecting part to form connecting part two, the outer wall of the rotating connecting part extends symmetrically to form a fixed end face, and a diagonal support member is fixedly provided on the top of the rotating connecting part.

[0015] Preferably, the second connecting part and the fixed end face are connected by connecting bolts, an elastic resistance piece is fixed on the diagonal support piece, the vertical section of the L-shaped connecting rod is movably connected to the rotating connecting part through a universal bearing, and the front wheel is installed on the horizontal section of the L-shaped connecting rod.

[0016] Preferably, the rear buffer assembly includes: a fixed end of telescopic damping member one is fixedly connected to the chassis, an output end of telescopic damping member one is fixedly connected to the support base, a buffer spring is sleeved on the outer wall of telescopic damping member one, an output end of telescopic damping member two is fixedly connected to the chassis, a fixed end of telescopic damping member two is fixedly connected to the hinge seat, two ends of buffer spring two are respectively fixedly connected to the chassis and the hinge seat, one end of the elastic bent rod is movably connected to the hinge seat, and the other end of the elastic bent rod is fixedly connected to the support base.

[0017] Compared with the prior art, the present invention has the following beneficial effects: 1. Modular design: Various chassis components such as yaw stabilization components and rear buffer components adopt modular design, which is easy to install, maintain and replace, and improves the maintainability and service life of the vehicle.

[0018] 2. Multi-layer shock absorption system: Through the combination of longitudinal pull rods, lateral pressure relief units, oblique damping elements, vertical damping elements and various buffer springs, a multi-layer shock absorption system is formed, which can effectively absorb and alleviate various vibrations during vehicle driving, thereby improving the shock absorption performance of the chassis and the driving stability of the vehicle.

[0019] 3. Roll stability: The design of the roll bracket and longitudinal tie rod enables the front wheels to be connected to the roll bracket through the roll pressure release unit, which enhances the roll stability of the chassis, reduces the lateral shaking of the vehicle during driving, and improves driving safety.

[0020] 4. Flexible connection structure: The use of flexible connection structures such as rotating pairs, sliding parts and universal bearings allows each component to move relatively and adapt to different road conditions, thereby improving the adaptability and flexibility of the vehicle.

[0021] 5. Double protection of shock absorption and buffering: By setting up a variety of shock absorption and buffering devices such as oblique damping parts, vertical damping parts, telescopic damping parts and buffer springs, double protection is provided to ensure that the vehicle can run smoothly under complex road conditions and reduce the impact and wear on the chassis and other components.

[0022] 6. Stable structure: Through the design of multiple connection units and rotating connections, the connection between components is more stable, enhancing the overall strength and durability of the chassis. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention; Figure 2It is a schematic diagram of the structure of the yaw stabilization assembly in the present invention; Figure 3 It is a schematic diagram of the structure of the lateral pressure release unit in the present invention; Figure 4 It is a schematic diagram of the connecting unit structure in the present invention; Figure 5 This is a schematic diagram of the explosion structure of the connection unit in the present invention; Figure 6 It is a schematic diagram of the structure of the rear buffer assembly in the present invention.

[0024] In the figure: 1, chassis; 2, front wheel; 3, rear wheel; 4, yaw stabilization assembly; 5, rear buffer assembly; 6, yaw bracket; 7, longitudinal tie rod; 8, first rotation pair; 9, yaw pressure release unit; 10, oblique damping member; 11, second rotation pair; 12, first connecting rod; 13, vertical damping member; 14, shock-absorbing spring; 15, dustproof box; 16, lateral pressure-bearing member; 17, airbag; 18, first buffer groove; 19, cross support rod; 20, central pillar; 21, connecting block; 22, lateral pillar; 23, special-shaped spring rod; 24, sliding member; 25, U-shaped buckle 1. Part; 26. Sealing sleeve; 27. Damping fluid; 28. Pressure-bearing part; 29. ​​Mounting groove; 30. Guide rod; 31. Second connecting rod; 32. Connecting unit; 33. Connecting part; 34. Connecting part one; 35. Connecting part two; 36. Connecting bolt; 37. Rotating connecting part; 38. Fixed end face; 39. Universal bearing; 40. Diagonal support; 41. Elastic resistance; 42. L-shaped connecting rod; 43. Telescopic damping part one; 44. Buffer spring one; 45. Buffer spring two; 46. Telescopic damping part two; 47. Articulated seat; 48. Elastic bent rod; 49. Support base. DETAILED DESCRIPTION

[0025] In the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes, and do not specifically refer to the order or sequence, nor are they used to limit the present invention. They are only used to distinguish the protective components or operations described with the same technical terms, and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions and technical features between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0026] Example 1 See also Figure 1-2An embodiment of the present invention includes: a chassis 1, a front wheel 2 installed on the bottom of the chassis 1 through a yaw stabilization component 4, and a rear wheel 3 installed on the bottom of the chassis 1 through a rear buffer component 5.

[0027] Preferably, the yaw stabilization assembly 4 includes: a yaw bracket 6, one end of a longitudinal tie rod 7 is fixedly connected to the yaw bracket 6, the other end of the longitudinal tie rod 7 is movably connected to the chassis 1 via a first rotating pair 8, the same yaw pressure relief units 9 are symmetrically provided at the left and right ends of the yaw bracket 6, and the front wheel 2 is connected to the yaw bracket 6 via the yaw pressure relief unit 9.

[0028] Preferably, the fixed end of the oblique damping member 10 is movably connected to the sway bracket 6 , the movable end of the oblique damping member 10 is connected to the first connecting rod 12 via the second rotating pair 11 , and the end of the first connecting rod 12 away from the oblique damping member 10 is movably connected to the chassis 1 .

[0029] Preferably, one end of the vertical damping member 13 is movably connected to the chassis 1 , and the other end of the vertical damping member 13 is movably connected to the lateral support 6 , and the vertical damping member 13 is sleeved on the outer wall of the vertical damping member 13 .

[0030] The working principle and beneficial effects of the above technical solution are as follows: by correctly installing the front wheel 2 and the rear wheel 3 on the yaw stabilizer assembly 4 and the rear buffer assembly 5, checking whether all connecting parts and shock absorbing devices are firmly installed to ensure that all parts can operate normally, then starting the control system of the unmanned transport vehicle, setting the target route and transport task through the control system, and the control system transmits the command to the driving unit of the chassis to start the vehicle to move. During the driving process of the vehicle, if it encounters an uneven road surface or an obstacle, the front wheel 2 effectively suppresses the lateral swing through the yaw bracket 6, the longitudinal tie rod 7 and the yaw pressure release unit 9 in the yaw stabilizer assembly 4 to keep the vehicle stable. When the road surface is uneven, the oblique damping member 10 and the vertical damping member 13 absorb and alleviate vibrations. The telescopic damping member 1 43 and the telescopic damping member 2 46 in the rear buffer assembly 5, combined with the buffer spring 1 44 and the buffer spring 2 45, provide additional shock-absorbing effects to ensure the smooth operation of the rear wheel 3. When the vehicle needs to turn or change its route, the flexible connection structure of the yaw stabilization assembly 4 and the rear buffer assembly 5 allows the front wheel 2 and the rear wheel 3 to flexibly adjust their angles relative to the chassis 1 to ensure that the vehicle can turn smoothly and accurately. After arriving at the target location, the control system instructs the chassis drive unit to stop the vehicle. After the vehicle stops, the cargo can be unloaded and the handling task can be completed.

[0031] Among them, it is necessary to regularly check the connection of the chassis and its components to ensure that there is no looseness or damage, check and replace worn shock-absorbing parts such as buffer springs, damping fluid, etc., to keep the shock-absorbing system in good condition.

[0032] Through the above-mentioned manner, the present invention can effectively improve the stability, shock absorption performance and operational flexibility of the vehicle in actual use, and ensure the efficient and safe completion of the handling task.

[0033] Example 2 Based on Example 1, please refer to Figure 2-3 The lateral pressure relief unit 9 includes: a dustproof box 15, the dustproof box 15 is fixedly connected to the end of the lateral support 6, a transverse pressure-bearing member 16 is fixedly connected to the inner wall of the dustproof box 15, and an airbag 17 is arranged in the transverse pressure-bearing member 16, a first buffer groove 18 is opened on the side of the transverse pressure-bearing member 16 close to the U-shaped fastener 25, one end of the lateral support 22 is fixedly connected to the transverse pressure-bearing member 16, and the other end of the lateral support 22 extends out of the dustproof box 15 and is movably connected to the pressure-bearing member 28, and the front wheel 2 is connected to the pressure-bearing member 28 through the connecting unit 32.

[0034] Preferably, the sliding member 24 is movably sleeved on the outer wall of the lateral support 22, and the U-shaped fastener 25 is fastened on the sliding member 24, the connecting block 21 is symmetrically fixed to the U-shaped end of the U-shaped fastener 25 front and back, one end of the cross support rod 19 extends into the connecting block 21 and is slidably connected to the connecting block 21, the other end of the cross support rod 19 is slidably connected to the first buffer groove 18, one end of the central support rod 20 is movably connected to the sliding member 24, and the other end of the central support rod 20 is fixedly connected to the center of the first buffer groove 18.

[0035] Preferably, a mounting groove 29 is opened on one side of the pressure-bearing part 28 close to the U-shaped fastener 25, and a guide rod 30 is fixed in the mounting groove 29. Several groups of sealing sleeves 26 are fixed at equal intervals on one side of the U-shaped fastener 25 close to the pressure-bearing part 28, and each group of sealing sleeves 26 is arranged one by one in correspondence with a group of second connecting rods 31. Damping fluid 27 is injected in the sealing sleeves 26. One end of the second connecting rod 31 is slidably connected to the guide rod 30, and the other end of the second connecting rod 31 is movably extended into the sealing sleeve 26.

[0036] The working principle and beneficial effects of the above technical solution are as follows: when encountering an uneven road surface, the shaking generated by the front wheel 2 is transmitted to the pressure-bearing member 28 through the connecting unit 32, and a part of the lateral pressure is directly transmitted to the lateral pressure-bearing member 16 through the two groups of lateral pillars 22 for pressure bearing, and another part of the lateral pressure will push a plurality of groups of second connecting rods 31 to slide along the sealing sleeve 26, thereby absorbing and alleviating the vibration of the vehicle during driving through the damping fluid 27 therein, and when suffering a large impact, it will continue to push the sliding member 24 to slide along the lateral pillar 22 through the U-shaped fastener 25, thereby dispersing a part of the pressure through the special-shaped spring rod 23, The central pillar 20 can transfer the main pressure to the airbag 17 in the transverse pressure-bearing member 16, thereby enhancing the lateral stability of the sliding member 24. The other pressure is transmitted to the cross support rod 19 through the connecting block 21, so that the cross support rod 19 slides slightly along the first buffer groove 18 and is transmitted to the airbag 17 in the transverse pressure-bearing member 16, thereby effectively suppressing the lateral movement of the vehicle during driving. The longitudinal pressure will cause several groups of second connecting rods 31 to slide back and forth in a small range along the guide rod 30. Through multiple groups of second connecting rods 31 and damping fluid 27, the longitudinal pressure can be greatly reduced, thereby enhancing the overall structural strength and durability of the chassis.

[0037] Among them, various types of connecting rods used for connection in the yaw pressure release unit 9 are supported by elastic materials, allowing deformation to occur, thereby enhancing the overall buffering performance.

[0038] Through the above method, the vehicle can absorb and alleviate the vibration during driving, thereby effectively suppressing sway, improving stability and safety, and making the vehicle have better operational flexibility to adapt to the transportation needs of different road conditions.

[0039] Example 3 Based on Example 2, please refer to Figure 4-5 The connecting unit 32 includes: a connecting member 33 and a rotating connecting portion 37. The connecting member 33 extends from one side close to the pressure-bearing member 28 to form a connecting portion 1 34. The connecting member 33 extends from one side close to the rotating connecting portion 37 to form a connecting portion 2 35. The outer wall of the rotating connecting portion 37 extends symmetrically to form a fixed end surface 38. A diagonal support member 40 is fixedly provided on the top of the rotating connecting portion 37.

[0040] Preferably, the second connection part 35 and the fixed end face 38 are connected by a connecting bolt 36, an elastic resistance member 41 is fixedly provided on the diagonal support member 40, the vertical section of the L-shaped connecting rod 42 is movably connected to the rotating connection part 37 through a universal bearing 39, and the front wheel 2 is installed on the horizontal section of the L-shaped connecting rod 42.

[0041] The working principle and beneficial effects of the above technical solution are as follows: during installation, the connection part 1 34 is connected to the pressure-bearing part 28 by any bolt, and then the rotating connection part 37 is inserted between the two groups of connection parts 2 35, and then the connection part 2 35 and the fixed end surface 38 are connected using two groups of connecting bolts 36. At this time, the elastic abutment 41 abuts against the connection part 33 to play an auxiliary protective role, and finally the front wheel 2 is installed on the horizontal section of the L-shaped connecting rod 42. The design of the L-shaped connecting rod 42 and the diagonal support member 40 enables the front wheel 2 to remain stable during steering and will not lose control due to lateral swing. In the above manner, the vehicle has better operational flexibility and is easy to repair and replace, thereby improving the maintenance efficiency and cost-effectiveness of the vehicle.

[0042] Example 4 Based on Example 1, please refer to Figure 6 The rear buffer assembly 5 includes: a fixed end of a telescopic damping member 43 is fixedly connected to the chassis 1, an output end of the telescopic damping member 43 is fixedly connected to a support base 49, a buffer spring 44 is sleeved on an outer wall of the telescopic damping member 43, an output end of a telescopic damping member 46 is fixedly connected to the chassis 1, a fixed end of the telescopic damping member 46 is fixedly connected to a hinge seat 47, two ends of a buffer spring 45 are respectively fixedly connected to the chassis 1 and the hinge seat 47, one end of an elastic bent rod 48 is movably connected to the hinge seat 47, and the other end of the elastic bent rod 48 is fixedly connected to a support base 49.

[0043] Preferably, the diameter of the front wheel 2 is greater than the diameter of the rear wheel 3 .

[0044] The working principle and beneficial effects of the above technical solution are as follows: when the rear wheel 3 encounters an uneven road surface, the telescopic damping member 1 43 and the telescopic damping member 2 46 will drive the buffer spring 1 44 and the buffer spring 2 45 to stretch and compress by means of extension and contraction, thereby absorbing and alleviating the vibration of the vehicle during driving, and the elastic bent rod 48 can provide a part of the lateral support force, thereby assisting the front wheel 2 to suppress sway and improve stability and safety.

[0045] The method in which the diameter of the rear wheel 3 is much smaller than the diameter of the front wheel 2 can have the following advantages: 1. Improve passability: The larger front wheel diameter makes it easier to cross small obstacles and uneven ground, improving the vehicle's ability to pass. This is especially important for handling tasks that require crossing various obstacles and terrains in factories and warehouses.

[0046] 2. Improved stability: The large-diameter front wheel provides a larger contact area during driving, which helps to disperse pressure and enhance the overall stability of the vehicle. This is particularly critical when driving at high speeds or turning, and can effectively reduce the risk of skidding and rollover.

[0047] 3. Better shock absorption effect: The larger front wheels can better absorb and alleviate the impact and vibration from the ground, reduce the impact on the chassis and cargo, and improve the vehicle's driving stability and cargo safety.

[0048] 4. Better controllability: Large-diameter front wheels usually have better rolling performance and directional control capabilities, and can provide more precise steering control, allowing the vehicle to operate flexibly in narrow spaces. This advantage is particularly significant in handling tasks that require frequent steering and position adjustment.

[0049] 5. Improve load capacity: The larger front wheel design can carry a larger load, share some of the pressure on the rear wheels, extend the service life of the tires and chassis, and reduce maintenance costs. This is especially important for unmanned vehicles that need to carry heavy objects.

[0050] 6. Reduce energy consumption: Large-diameter tires have less rolling resistance during driving. Compared with small-diameter tires, the vehicle requires less driving energy, which improves energy utilization efficiency, helps extend battery life and reduces operating costs.

[0051] By designing the front wheels to be much larger than the rear wheels, the vehicle can demonstrate better passability, stability and controllability in complex and changing working environments, meeting the needs of modern industry for efficient and safe unmanned handling equipment.

[0052] The above shows and describes the basic principles and main features of the present invention and the advantages of the present invention. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments. The above embodiments and descriptions are only for explaining the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention to be protected. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A yaw-stabilized chassis for an unmanned transport vehicle, characterized in that: It is characterized in that The vehicle comprises a chassis (1), a front wheel (2) mounted on the bottom of the chassis (1) via a yaw stabilization component (4), and a rear wheel (3) mounted on the bottom of the chassis (1) via a rear buffer component (5).

2. The yaw-stabilized chassis of an unmanned transport vehicle according to claim 1, characterized in that: The roll stabilization assembly (4) comprises a roll bracket (6), one end of a longitudinal tie rod (7) fixedly connected to the roll bracket (6), the other end of the longitudinal tie rod (7) movably connected to the chassis (1) via a first rotational pair (8), the left and right ends of the roll bracket (6) being symmetrically provided with identical roll pressure relief units (9), and the front wheel (2) being connected to the roll bracket (6) via the roll pressure relief unit (9).

3. The yaw-stabilized chassis of an unmanned transport vehicle according to claim 2, characterized in that: The fixed end of the oblique damping member (10) is movably connected to the sway bracket (6), the movable end of the oblique damping member (10) is connected to the first connecting rod (12) via the second rotating pair (11), and the end of the first connecting rod (12) away from the oblique damping member (10) is movably connected to the chassis (1).

4. The unmanned transport vehicle yaw-stabilized chassis according to claim 1, characterized in that: One end of the vertical damping member (13) is movably connected to the chassis (1), the other end of the vertical damping member (13) is movably connected to the lateral swing bracket (6), and the vertical damping member (13) is sleeved on the outer wall of the vertical damping member (13).

5. The yaw-stabilized chassis of an unmanned transport vehicle according to claim 2, characterized in that: The lateral pressure relief unit (9) comprises: a dustproof box (15), the dustproof box (15) being fixedly connected to the end of the lateral support (6), a transverse pressure-bearing member (16) being fixedly connected to the inner wall of the dustproof box (15), an airbag (17) being arranged in the transverse pressure-bearing member (16), a first buffer groove (18) being arranged on a side of the transverse pressure-bearing member (16) close to the U-shaped fastener (25), one end of a lateral support (22) being fixedly connected to the transverse pressure-bearing member (16), the other end of the lateral support (22) extending out of the dustproof box (15) and being movably connected to the pressure-bearing member (28), and the front wheel (2) being connected to the pressure-bearing member (28) via a connecting unit (32).

6. The yaw-stabilized chassis of an unmanned transport vehicle according to claim 5, characterized in that: The sliding member (24) is movably sleeved on the outer wall of the lateral support (22), and the U-shaped fastener (25) is fastened on the sliding member (24). The connecting block (21) is symmetrically fixed to the U-shaped end of the U-shaped fastener (25) in front and back directions. One end of the cross support rod (19) extends into the connecting block (21) and is slidably connected to the connecting block (21). The other end of the cross support rod (19) is slidably connected to the first buffer groove (18). One end of the central support rod (20) is movably connected to the sliding member (24), and the other end of the central support rod (20) is fixedly connected to the center of the first buffer groove (18).

7. The yaw-stabilized chassis of an unmanned transport vehicle according to claim 6, characterized in that: A mounting groove (29) is provided on one side of the pressure-bearing member (28) close to the U-shaped fastener (25), and a guide rod (30) is fixedly provided in the mounting groove (29). A plurality of groups of sealing sleeves (26) are fixedly provided at equal intervals on one side of the U-shaped fastener (25) close to the pressure-bearing member (28), and each group of sealing sleeves (26) is provided one-to-one with a group of second connecting rods (31). Damping fluid (27) is injected into the sealing sleeves (26), and one end of the second connecting rod (31) is slidably connected to the guide rod (30), and the other end of the second connecting rod (31) movably extends into the sealing sleeve (26).

8. The yaw-stabilized chassis of an unmanned transport vehicle according to claim 5, characterized in that: The connection unit (32) comprises: a connection member (33) and a rotating connection portion (37); a side of the connection member (33) close to the pressure-bearing member (28) extends to form a first connection portion (34); a side of the connection member (33) close to the rotating connection portion (37) extends to form a second connection portion (35); an outer wall of the rotating connection portion (37) extends symmetrically to form a fixed end surface (38); and a diagonal support member (40) is fixedly provided at the top of the rotating connection portion (37).

9. The yaw-stabilized chassis of an unmanned transport vehicle according to claim 8, characterized in that: The second connecting part (35) and the fixed end surface (38) are connected by connecting bolts (36), an elastic resisting member (41) is fixedly provided on the diagonal support member (40), a vertical section of the L-shaped connecting rod (42) is movably connected to the rotating connecting part (37) by a universal bearing (39), and the front wheel (2) is mounted on the horizontal section of the L-shaped connecting rod (42).

10. The yaw-stabilized chassis of an unmanned transport vehicle according to claim 1, characterized in that: The rear buffer assembly (5) comprises: a fixed end of a telescopic damping member (43) is fixedly connected to the chassis (1), an output end of the telescopic damping member (43) is fixedly connected to a support base (49), a buffer spring (44) is sleeved on an outer wall of the telescopic damping member (43), an output end of a telescopic damping member (46) is fixedly connected to the chassis (1), a fixed end of the telescopic damping member (46) is fixedly connected to a hinge seat (47), two ends of a buffer spring (45) are respectively fixedly connected to the chassis (1) and the hinge seat (47), one end of an elastic bent rod (48) is movably connected to the hinge seat (47), and the other end of the elastic bent rod (48) is fixedly connected to the support base (49).

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