An unmanned ground vehicle yaw stability chassis

Abstract

The application discloses an unmanned vehicle lateral stability chassis, and relates to the technical field of vehicle chassis, which comprises a chassis, wherein a front wheel is installed at the bottom of the chassis through a lateral stability assembly, and a rear wheel is installed at the bottom of the chassis through a rear buffer assembly. By correctly installing the front wheel and the rear wheel on the lateral stability assembly and the rear buffer assembly, starting the control system of the unmanned vehicle, if the vehicle encounters uneven road surfaces or obstacles during driving, the front wheel effectively inhibits lateral swing through the lateral swing support, the longitudinal pull rod and the lateral swing pressure release unit in the lateral stability assembly, so that the vehicle is kept stable, when the vehicle passes through uneven road surfaces, the oblique damping piece and the vertical damping piece absorb and relieve vibration, the telescopic damping piece one and the telescopic damping piece two in the rear buffer assembly, in combination with the buffer spring one and the buffer spring two, provide additional damping effect, so as to ensure the stable operation of the rear wheel. Through the above mode, the stability and damping performance of the vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle chassis, in particular to a lateral stability chassis of an unmanned vehicle. BACKGROUND

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

[0003] Traditional unmanned vehicle chassis designs mostly use simple structures, relying mainly on fixed wheels and basic shock absorbers. This design works well on flat ground, but when encountering uneven road surfaces, obstacles or high-speed turns, the vehicle is prone to lateral sway, vibration and even tipping, which seriously affects the safety and efficiency of the handling task. Especially when the vehicle is carrying heavy loads, these problems will be more prominent.

[0004] In order to solve the above problems, in recent years, more and more research and development has focused on improving the stability and shock absorption performance of unmanned vehicles. Some advanced designs have introduced complex suspension systems and various shock absorbers to alleviate the vibration and lateral sway of the vehicle during travel. However, these systems are usually complex in structure, high in cost and difficult to maintain, making it difficult to promote on a large scale in industrial applications.

[0005] Based on this, the present application proposes a lateral stability chassis for unmanned vehicles, aiming to optimize the structural design to improve stability and shock absorption performance while maintaining the simplicity and maintainability of the system. This chassis design not only effectively suppresses the lateral sway and vibration of the vehicle during travel, enhancing the smoothness and safety of the vehicle, but also has modular and protective functions, adapting to various complex industrial environments and meeting the needs of modern logistics and manufacturing for efficient and reliable handling equipment. SUMMARY

[0006] (I) Technical problems solved

[0007] In view of the deficiencies of the prior art, the present application provides a lateral stability chassis for unmanned vehicles to solve the problem of the traditional unmanned vehicle chassis encountering uneven road surfaces, obstacles or high-speed turns, which is prone to lateral sway, vibration and even tipping, seriously affecting the safety and efficiency of the handling task.

[0008] (II) Technical solution

[0009] To achieve the above object, the present application is implemented by the following technical solution: A lateral stability chassis of an unmanned vehicle, comprising: a chassis, a front wheel being installed on the bottom of the chassis through a lateral stability assembly, and a rear wheel being installed on the bottom of the chassis through a rear buffer assembly.

[0010] Preferably, the lateral stability assembly comprises: a lateral support, one end of a longitudinal pull rod being fixedly connected with the lateral support, the other end of the longitudinal pull rod being movably connected with the chassis through a first rotary pair, and the lateral support being symmetrically provided with the same lateral pressure relief unit at its left and right ends, and the front wheel being connected with the lateral support through the lateral pressure relief unit.

[0011] Preferably, the oblique damping member is movably connected with the lateral support at its fixed end, and a first connecting rod is connected with the lateral support at the movable end of the oblique damping member through a second rotary pair.

[0012] Preferably, one end of the vertical damping member is movably connected with the chassis, and the other end of the vertical damping member is movably connected with the lateral support, and the vertical damping member is sleeved on the outer wall of the vertical damping member.

[0013] Preferably, the lateral pressure relief unit comprises: a dustproof box body, the dustproof box body being fixedly connected with the end of the lateral support, a transverse pressure bearing member being fixedly connected with the inner wall of the dustproof box body, and an air bag being arranged in the transverse pressure bearing member, a first buffer groove being formed in the side of the transverse pressure bearing member close to the U-shaped fastener, a lateral support being fixedly connected with the transverse pressure bearing member at one end, and a pressure bearing member being movably connected with the lateral support at the other end of the lateral support and extending out of the dustproof box body, and the front wheel being connected with the pressure bearing member through a connecting unit.

[0014] Preferably, a sliding member is movably sleeved on the outer wall of the lateral support, and the U-shaped fastener is buckled on the sliding member, a connecting block being symmetrically and fixedly arranged at the U-shaped end of the U-shaped fastener, a cross support being extended into the connecting block at one end and being slidably connected with the connecting block, the other end of the cross support being slidably connected with the first buffer groove, one end of a central support being movably connected with the sliding member, and the other end of the central support being fixedly connected with the center of the first buffer groove.

[0015] Preferably, an installation groove is formed in the side of the pressure bearing member close to the U-shaped fastener, a guide rod is fixedly arranged in the installation groove, a plurality of groups of sealing sleeves are equidistantly arranged on the side of the U-shaped fastener close to the pressure bearing member, each group of the sealing sleeves is one-to-one corresponding to a group of second connecting rods, damping liquid is filled in the sealing sleeves, one end of the second connecting rod is slidably connected with the guide rod, and the other end of the second connecting rod is movably extended into the sealing sleeve.

[0016] Preferably, the connecting unit comprises a connecting piece and a rotating connecting part, the connecting piece extends to form a connecting part one near one side of the pressure bearing piece, the connecting piece extends to form a connecting part two near one side of the rotating connecting part, the outer wall of the rotating connecting part extends symmetrically to form a fixed end face, and the top of the rotating connecting part is fixedly provided with an inclined support piece.

[0017] Preferably, the connecting part two and the fixed end face are connected by connecting bolts, the inclined support piece is fixedly provided with an elastic abutting piece, the vertical section of the L-shaped connecting rod is movably connected with the rotating connecting part through a universal bearing, and the front wheel is mounted on the horizontal section of the L-shaped connecting rod.

[0018] Preferably, the rear buffer assembly comprises a fixed end of a telescopic damping piece one fixedly connected with the chassis, an output end of the telescopic damping piece one fixedly connected with the support base, a buffer spring one sleeved on the outer wall of the telescopic damping piece one, an output end of a telescopic damping piece two fixedly connected with the chassis, a fixed end of the telescopic damping piece two fixedly connected with the hinged seat, and buffer spring two ends fixedly connected with the chassis and the hinged seat respectively, one end of an elastic bent rod movably connected with the hinged seat, and the other end of the elastic bent rod fixedly connected with the support base.

[0019] Compared with the prior art, the beneficial effects of the present application are:

[0020] 1. Modular design: the various components of the chassis, such as the yaw stability assembly and the rear buffer assembly, are designed in a modular manner, which facilitates installation, maintenance and replacement, and improves the maintainability and service life of the vehicle.

[0021] 2. Multi-layer damping system: through the combination of longitudinal tie rods, yaw pressure relief units, inclined damping pieces, vertical damping pieces and various buffer springs, a multi-layer damping system is formed, which can effectively absorb and alleviate various vibrations during vehicle driving, improving the damping performance of the chassis and the driving stability of the vehicle.

[0022] 3. Yaw stability: the design of the yaw bracket and the longitudinal tie rod enables the front wheel to be connected with the yaw bracket through the yaw pressure relief unit, enhancing the yaw stability of the chassis, reducing the lateral sway of the vehicle during driving, and improving the driving safety.

[0023] 4. Flexible connection structure: the use of rotating pairs, sliding pieces and universal bearings and other flexible connection structures enables the components to be relatively movable, adapting to different road conditions and improving the adaptability and flexibility of the vehicle.

[0024] 5. Double protection of damping and buffering: through the setting of various damping and buffering devices such as inclined damping pieces, vertical damping pieces, telescopic damping pieces 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 and tear on the chassis and other components.

[0025] 6. Stable structure: through the design of multiple connecting units and rotating connecting parts, the connection between components is more stable, enhancing the overall strength and durability of the chassis. BRIEF DESCRIPTION OF DRAWINGS

[0026] Fig. 1 is a schematic diagram of the three-dimensional structure of the present application;

[0027] Fig. 2 is a schematic diagram of the yaw stability assembly structure in the present application;

[0028] Fig. 3 is a schematic diagram of the yaw pressure release unit structure in the present application;

[0029] Fig. 4 is a schematic diagram of the connecting unit structure in the present application;

[0030] Fig. 5 is a schematic diagram of the connecting unit explosion structure in the present application;

[0031] Fig. 6 is a schematic diagram of the rear buffer assembly structure in the present application.

[0032] In the figure: 1, chassis; 2, front wheel; 3, rear wheel; 4, yaw stability assembly; 5, rear buffer assembly; 6, yaw support; 7, longitudinal pull rod; 8, first rotating pair; 9, yaw pressure release unit; 10, diagonal damping member; 11, second connecting rod; 12, first connecting rod; 13, vertical damping member; 14, shock absorbing spring; 15, dustproof box; 16, transverse pressure bearing; 17, air bag; 18, first buffer groove; 19, cross strut; 20, center pillar; 21, connecting block; 22, lateral pillar; 23, special-shaped spring rod; 24, sliding member; 25, U-shaped fastener; 26, sealing sleeve; 27, damping liquid; 28, pressure bearing; 29, mounting groove; 30, guide rod; 31, second connecting rod; 32, connecting unit; 33, connecting piece; 34, connecting part one; 35, connecting part two; 36, connecting bolt; 37, rotating connecting part; 38, fixed end face; 39, universal bearing; 40, diagonal brace; 41, elastic abutting member; 42, L-shaped connecting rod; 43, first telescopic damping member; 44, first buffer spring; 45, second buffer spring; 46, second telescopic damping member; 47, hinged seat; 48, elastic bent rod; 49, support base. DETAILED DESCRIPTION

[0033] In the present application, the description such as "first", "second" and the like is only for the purpose of description, and does not mean to particularly indicate the order or sequence, nor to limit the present application, which is merely to distinguish the protective assembly or operation described by the same technical terms, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first", "second" can explicitly or implicitly include at least one of the features. In addition, the technical solutions and technical features of various embodiments can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor within the scope of protection required by the present application.

[0034] Embodiment 1

[0035] Please refer to Figs. 1-2 The present application provides an embodiment: comprising: chassis 1, front wheel 2 is installed on the bottom of chassis 1 through yaw stability assembly 4, rear wheel 3 is installed on the bottom of chassis 1 through rear buffer assembly 5.

[0036] Preferably, the yaw stability assembly 4 comprises: yaw bracket 6, one end of the longitudinal pull rod 7 is fixedly connected with the yaw bracket 6, the other end of the longitudinal pull rod 7 is movably connected with the chassis 1 through the first rotary pair 8, the yaw bracket 6 is symmetrically provided with the same yaw pressure relief unit 9 at the left and right ends, and the front wheel 2 is connected with the yaw bracket 6 through the yaw pressure relief unit 9.

[0037] Preferably, the oblique damping member 10 is movably connected with the yaw bracket 6 at the fixed end, and the first connecting rod 12 is connected with the movable end of the oblique damping member 10 through the second rotary pair 11, and the end of the first connecting rod 12 away from the oblique damping member 10 is movably connected with the chassis 1.

[0038] Preferably, one end of the vertical damping member 13 is movably connected with the chassis 1, and the other end of the vertical damping member 13 is movably connected with the yaw bracket 6, and the vertical damping member 13 is sleeved on the outer wall of the vertical damping member 13.

[0039] The working principle and beneficial effects of the above technical solution are: by correctly installing the front wheels 2 and the rear wheels 3 on the yaw stabilizing assembly 4 and the rear buffer assembly 5, checking whether all connecting parts and damping devices are firmly installed, ensuring that each part can operate normally, then starting the control system of the unmanned carrier vehicle, setting the target route and carrying task through the control system, the control system transmits instructions to the drive unit of the chassis, and the vehicle starts to move, if the vehicle encounters uneven road or obstacles during driving, the front wheels 2 effectively suppress the lateral swing through the yaw support 6, the longitudinal pull rod 7 and the yaw pressure relief unit 9 in the yaw stabilizing assembly 4, and keep the vehicle stable, when the vehicle passes through the uneven road, the oblique damping member 10 and the vertical damping member 13 absorb and relieve the vibration, the telescopic damping member one 43 and the telescopic damping member two 46 in the rear buffer assembly 5, combined with the buffer spring one 44 and the buffer spring two 45, provide additional damping effect, ensure the smooth operation of the rear wheels 3, when the vehicle needs to turn or change the route, the flexible connection structure of the yaw stabilizing assembly 4 and the rear buffer assembly 5 allows the front wheels 2 and the rear wheels 3 to adjust the angle flexibly relative to the chassis 1, ensures that the vehicle can turn smoothly and accurately to the target location, after the vehicle stops, the unloading of the goods and the completion of the carrying task can be carried out.

[0040] Among them, the connection of the chassis and each part needs to be checked regularly to ensure that there is no looseness or damage, and the worn damping parts such as buffer springs, damping liquids, etc. are checked and replaced to maintain the good state of the damping system.

[0041] Through the above-mentioned manner, the present application can effectively improve the stability, damping performance and operation flexibility of the vehicle in actual use, and ensure the efficient and safe completion of the carrying task.

[0042] Example 2

[0043] Based on example 1, please refer to Figs. 2-3 The yaw pressure relief unit 9 comprises: a dustproof box body 15, the dustproof box body 15 is fixedly connected with the end of the yaw support 6, a transverse pressure bearing member 16 is fixedly connected with the inner wall of the dustproof box body 15, and an air bag 17 is arranged in the transverse pressure bearing member 16, a first buffer groove 18 is formed in the side of the transverse pressure bearing member 16 close to the U-shaped buckle 25, one end of a lateral support column 22 is fixedly connected with the transverse pressure bearing member 16, the other end of the lateral support column 22 extends out of the dustproof box body 15 and is movably connected with a pressure bearing member 28, and the front wheels 2 are connected with the pressure bearing member 28 through a connecting unit 32.

[0044] Preferably, the sliding piece 24 is movably sleeved on the outer wall of the lateral support column 22, and the U-shaped fastener 25 is buckled on the sliding piece 24, the connecting block 21 is symmetrically and fixedly arranged at the U-shaped end of the U-shaped fastener 25, one end of the cross support rod 19 extends into the connecting block 21 and is in sliding connection with the connecting block 21, the other end of the cross support rod 19 is in sliding connection with the first buffer groove 18, one end of the center support column 20 is movably connected with the sliding piece 24, and the other end of the center support column 20 is fixedly connected with the center of the first buffer groove 18.

[0045] Preferably, the pressure-bearing piece 28 is provided with a mounting groove 29 on one side close to the U-shaped fastener 25, the mounting groove 29 is fixedly provided with a guide rod 30, and a plurality of groups of sealing sleeves 26 are fixedly arranged at equal intervals on one side of the U-shaped fastener 25 close to the pressure-bearing piece 28, and each group of sealing sleeves 26 is correspondingly provided with a group of second connecting rods 31, the sealing sleeve 26 is filled with damping liquid 27, one end of the second connecting rod 31 is in sliding connection with the guide rod 30, and the other end of the second connecting rod 31 movably extends into the sealing sleeve 26.

[0046] The working principle and beneficial effects of the above technical scheme are as follows: when encountering uneven road surface, the shaking of the front wheel 2 is transmitted to the pressure-bearing piece 28 through the connecting unit 32, a part of the transverse pressure is directly transmitted to the transverse pressure-bearing piece 16 through the two groups of lateral support columns 22 for pressure bearing, and the other part of the transverse pressure pushes a plurality of groups of second connecting rods 31 to slide along the sealing sleeve 26, so as to absorb and relieve the vibration in the vehicle driving through the damping liquid 27 therein, and when a larger impact is suffered, the sliding piece 24 is further pushed to slide along the lateral support column 22 through the U-shaped fastener 25, so as to disperse a part of the pressure through the special-shaped spring rod 23, and the center support column 20 can transmit the main pressure to the air bag 17 in the transverse pressure-bearing piece 16, so as to enhance the yaw stability of the sliding piece 24, the other part of the pressure is transmitted to the cross support rod 19 through the connecting block 21, so that the cross support rod 19 slides in a small range along the first buffer groove 18 and is transmitted to the air bag 17 in the transverse pressure-bearing piece 16, so as to effectively inhibit the yaw of the vehicle in the driving process, and the longitudinal pressure makes a plurality of groups of second connecting rods 31 reciprocate in a small range along the guide rod 30, so that the longitudinal pressure is greatly reduced through the plurality of groups of second connecting rods 31 and the damping liquid 27, and the overall structural strength and durability of the chassis are enhanced.

[0047] In the yaw pressure relief unit 9, each type of connecting rod for connection is supported by a material with elasticity, allowing deformation, thereby enhancing the overall buffering performance.

[0048] Through the above manner, the vehicle can absorb and relieve the vibration in the vehicle driving in the driving process, thereby effectively inhibiting the yaw, improving the stability and safety, and making the vehicle have better operation flexibility and adapt to different road conditions for carrying requirements.

[0049] Embodiment 3

[0050] Based on embodiment 2, refer to Figs. 4-5 The connecting unit 32 comprises a connecting piece 33 and a rotating connecting part 37. The connecting piece 33 extends to form a connecting part one 34 near one side of the pressure-bearing piece 28. The connecting piece 33 extends to form a connecting part two 35 near one side of the rotating connecting part 37. The outer wall of the rotating connecting part 37 extends symmetrically to form a fixed end face 38. The top of the rotating connecting part 37 is fixedly provided with an inclined support piece 40.

[0051] Preferably, the connecting part two 35 and the fixed end face 38 are connected through connecting bolts 36. The inclined support piece 40 is fixedly provided with an elastic abutting piece 41. The vertical section of the L-shaped connecting rod 42 is movably connected with the rotating connecting part 37 through a universal bearing 39. The front wheel 2 is installed on the horizontal section of the L-shaped connecting rod 42.

[0052] The working principle and beneficial effects of the above technical solution are as follows. During installation, the connecting part one 34 is connected with the pressure-bearing piece 28 through any bolt. Then, the rotating connecting part 37 is inserted between the two groups of connecting part two 35. Then, the connecting part two 35 and the fixed end face 38 are connected through the two groups of connecting bolts 36. At this time, the elastic abutting piece 41 abuts against the connecting piece 33 to play an auxiliary protection role. 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 inclined support piece 40 enables the front wheel 2 to remain stable during steering and not to lose control due to lateral swinging. The above-mentioned manner enables the vehicle to have better operation flexibility and facilitates maintenance and replacement, thereby improving the maintenance efficiency and cost-effectiveness of the vehicle.

[0053] Embodiment 4

[0054] Based on embodiment 1, refer to Fig. 6 The rear buffer assembly 5 comprises a fixed end of a telescopic damping piece one 43 fixedly connected with the chassis 1. The output end of the telescopic damping piece one 43 is fixedly connected with a support base 49. The buffer spring one 44 is sleeved on the outer wall of the telescopic damping piece one 43. The output end of a telescopic damping piece two 46 is fixedly connected with the chassis 1. The fixed end of the telescopic damping piece two 46 is fixedly connected with a hinged seat 47. The buffer spring two 45 has two ends respectively fixedly connected with the chassis 1 and the hinged seat 47. One end of the elastic bent rod 48 is movably connected with the hinged seat 47. The other end of the elastic bent rod 48 is fixedly connected with the support base 49.

[0055] Preferably, the diameter of the front wheel 2 is greater than the diameter of the rear wheel 3.

[0056] The working principle and beneficial effects of the above technical solution are: when the rear wheel 3 encounters uneven road surface, the telescopic damping member one 43 and the telescopic damping member two 46 will drive the buffer spring one 44 and the buffer spring two 45 to stretch and compress through the telescopic mode, thereby absorbing and relieving the vibration during vehicle driving, and the elastic bending rod 48 can provide a part of lateral support force, thereby assisting the front wheel 2 to suppress the yaw, improving the stability and safety.

[0057] And the diameter of the rear wheel 3 is much smaller than the diameter of the front wheel 2, which has the following benefits:

[0058] 1. Improve the passability:

[0059] The larger diameter of the front wheel can easily cross small obstacles and uneven ground, improving the passability of the vehicle. This is particularly important for handling tasks that require traversing various obstacles and terrains in factories and warehouses.

[0060] 2. Improve stability:

[0061] The large-diameter front wheel provides a larger ground contact area during driving, which helps to distribute pressure and enhance the overall stability of the vehicle. This is particularly critical at high speeds or during turns, effectively reducing the risk of skidding and overturning.

[0062] 3. Better shock absorption:

[0063] The larger front wheel can better absorb and relieve the impact and vibration from the ground, reducing the impact on the chassis and cargo, improving the driving smoothness of the vehicle and the safety of the cargo.

[0064] 4. Better maneuverability:

[0065] Large-diameter front wheels generally have better rolling performance and directional control ability, providing more precise steering control, allowing the vehicle to be flexible in narrow spaces. This advantage is particularly significant in handling tasks that require frequent turning and position adjustment.

[0066] 5. Improve load capacity:

[0067] The larger front wheel design can carry more load, sharing part of the pressure of the rear wheel, prolonging the service life of the tire and chassis, and reducing maintenance costs. This is particularly important for unmanned vehicles that need to handle heavy objects.

[0068] 6. Reduce energy consumption:

[0069] Large-diameter tires have lower rolling resistance during driving, requiring less driving energy for the vehicle compared to small-diameter tires, improving energy utilization efficiency, helping to extend battery life, and reducing operating costs.

[0070] By designing the front wheels to be much larger than the rear wheels, the vehicle can perform better in terms of passability, stability and maneuverability in complex and changeable working environment, meeting the needs of modern industry for high-efficiency and safe unmanned forklifts.

[0071] The above shows and describes the basic principles and main features of the present application and the advantages of the present application. Those skilled in the art should understand that the present application is not limited to the above-mentioned embodiments, and the above-mentioned embodiments and descriptions in the specification are only to illustrate the principles of the present application. Without departing from the spirit and scope of the present application, various changes and improvements can be made to the present application, and these changes and improvements all fall within the scope of the claimed present application. The scope of protection of the present application is defined by the appended claims and their equivalents.

Claims

1. A yaw-stabilized chassis for an unmanned transport vehicle, characterized in that: It is characterized by: The vehicle comprises a chassis (1), a front wheel (2) mounted on the bottom of the chassis (1) via a yaw stabilization assembly (4), and a rear wheel (3) mounted on the bottom of the chassis (1) via a rear buffer assembly (5); The yaw stabilization assembly (4) includes: a yaw bracket (6), one end of a longitudinal tie rod (7) fixedly connected to the yaw bracket (6), the other end of the longitudinal tie rod (7) movably connected to the chassis (1) via a first rotating pair (8), the left and right ends of the yaw bracket (6) are symmetrically provided with identical yaw pressure relief units (9), and the front wheel (2) is connected to the yaw bracket (6) via the yaw pressure relief unit (9); The lateral pressure relief unit (9) comprises: a dustproof box (15), the dustproof box (15) is fixedly connected to the end of the lateral support (6), a lateral pressure-bearing member (16) is fixedly connected to the inner wall of the dustproof box (15), and an airbag (17) is provided in the lateral pressure-bearing member (16), a first buffer groove (18) is provided on the side of the lateral pressure-bearing member (16) close to the U-shaped fastener (25), one end of the lateral support (22) is fixedly connected to the lateral pressure-bearing member (16), 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); 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 fixedly arranged on the U-shaped end of the U-shaped fastener (25) in a front-back symmetrical manner. 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); 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 fixed in the mounting groove (29). A plurality of groups of sealing sleeves (26) are fixed 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). 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).

2. The yaw-stabilized chassis for unmanned transport vehicles according to claim 1, characterized in that: The fixed end of the oblique damping member (10) is movably connected to the yaw 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).

3. The yaw-stabilized chassis for unmanned transport vehicles 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 support (6), and the vertical damping member (13) is sleeved on the outer wall of the vertical damping member (13).

4. The yaw-stabilized chassis for unmanned transport vehicles according to claim 1, characterized in that: The connecting unit (32) comprises: a connecting member (33) and a rotating connecting portion (37); a side of the connecting member (33) close to the pressure-bearing member (28) extends to form a connecting portion 1 (34); a side of the connecting member (33) close to the rotating connecting portion (37) extends to form a connecting portion 2 (35); an outer wall of the rotating connecting portion (37) extends symmetrically to form a fixed end face (38); and a diagonal support member (40) is fixedly provided on the top of the rotating connecting portion (37).

5. The yaw-stabilized chassis for unmanned transport vehicles according to claim 4, characterized in that: The second connecting portion (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), the vertical section of the L-shaped connecting rod (42) is movably connected to the rotating connecting portion (37) through the universal bearing (39), and the front wheel (2) is mounted on the horizontal section of the L-shaped connecting rod (42).

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