Basalt lightweight vehicle frame based on unmanned mine truck

Abstract

The application discloses a basalt lightweight frame based on an unmanned mine truck, and particularly relates to the technical field of truck frames, comprising two longitudinal beams arranged symmetrically, a plurality of cross beams connected between the two longitudinal beams, and a buffer mechanism. Through the arrangement of the buffer mechanism, on the one hand, the movement of the second sliding frame is preliminarily buffered through the second elastic member, the limiting of the piston rod is released by the disengagement of the limiting member from the clamping groove, then the hydraulic oil in the buffer cavity is extruded by the piston member to flow through the circulating channel, and the secondary buffering is realized by cooperating with the deformation damping of the first elastic member; on the other hand, under extreme impact, when the piston member moves to the limit position, the first sealing plug or the second sealing plug on the piston member blocks the first oil return hole or the second oil return hole, forcing the hydraulic oil to flow slowly through the first throttling hole or the second throttling hole, generating a throttling effect to form higher back pressure, realizing tertiary buffering, and thus improving the durability and operation safety of the frame.

Description

Technical Field

[0001] This invention relates to the field of truck chassis technology, and more specifically, to a lightweight basalt chassis for unmanned mining trucks. Background Technology

[0002] Driverless mining trucks are specialized trucks equipped with automatic driving systems that enable autonomous transportation operations within mining areas. Their "frame," serving as the "skeleton" supporting the entire vehicle, is a high-strength load-bearing structure specifically designed to withstand the harsh working conditions of mines.

[0003] The core difference between driverless mining trucks and ordinary mining trucks lies in their driving modes and operating logic. By integrating LiDAR, cameras, high-precision positioning, and vehicle-road cooperative technologies, driverless mining trucks achieve all-weather autonomous driving, intelligent scheduling, and precise loading and unloading, requiring no human intervention and significantly improving the safety and operational efficiency of mining operations.

[0004] Chinese invention patent application number 202210820681.0 discloses a high-strength chassis assembly for heavy-duty trucks, including a steel main frame. A telescopic subframe is movably inserted between the inner walls of the steel main frame. A graded stress-relief mechanism is installed inside the steel main frame, and a cargo box impact mechanism is installed at the bottom of the steel main frame. The graded stress-relief mechanism includes six sets of mounting holes, and an alloy threaded rod is movably inserted between the inner walls of each of the six sets of mounting holes. The device uses a segmented stress-relief method to offset the strong impact force generated during vehicle collisions. The protective frame connected to the chassis uses a splicing and locking installation method, replacing the shortcomings of traditional chassis which are all welded. Because the existing technology treats the entire chassis as a single unit, when the impact force on the front end of the chassis is too large, and the chassis lacks stress-relief components, it exceeds the maximum bearing capacity of the chassis steel, causing chassis deformation or direct breakage. This invention effectively slows down the damage time of the chassis and improves the protection of the cab.

[0005] While the chassis structure described in the aforementioned patent can mitigate the strong impact forces generated during vehicle collisions and slow down the time it takes for the chassis to break down, the control system of unmanned mining trucks, in order to achieve efficient platooning, precise loading and unloading, and real-time obstacle avoidance, performs frequent and rapid acceleration and braking with millisecond-level responses. This results in a steeper longitudinal load excitation curve, significantly amplifying the transient impact loads generated by the system compared to the gentle operation of human drivers based on road feel and experience. These loads are concentrated in critical areas such as the front and rear hinge points and the connection between the subframe and the main frame, easily inducing low-cycle or high-cycle fatigue damage, threatening structural durability and operational safety.

[0006] This invention provides a lightweight basalt chassis for unmanned mining trucks, aiming to solve the problem that during the rapid acceleration and braking of unmanned mining trucks, the load is concentrated at key parts such as the front and rear hinge points and the connection between the subframe and the main frame, which threatens the structural durability and operational safety. Summary of the Invention

[0007] The purpose of this invention is to provide a lightweight basalt chassis for unmanned mining trucks, in order to solve the problem mentioned in the background art where the load is concentrated at key parts such as the front and rear hinge points and the connection between the subframe and the main frame during the rapid acceleration and braking of unmanned mining trucks, which threatens the structural durability and operational safety.

[0008] To achieve the above objectives, the present invention provides the following technical solution: a lightweight basalt frame for an unmanned mining truck, comprising two symmetrically arranged longitudinal beams and a plurality of crossbeams connecting the two longitudinal beams, and further comprising:

[0009] A first slide and a second slide are slidably disposed between the two longitudinal beams. The first slide and the second slide are connected by a connector to slide synchronously. The first slide is provided with a first hinge point, and the second slide is provided with a second hinge point.

[0010] A buffer mechanism is provided on the inner side of the longitudinal beam and connected to the second carriage. It is used to provide multiple levels of buffering according to the magnitude of the impact load when the second carriage is subjected to longitudinal impact.

[0011] Preferably, the buffer mechanism includes a cylinder, a piston, and a piston rod. The cylinder has a buffer chamber filled with hydraulic oil. The piston is slidably disposed in the buffer chamber and separates the buffer chamber. One end of the piston rod is connected to the piston, and the other end extends out of the buffer chamber and is connected to a first mounting plate. A first elastic element sleeved on the outside of the piston rod is connected between the cylinder and the first mounting plate.

[0012] Preferably, a circulation channel is provided in the cylinder body, and a first oil return hole and a first throttling hole are provided at the end of the buffer chamber away from the first mounting plate, and a second oil return hole and a second throttling hole are provided at the other end of the buffer chamber near the first mounting plate, and the two ends of the circulation channel are respectively connected to the first oil return hole, the first throttling hole, the second oil return hole, and the second throttling hole.

[0013] Preferably, a first sealing plug and a second sealing plug are fixedly connected to both sides of the piston component, the first sealing plug being used to block the first oil return hole and the second sealing plug being used to block the second oil return hole.

[0014] Preferably, the piston rod has a telescopic cavity inside, and a telescopic rod is slidably connected inside the telescopic cavity. One end of the telescopic rod extending out of the telescopic cavity is fixedly connected to a second mounting plate that is fixedly connected to the second slide. A second elastic element sleeved on the outside of the telescopic rod is connected between the first mounting plate and the second mounting plate.

[0015] Preferably, the piston rod has a limiting groove on its outer periphery that communicates with the telescopic cavity, and the cylinder body has a retaining groove on its inner wall. A limiting member is provided in the limiting groove. In the initial state, the limiting member is partially located in the limiting groove and partially engaged in the retaining groove to restrict the movement of the piston rod relative to the cylinder body.

[0016] Preferably, the outer wall of the telescopic rod is provided with a first groove and a second groove. When the second mounting plate drives the telescopic rod to move relative to the piston rod to a first limit position, the first groove is aligned with the limiting groove. When it moves to a second limit position, the second groove is aligned with the limiting groove. When the first groove or the second groove is aligned with the limiting groove, the limiting member can enter the first groove or the second groove to release the limiting of the piston rod.

[0017] Preferably, the first carriage is supported by a support plate, and the first hinge point is fixedly connected to the support plate; the second carriage is supported by a support beam, and the connecting member is fixedly connected between the support plate and the support beam.

[0018] Preferably, the first carriage is slidably connected to the inner side of the middle portion of the two longitudinal beams, and the second carriage is slidably connected to the inner side of the tail portion of the two longitudinal beams.

[0019] Preferably, the crossbeam has a clearance hole for the connector to pass through.

[0020] The technical effects and advantages of this invention are as follows:

[0021] 1. This invention, through the setting of a buffer mechanism, on the one hand, uses the second elastic element to initially buffer the movement of the second carriage during normal acceleration or deceleration. Under large inertial impacts such as sudden braking or sudden start, the first or second groove on the telescopic rod aligns with the limiting groove, causing the limiting element to disengage from the slot and release the piston rod's limitation. Then, the piston squeezes the hydraulic oil in the buffer chamber to flow through the circulation channel, and with the deformation damping of the first elastic element, a secondary buffer is achieved. On the other hand, under extreme impacts, when the piston moves to its limit position, the first or second sealing plug on it blocks the first or second oil return hole, forcing the hydraulic oil to flow slowly only through the first or second throttling hole, generating a throttling effect to form a higher back pressure, achieving a tertiary buffer. This significantly reduces the risk of fatigue damage to key structures such as longitudinal beams and cross beams caused by longitudinal impact loads, improving the durability and operational safety of the frame. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0023] Figure 2 This is a schematic diagram of the assembly of the first and second carriages of the present invention.

[0024] Figure 3 This is a schematic diagram of the buffer mechanism structure of the present invention.

[0025] Figure 4 This is a cross-sectional view of the buffer mechanism structure of the present invention.

[0026] Figure 5 For the present invention Figure 4 Enlarged view of the structure of part A.

[0027] Figure 6 This is a schematic diagram of the piston rod portion of the present invention.

[0028] Figure 7 This is a schematic diagram of the telescopic rod part of the present invention.

[0029] The attached figures are labeled as follows: 1. Longitudinal beam; 11. Crossbeam; 12. First slide; 13. Second slide; 14. Support plate; 15. First hinge point; 16. Support beam; 17. Second hinge point; 18. Connecting piece; 2. Buffer mechanism; 20. Cylinder body; 21. Buffer chamber; 22. Piston; 23. Piston rod; 24. First mounting plate; 25. First elastic element; 26. First oil return hole; 27. First throttling hole; 28. Second oil return hole; 29. ​​Second throttling hole; 210. Circulation channel; 211. First sealing plug; 212. Second sealing plug; 213. Telescopic chamber; 214. Telescopic rod; 215. Second mounting plate; 216. Second elastic element; 217. Limiting groove; 218. Slot; 219. Limiting element; 220. First groove; 221. Second groove. Detailed Implementation

[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] To achieve efficient platooning, precise loading and unloading, and real-time obstacle avoidance, unmanned mining trucks employ a control system that performs frequent and rapid acceleration and braking with millisecond-level responses. This results in a steeper longitudinal load excitation curve, significantly amplifying the transient impact loads generated by the system compared to the gentler operation of human drivers based on road feel and experience. These loads are concentrated in critical areas such as the front and rear hinge points and the connection between the subframe and the main frame, easily inducing low-cycle or high-cycle fatigue damage, threatening structural durability and operational safety.

[0032] refer to Figures 1 to 7 According to an embodiment of the present invention, a lightweight basalt frame for an unmanned mining truck includes two symmetrically arranged longitudinal beams 1 and multiple crossbeams 11 connected between the two longitudinal beams 1. Both the longitudinal beams 1 and the crossbeams 11 are made of basalt fiber reinforced composite material as the main material, thereby reducing the overall weight of the frame.

[0033] refer to Figure 1 and Figure 2 The inner sides of the two longitudinal beams 1 are slidably connected to a first slide 12, and the inner sides of the tail ends of the two longitudinal beams 1 are slidably connected to a second slide 13. The first slide 12 is supported by a support plate 14, and the support plate 14 is provided with a first hinge point 15 for connecting the lifting cylinder of the truck bed. The second slide 13 is supported by a support beam 16, and the end of the second slide 13 away from the two longitudinal beams 1 is provided with a second hinge point 17 for connecting the truck bed. A connector 18 is fixedly connected between the support beam 16 and the support plate 14 to enable the first slide 12 and the second slide 13 to move synchronously between the two longitudinal beams 1. The crossbeam 11 is provided with a clearance hole for the connector 18 to pass through.

[0034] refer to Figures 1 to 4It also includes a buffer mechanism 2, which is configured as two sets, respectively set on the inner side of the two longitudinal beams 1. Each set includes a cylinder body 20, which is fixed to the inner side of the corresponding longitudinal beam 1. A buffer cavity 21 is opened inside the cylinder body 20, which is filled with hydraulic oil. A piston 22 is slidably connected inside the buffer cavity 21. A piston rod 23 is fixedly connected to the side of the piston 22 near the second slide 13. A first mounting plate 24 is fixedly connected to one end of the piston rod 23 that extends out of the buffer cavity 21. A first elastic member 25 sleeved on the outside of the piston rod 23 is connected between the cylinder body 20 and the first mounting plate 24.

[0035] A sealing pair is provided between the piston 22 and the inner wall of the buffer chamber 21, and a shaft sealing structure is provided at the protruding opening of the piston rod 23 and the cylinder 20. Both the sealing pair and the sealing structure are existing technologies and will not be described in detail here.

[0036] refer to Figure 4 and Figure 5 The cylinder body 20 has a first oil return hole 26 and a first throttle hole 27 connected to the buffer chamber 21 at the end away from the second slide 13. The cylinder body 20 has a second oil return hole 28 and a second throttle hole 29 connected to the buffer chamber 21 at the end near the second slide 13. The cylinder body 20 has a circulation channel 210. One end of the circulation channel 210 is connected to the first oil return hole 26 and the first throttle hole 27, and the other end of the circulation channel 210 is connected to the second oil return hole 28 and the second throttle hole 29. The flow cross-section of the first throttle hole 27 and the second throttle hole 29 is smaller than the flow cross-section of the first oil return hole 26 and the second oil return hole 28.

[0037] refer to Figure 4 and Figure 6 The piston component 22 has a first sealing plug 211 for sealing the first oil return hole 26 and a second sealing plug 212 for sealing the second oil return hole 28, which are fixedly connected to both sides.

[0038] refer to Figures 4 to 7 The piston rod 23 has a telescopic cavity 213 at one end near the second slide 13. The telescopic rod 214 is slidably connected inside the telescopic cavity 213. A second mounting plate 215 is fixedly connected to one end of the telescopic rod 214 near the second slide 13. The second mounting plate 215 is fixedly connected to the second slide 13. A second elastic element 216 sleeved on the outside of the telescopic rod 214 is connected between the first mounting plate 24 and the second mounting plate 215.

[0039] refer to Figure 4 and Figure 6The piston rod 23 has multiple limiting grooves 217 evenly distributed on its outer periphery, which communicate with the inside of the telescopic cavity 213. The cylinder body 20 has a locking groove 218 that corresponds to the position of the limiting groove 217 and is arranged in a ring shape at one end near the second slide 13. Each limiting groove 217 has a limiting member 219 that can be locked inside the locking groove 218. The limiting member 219 can be a ball. The limiting groove 217 can restrict the limiting member 219 from extending out of the limiting groove 217, so as to prevent the limiting member 219 from falling out of the limiting groove 217 when the piston rod 23 extends. The locking groove 218 is set as a circular groove structure that fits the limiting member 219, so that when the piston rod 23 can move, the limiting member 219 can be squeezed into the telescopic cavity 213.

[0040] refer to Figure 5 and Figure 7 The outer wall of the telescopic rod 214 is provided with a first groove 220 and a second groove 221 arranged in an annular manner. The sides of the first groove 220 and the second groove 221 that are close to each other are both set as wedge-shaped surfaces, which are used to squeeze the limiting member 219 back into the slot 218 through the wedge-shaped surfaces. When the telescopic rod 214 moves to the limit position in the direction of approaching the second slide 13, the limiting member 219 can be locked in the first groove 220 to prevent the telescopic rod 214 from being completely pulled out of the telescopic cavity 213.

[0041] When the second mounting plate 215 drives the piston rod 23 to stretch the second elastic member 216 to the limit position, the first groove 220 corresponds to the position of the limiting groove 217, and the limiting member 219 can enter the first groove 220 to release the limiting of the piston rod 23.

[0042] When the second mounting plate 215 drives the piston rod 23 to compress the second elastic member 216 to the limit position, the second groove 221 corresponds to the position of the limiting groove 217, and the limiting member 219 can enter the second groove 221 to release the limiting of the piston rod 23.

[0043] In actual use, the truck bed and the lifting cylinder that controls the truck bed are installed on the first hinge point 15 and the second hinge point 17. At this time, the second slide 13 can drive the first slide 12 to slide synchronously between the two longitudinal beams 1 through the connecting piece 18, so that the truck bed can move as a whole on the frame.

[0044] When the mining truck accelerates or decelerates normally during operation, the inertia of the truck bed and the material inside it will cause the second slide 13 to drive the second mounting plate 215 to compress or stretch the second elastic element 216 and move it, so that the telescopic rod 214 can be further pulled out or inserted from the telescopic cavity 213. At this time, the second elastic element 216 can buffer the normal acceleration or deceleration of the mining truck and play a preliminary buffering role.

[0045] It should be noted that, since normal acceleration or deceleration during the movement of the mining truck is usually insufficient to fully compress or fully stretch the second elastic member 216 of the second mounting plate 215, the first groove 220 and the second groove 221 on the telescopic rod 214 cannot correspond to the position of the limiting groove 217 during normal acceleration or deceleration of the mining truck. The telescopic rod 214 will partially squeeze the limiting member 219 into the slot 218, limiting the piston rod 23 and preventing the piston rod 23 from moving, thus avoiding large-scale movement of the truck bed.

[0046] When the mining truck brakes at high speed, the truck bed and its contents will tend to move forward relative to the frame due to inertia. This increased inertia will further push the second slide 13, causing the second mounting plate 215 to compress the second elastic element 216 to its limit. This allows the telescopic rod 214 to fully insert into the telescopic cavity 213, aligning the second groove 221 with the limiting groove 217. At this point, the limiting element 219 inside the limiting groove 217 can enter the second groove 221 from the slot 218, releasing the restriction on the piston rod 23 and allowing it to move normally. The movement can squeeze the limiting member 219 in the slot 218 into the second groove 221, and drive the first mounting plate 24 and piston 22 to move, so that the first mounting plate 24 compresses the first elastic member 25, and the piston 22 squeezes the hydraulic oil in the buffer chamber 21, so that the hydraulic oil on the side of the piston 22 away from the piston rod 23 enters the other side of the piston 22 through the circulation channel 210. Thus, the compression deformation force of the first elastic member 25 and the damping force generated when the hydraulic oil flows through the channel work together to form a strong resistance, which provides secondary buffering for the huge impact of sudden braking.

[0047] It should be noted that due to the different weights of the materials in the truck bed and the different speeds of the mining truck, the inertia during braking is also different. If the braking inertial impact is abnormally violent, causing the piston 22 to move away from the second slide 13 to its limit position, the first sealing plug 211 fixed on the piston 22 will insert and block the first return oil hole 26. At this time, the hydraulic oil on the moving side of the piston 22 can no longer flow back quickly through the first return oil hole 26 with a larger cross-section. It can only be forced to flow slowly through the smaller first throttling hole 27 and enter the circulation channel 210. This produces a significant throttling effect, and the hydraulic oil flow resistance increases sharply, forming a high buffer back pressure. This causes the piston 22 to move rapidly at the end of its stroke, thereby gently absorbing the final impact energy, achieving three-stage buffering, and effectively protecting the frame structure.

[0048] When the mining truck starts rapidly from a stopped state or suddenly accelerates from a low speed, the truck bed and the material inside it will tend to move backward relative to the truck frame due to inertia. When the starting acceleration is large enough, the inertial force will stretch the second elastic element 216 to its limit position. At this time, the first groove 220 on the telescopic rod 214 corresponds to the position of the limiting groove 217, so that the limiting element 219, which is pressed against the slot 218 by the outer wall of the telescopic rod 214, can disengage from the slot 218 and roll into the first groove 220, so that the limiting element 219 no longer limits the piston rod 23. After the limiting of the piston rod 23 is released, the powerful The inertial force will directly pull the piston rod 23 towards the rear of the vehicle through the second mounting plate 215 and the telescopic rod 214. The piston rod 23 drives the first mounting plate 24 to stretch the first elastic element 25, and at the same time drives the piston 22 to move in the buffer chamber 21. During the movement of the piston 22, it will squeeze the hydraulic oil on the side close to the second slide 13, forcing it to flow through the circulation channel 210 to the other side of the piston 22. In this process, the tensile deformation force of the first elastic element 25 and the damping force generated when the hydraulic oil flows through the channel work together to form a strong resistance, which provides secondary buffering for the huge impact generated by the sudden start.

[0049] It should be noted that, depending on the weight of the material in the truck bed and the speed of the mining truck, if the starting acceleration is extremely high and the inertial impact is exceptionally violent, the piston 22 will be pulled towards the second slide 13 to its limit position. At this time, the second sealing plug 212 fixed on the piston 22 will be inserted and block the second return oil hole 28. At this time, the hydraulic oil on the moving side of the piston 22 can no longer flow back quickly through the second return oil hole 28 with a larger cross section. It can only be forced to flow slowly through the smaller second throttling hole 29 and enter the circulation channel 210. This produces a significant throttling effect, and the hydraulic oil flow resistance increases sharply, forming a high buffer back pressure. This causes the piston 22 to move rapidly at the end of its stroke, thereby gently absorbing the final impact energy, achieving three-stage buffering, and effectively protecting the frame structure.

[0050] When the inertia disappears, the first elastic element 25 will push the first mounting plate 24 back, causing the piston rod 23 and piston 22 to return to the initial position. After the piston rod 23 returns to the initial position, the limiting groove 217 and the slot 218 are aligned. At this time, the second elastic element 216 can push the telescopic rod 214 back to the initial position. During the process of returning to the initial position, the limiting element 219 is squeezed back into the slot 218 through the wedge surface on the first groove 220 or the second groove 221, limiting the piston rod 23 and preparing for the next buffer operation.

[0051] In summary, through the setting of the buffer mechanism 2, on the one hand, the second elastic element 216 provides initial buffering for the movement of the second carriage 13 during normal acceleration or deceleration. On the other hand, under large inertial impacts such as sudden braking or sudden start, the first groove 220 or the second groove 221 on the telescopic rod 214 aligns with the limiting groove 217, causing the limiting element 219 to disengage from the slot 218 and release the piston rod 23 from its limit. Subsequently, the piston element 22 squeezes the hydraulic oil in the buffer chamber 21 to flow through the circulation channel 210, and cooperates with the first elastic element 25. The deformation damping achieves secondary buffering; on the other hand, under extreme impact, when the piston 22 moves to the limit position, the first sealing plug 211 or the second sealing plug 212 on it blocks the first return oil hole 26 or the second return oil hole 28, forcing the hydraulic oil to flow slowly only through the first throttling hole 27 or the second throttling hole 29, generating a throttling effect to form a higher back pressure, achieving tertiary buffering, thereby significantly reducing the risk of fatigue damage to key structures such as longitudinal beam 1 and cross beam 11 by longitudinal impact load, and improving the durability and operational safety of the frame.

[0052] In conclusion, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. 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 lightweight basalt frame for an unmanned mining truck, comprising two symmetrically arranged longitudinal beams and a plurality of crossbeams connecting the two longitudinal beams, characterized in that, Also includes: A first slide and a second slide are slidably disposed between the two longitudinal beams. The first slide and the second slide are connected by a connector to slide synchronously. The first slide is provided with a first hinge point, and the second slide is provided with a second hinge point. A buffer mechanism is provided on the inner side of the longitudinal beam and connected to the second carriage. It is used to provide multiple levels of buffering according to the magnitude of the impact load when the second carriage is subjected to longitudinal impact.

2. The basalt lightweight chassis based on an unmanned mining truck according to claim 1, characterized in that: The buffer mechanism includes a cylinder, a piston, and a piston rod. The cylinder has a buffer chamber filled with hydraulic oil. The piston is slidably disposed in the buffer chamber and separates the buffer chamber. One end of the piston rod is connected to the piston, and the other end extends out of the buffer chamber and is connected to a first mounting plate. A first elastic element sleeved on the outside of the piston rod is connected between the cylinder and the first mounting plate.

3. The lightweight basalt chassis based on an unmanned mining truck according to claim 2, characterized in that: The cylinder body has a circulation channel. The buffer chamber has a first oil return hole and a first throttling hole communicating with it at one end away from the first mounting plate. The buffer chamber has a second oil return hole and a second throttling hole communicating with it at the other end near the first mounting plate. The two ends of the circulation channel are respectively connected to the first oil return hole, the first throttling hole, the second oil return hole, and the second throttling hole.

4. The lightweight basalt chassis based on an unmanned mining truck according to claim 3, characterized in that: The piston component has a first sealing plug and a second sealing plug fixedly connected to its two sides, respectively. The first sealing plug is used to block the first oil return hole, and the second sealing plug is used to block the second oil return hole.

5. The lightweight basalt chassis based on an unmanned mining truck according to claim 2, characterized in that: The piston rod has a telescopic cavity inside, and a telescopic rod is slidably connected inside the telescopic cavity. One end of the telescopic rod extending out of the telescopic cavity is fixedly connected to a second mounting plate that is fixedly connected to the second slide. A second elastic element sleeved on the outside of the telescopic rod is connected between the first mounting plate and the second mounting plate.

6. The lightweight basalt chassis based on an unmanned mining truck according to claim 5, characterized in that: The piston rod has a limiting groove on its outer periphery that communicates with the telescopic cavity, and the cylinder body has a slot on its inner wall. A limiting member is provided in the limiting groove. In the initial state, the limiting member is partially located in the limiting groove and partially engaged in the slot to restrict the movement of the piston rod relative to the cylinder body.

7. The basalt lightweight chassis based on an unmanned mining truck according to claim 6, characterized in that: The outer wall of the telescopic rod is provided with a first groove and a second groove. When the second mounting plate moves the telescopic rod relative to the piston rod to the first limit position, the first groove aligns with the limiting groove. When it moves to the second limit position, the second groove aligns with the limiting groove. When the first groove or the second groove aligns with the limiting groove, the limiting member can enter the first groove or the second groove to release the limiting of the piston rod.

8. The lightweight basalt chassis based on an unmanned mining truck according to claim 5, characterized in that: The first carriage is supported by a support plate, and the first hinge point is fixedly connected to the support plate. The second carriage is supported by a support beam, and the connector is fixedly connected between the support plate and the support beam.

9. The lightweight basalt chassis based on an unmanned mining truck according to claim 1, characterized in that: The first carriage is slidably connected to the inner side of the middle of the two longitudinal beams, and the second carriage is slidably connected to the inner side of the tail of the two longitudinal beams.

10. The basalt lightweight chassis based on an unmanned mining truck according to claim 1, characterized in that: The crossbeam has clearance holes for the connector to pass through.

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