V-shaped thrust rod and cross beam integrated frame assembly

Abstract

The invention belongs to the technical field of vehicle frame assemblies, and particularly relates to a V-shaped thrust rod and cross beam integrated vehicle frame assembly which solves the problems that in the prior art, the structure is prone to fatigue and the collaboration is insufficient, and the V-shaped thrust rod and cross beam integrated vehicle frame assembly comprises a thrust rod assembly arranged on a vehicle frame and an auxiliary beam assembly arranged in the middle of the thrust rod assembly. The frame is composed of two mounting seats and at least two supporting columns, the mounting seats and the supporting columns are symmetrically and fixedly connected to the inner wall of the frame, the frame is used for fixedly mounting the thrust rod assembly, the thrust rod assembly is composed of a connecting seat and two thrust rod bodies, and through arrangement of structures such as a side connecting beam and a main connecting block, the thrust rod assembly is fixedly connected to the side connecting beam and the main connecting block. The arc-shaped structures of the side connecting beams can convert vertical loads into axial thrust, local stress concentration is avoided, meanwhile, the main connecting blocks achieve multi-direction load decoupling through the cross sliding grooves, and the structure fatigue risk under the composite working condition is remarkably reduced by being matched with gradual supporting of the side connecting springs and the coupling springs.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle frame assemblies, and specifically to a V-shaped thrust rod and crossbeam integrated vehicle frame assembly. Background Art

[0002] Currently, the vehicle frame assembly is the core load-bearing structure of the vehicle chassis system, equivalent to the "skeletal framework" of the vehicle, and is used to integrate key components such as the engine, transmission system, suspension device, and body.

[0003] Traditional vehicle frame thrust rods mostly adopt straight or simple inclined structures. Although they can provide basic longitudinal support, significant shortcomings are exposed under complex working conditions. When the vehicle turns, jolts, or is overloaded, lateral loads are likely to cause torsional deformation of the vehicle frame, resulting in a decrease in tire grounding and a lag in handling response. If the deformation is simply suppressed by increasing the material stiffness, it will instead exacerbate vibration transmission and increase the structural weight. Moreover, the fixed connection design of the vehicle frame auxiliary beam or the anti-roll bar cannot dynamically adapt to the deformation of the vehicle frame. Under combined working conditions such as braking and steering, the longitudinal impact and lateral centrifugal force generate a coupling effect through the rigid connection, leading to local stress concentration and even structural fatigue failure. This design defect further causes a decrease in handling stability, manifested as problems such as pulling to one side during steering and fluctuations in braking distance, revealing the insufficient ability of traditional vehicle frames to handle multi-dimensional loads synergistically. Summary of the Invention

[0004] The purpose of the present invention is to provide a V-shaped thrust rod and crossbeam integrated vehicle frame assembly, which solves the problems of easy fatigue of the structure and insufficient synergy.

[0005] To achieve the above purpose, the present invention provides the following technical solution: A V-shaped thrust rod and crossbeam integrated vehicle frame assembly, including a thrust rod assembly arranged on the vehicle frame and a auxiliary beam assembly arranged in the middle of the thrust rod assembly;

[0006] The vehicle frame is composed of two mounting seats and at least two support columns, and the mounting seats and support columns are fixedly connected in a symmetric arrangement on the inner wall of the vehicle frame, and the vehicle frame is used for the fixed installation of the thrust rod assembly;

[0007] The thrust rod assembly is composed of a connecting seat and two thrust rod bodies. The connecting seat is arranged on the top of the vehicle frame, and the thrust rod bodies are movably hinged at the top of the connecting seat in a "V" shape, and the thrust rod bodies are used to stabilize the vehicle frame;

[0008] The auxiliary beam assembly is composed of at least two side connecting beams and at least two shaft connecting beams, and the two side connecting beams and the two shaft connecting beams are movably hinged at the top of the connecting seat in a symmetric arrangement, and the auxiliary beam assembly is used to enhance the stability of the vehicle frame.

[0009] As a preferred embodiment of the present invention, a fixed seat is fixedly connected to the top of the vehicle frame. At least two symmetrically arranged inner groove frames are fixedly connected to the top of the fixed seat. Two symmetrically arranged first connecting shafts are fixedly connected to the bottom of the connecting seat. The first connecting shafts are slidably assembled inside the inner groove frames. A first protection spring is commonly connected between the first connecting shafts and the inner groove frames. A first damper is installed inside the first protection spring.

[0010] As a preferred embodiment of the present invention, two symmetrically arranged second connecting shafts are fixedly connected to the bottom of the vehicle frame. Two symmetrically arranged feet are fixedly connected to the bottom of the connecting seat. A second protection spring is commonly connected between the second connecting shafts and the feet. A second damper is installed inside the second protection spring.

[0011] As a preferred embodiment of the present invention, two symmetrically arranged bearing seats are installed at both ends of the vehicle frame, and the bearing seats are used for the installation of wheel bearings.

[0012] As a preferred embodiment of the present invention, two symmetrically arranged first hinge rods are fixedly connected to the top of the connecting seat. Two axially connected beams are symmetrically and movably hinged to the two first hinge rods, and the axially connected beam is an arc of a semi-circle with an angle of ten degrees.

[0013] As a preferred embodiment of the present invention, two symmetrically arranged second hinge rods are fixedly connected to the top of the connecting seat. A fixed head is fixedly connected to the top of the second hinge rod. Two side-connected beams are symmetrically and movably hinged to the two second hinge rods, and the side-connected beam is an arc of a semi-circle with an angle of five degrees.

[0014] As a preferred embodiment of the present invention, auxiliary connecting beams are commonly provided on both sides of the two side-connected beams. Connecting springs are commonly connected between the two ends of the auxiliary connecting beam and the top of the side-connected beam.

[0015] As a preferred embodiment of the present invention, a main connecting block is slidably assembled at one end of the four side-connected beams and the four axially connected beams. Side connection springs are commonly connected between the main connecting block and the side-connected beams. Axial connection springs are commonly connected between the main connecting block and the axially connected beams.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0017] 1. Through the arrangement of structures such as side-connected beams and main connecting blocks, the arc structure of the side-connected beam can convert the vertical load into axial thrust, avoiding local stress concentration. At the same time, the main connecting block realizes multi-directional load decoupling through the cross-shaped sliding groove, and with the progressive support of the side connection spring and the axial connection spring, the structural fatigue risk under complex working conditions is significantly reduced.

[0018] 2. Through the settings of the V-shaped thrust rod body, auxiliary beam assembly, vehicle frame and other structures, the present invention greatly enhances the coordination and stability of the vehicle frame. The V-shaped thrust rod body disperses the longitudinal impact force to both sides of the vehicle frame through dynamic angle adjustment, and the arc structure of the auxiliary beam assembly and the spring system further optimize the load transfer path. At the same time, the top fixed seat and the inner groove frame, and the bottom second connecting shaft and the bottom feet form a two-stage buffer in the vertical direction to ensure the efficient coordination of the force flow of each component under complex working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a schematic diagram of the overall structure of the present invention;

[0020] Figure 2 is a bottom view of the overall structure of the present invention;

[0021] Figure 3 is a schematic diagram of the overall structure of the vehicle frame of the present invention;

[0022] Figure 4 is a schematic diagram of the overall structure of the thrust rod assembly of the present invention;

[0023] Figure 5 is a schematic diagram of the overall structure of the auxiliary beam assembly of the present invention;

[0024] Figure 6 is a schematic diagram of the overall structure of the auxiliary connecting beam of the present invention;

[0025] Figure 7 is a schematic diagram of the overall structure of the main connecting block of the present invention.

[0026] In the figure: 1. Vehicle frame; 11. Support column; 12. Mounting seat; 13. Bearing seat;

[0027] 2. Thrust rod assembly; 21. Connecting seat; 211. First connecting shaft; 212. First protection spring; 213. First damper; 214. First articulated rod; 215. Second articulated rod; 216. Fixed head; 217. Bottom feet; 22. Fixed seat; 221. Inner groove frame; 222. Second connecting shaft; 223. Second protection spring; 224. Second damper; 23. Thrust rod body;

[0028] 3. Auxiliary beam assembly; 31. Side connecting beam; 32. Axial connecting beam; 33. Auxiliary connecting beam; 333. Connecting spring; 34. Main connecting block; 341. Side connecting spring; 342. Axial connecting spring. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0029] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0030] Please refer to Figure 1-7 , in this embodiment, an integrated frame assembly of a V-shaped thrust rod and a cross beam includes a thrust rod assembly 2 arranged on a frame 1 and a secondary beam assembly 3 arranged in the middle of the thrust rod assembly 2;

[0031] The frame 1 is composed of two mounting seats 12 and at least two support columns 11. The mounting seats 12 and the support columns 11 are fixedly connected in a symmetric arrangement on the inner wall of the frame 1. The frame 1 is used for the fixed installation of the thrust rod assembly 2;

[0032] The thrust rod assembly 2 is composed of a connecting seat 21 and two thrust rod bodies 23. The connecting seat 21 is arranged on the top of the frame 1. The thrust rod bodies 23 are movably hinged at the top of the connecting seat 21 in a "V" shape. The thrust rod bodies 23 are used to stabilize the frame 1;

[0033] The secondary beam assembly 3 is composed of at least two side connecting beams 31 and at least two shaft connecting beams 32. The two side connecting beams 31 and the two shaft connecting beams 32 are movably hinged at the top of the connecting seat 21 in a symmetric arrangement. The secondary beam assembly 3 is used to enhance the stability of the frame 1.

[0034] Specifically, the main body of the frame 1 is welded by symmetrically distributed mounting seats 12 and support columns 11. The mounting seats 12 are fastened to both sides of the inner wall of the frame 1 by bolts to form a stable base structure. The connecting seat 21 of the thrust rod assembly 2 is cast from high-strength alloy steel. Its bottom is embedded and fixed in the inner groove frame 221 of the fixed seat 22 through two groups of first connecting shafts 211 to achieve longitudinal sliding guidance. The two groups of thrust rod bodies 23 are arranged at an angle of 120° and are movably connected to the top of the connecting seat 21 through a hinge shaft to form a dynamic V-shaped structure. When the vehicle is running, the thrust rod body 23 converts the longitudinal impact force from the road surface into a lateral component force through the change of the V-shaped opening direction, which is dispersed and borne by the support columns 11 on both sides of the frame 1. The side connecting beam 31 and the shaft connecting beam 32 of the secondary beam assembly 3 are connected to the connecting seat 21 through the first hinge rod 214 and the second hinge rod 215. The side connecting beam 31 adopts a semi-circular five-degree arc design, and the shaft connecting beam 32 adopts a semi-circular ten-degree arc design. The two convert the vertical load into an axial thrust through the arc structure and cooperate with the V-shaped support of the thrust rod body 23 to form a three-dimensional force system balance. When the frame 1 undergoes torsion, the arc structure of the secondary beam assembly 3 generates elastic deformation, absorbs energy through the rotational movement of the hinge point, and at the same time, the thrust rod body 23 adjusts the angle to compensate for the deformation to ensure the balance of the overall stiffness and flexibility of the frame 1.

[0035] In this embodiment, a fixed seat 22 is fixedly connected to the top of the vehicle frame 1. At least two symmetrically arranged inner groove frames 221 are fixedly connected to the top of the fixed seat 22. Two symmetrically arranged first connecting shafts 211 are fixedly connected to the bottom of the connecting seat 21. The first connecting shafts 211 are slidably assembled inside the inner groove frames 221. A first protection spring 212 is commonly connected between the first connecting shafts 211 and the inner groove frames 221. A first damper 213 is installed inside the first protection spring 212.

[0036] Specifically, inside the fixed seat 22 welded to the top of the vehicle frame 1, two groups of symmetrically arranged inner groove frames 221 are formed with guiding chutes through precision machining. The first connecting shafts 211 at the bottom of the connecting seat 21 are designed in a cylindrical shape and are chrome-plated on the surface to reduce the friction coefficient. Their ends are prevented from coming out by limiting baffles. The first protection spring 212 is sleeved outside the first connecting shafts 211 and adopts a variable pitch spiral structure, providing a non-linear damping characteristic through the progressive compression of the spring coils when the vehicle frame 1 is pressed. The first damper 213 is built inside the spring. Its piston rod is threadedly connected to the end of the first connecting shaft 211. The damping medium uses high-viscosity silicone oil, and the vibration energy is consumed through the throttling orifice damping effect. When the vehicle passes through a bumpy road surface, the connecting seat 21 drives the first connecting shafts 211 to slide along the inner groove frames 221. The spring and the damper work together: the initial impact is absorbed by the spring, and the high-frequency vibration is attenuated by the damper, forming a two-stage shock absorption mechanism. This design enables the thrust rod assembly 2 to have a flexible buffering ability in the vertical direction while maintaining the longitudinal stiffness.

[0037] In this embodiment, two symmetrically arranged second connecting shafts 222 are fixedly connected to the bottom of the vehicle frame 1. Two symmetrically arranged feet 217 are fixedly connected to the bottom of the connecting seat 21. A second protection spring 223 is commonly connected between the second connecting shafts 222 and the feet 217. A second damper 224 is installed inside the second protection spring 223.

[0038] Specifically, the second connecting shaft 222 welded to the bottom of the vehicle frame 1 adopts a double-ear structure, forming a four-bar linkage with the U-shaped foot 217 at the bottom of the connecting seat 21. The second protection spring 223 is sleeved outside the connecting shaft and adopts a conical spiral design, with the large end facing downwards to adapt to the gravity-direction load. The second damper 224 is placed inside the spring, and its cylinder body is fixedly connected to the second connecting shaft 222, and the piston rod is connected to the foot 217 through a ball joint, allowing angular deflection. When the vehicle brakes or accelerates, the vehicle frame 1 generates a longitudinal inertial force, and the connecting seat 21 compresses the second protection spring 223 through the foot 217. The spring stiffness curve is optimized, providing a lower stiffness in the front section of the compression stroke to absorb small vibrations, and a steep increase in stiffness in the rear section to limit excessive displacement. The damper works synchronously, suppressing spring resonance through the damping of silicone oil flow to prevent rigid impact between the vehicle frame 1 and the thrust rod assembly 2. This bottom buffer structure and the inner groove frame 221 system at the top form a two-stage protection in the vertical direction, significantly improving the ride comfort of the whole vehicle.

[0039] In this embodiment, two symmetrically arranged bearing seats 13 are installed at both ends of the vehicle frame 1, and the bearing seats 13 are used for installing wheel bearings.

[0040] Specifically, the bearing seats 13 symmetrically arranged at both ends of the vehicle frame 1 adopt a split structure, which is fastened by bolts by an upper cover plate and a lower base. A double-row tapered roller bearing is arranged inside the bearing seat 13, the outer ring is interference-fitted with the hole of the bearing seat 13, and the inner ring is connected to the axle shaft through a spline. Reinforcing rib plates are welded to the bottom of the base of the bearing seat 13 and welded to the side beam of the vehicle frame 1 through a triangular layout to form a stress dispersion structure. When the wheel bears a lateral force, the bearing seat 13 transfers the torque to the main body of the vehicle frame 1 through the reinforcing rib plate. Its split design allows independent adjustment of the bearing preload to ensure precise control of the bearing clearance under different working conditions. This structure enables the vehicle frame 1 assembly to retain the traditional bearing installation interface while reducing stress concentration by optimizing the force flow path, extending the service life of the bearing, and simplifying the maintenance process.

[0041] In this embodiment, two symmetrically arranged first hinge rods 214 are fixedly connected to the top of the connecting seat 21, and two shaft connecting beams 32 are movably hinged to the two first hinge rods 214 in a symmetric arrangement. The shaft connecting beam 32 is an arc of a semi-circle of ten degrees.

[0042] Specifically, the first hinge rod 214 at the top of the connection seat 21 is designed as a stepped shaft. The small-diameter section is connected to the main body of the connection seat 21 through a transition fillet, and an annular groove is provided on the large-diameter section for installing the shaft connection beam 32. The semi-circular ten-degree arc structure of the shaft connection beam 32 is formed by a cold bending process. A hinge hole is provided at the arc top position and is connected to the first hinge rod 214 through a spherical plain bearing. When the vehicle frame 1 bears a lateral load, the shaft connection beam 32 rotates slightly along the hinge point, and the arc structure converts the shear force into axial tensile and compressive forces, avoiding local stress concentration. The spherical plain bearing is internally provided with a self-lubricating bushing, allowing a swing angle of ±5°, adapting to the angular offset caused by the deformation of the vehicle frame 1. This design enables the shaft connection beam 32 to maintain motion decoupling from the main body of the thrust rod 23 while transmitting the lateral force, preventing the mutual interference of loads in different directions and improving the working reliability of the auxiliary beam assembly 3.

[0043] In this embodiment, two symmetrically arranged second hinge rods 215 are fixedly connected to the top of the connection seat 21. A fixed head 216 is fixedly connected to the top of the second hinge rods 215. Two side connection beams 31 are movably hinged to the two second hinge rods 215 in a symmetric arrangement, and the side connection beam 31 is in a semi-circular five-degree arc shape.

[0044] Specifically, the second hinge rod 215 at the top of the connection seat 21 adopts a double-thread structure. The lower thread is connected to the main body of the connection seat 21, and the upper thread is matched with the fixed head 216. The semi-circular five-degree arc of the side connection beam 31 is formed by laser cutting, and its arc length is optimized by topology design to reduce weight while ensuring stiffness. Double ear plates are provided at the end of the side connection beam 31 and are connected to the second hinge rod 215 through a pin shaft. The surface of the pin shaft is treated with hard chromium plating to improve wear resistance. The fixed head 216 adopts a split gland structure, and the side connection beam 31 is pressed against the top of the second hinge rod 215 through bolts. When the vehicle frame 1 undergoes longitudinal bending, the side connection beam 31 swings slightly along the hinge point, and the arc structure converts the bending moment into an axial force, cooperating with the V-shaped support of the main body of the thrust rod 23 to form a moment balance. The detachable design of the fixed head 216 facilitates the replacement and maintenance of the side connection beam 31, and the double ear plate structure prevents the side connection beam 31 from disengaging under extreme working conditions.

[0045] In this embodiment, auxiliary connection beams 33 are commonly provided on both sides of the two side connection beams 31. Connection springs 333 are commonly connected to the two ends of the auxiliary connection beam 33 and the top of the side connection beam 31.

[0046] Specifically, the secondary connecting beam 33 adopts a rectangular steel pipe structure, with U-shaped card slots provided at both ends and connected to the lugs on the side of the side connecting beam 31 through bolts. The connecting spring 333 is sleeved outside the secondary connecting beam 33, adopting a three-strand parallel wound wire rope structure, and the end is connected to the side connecting beam 31 and the secondary connecting beam 33 through a pressed joint. When the vehicle turns, the centrifugal force causes the vehicle frame 1 to generate a lateral displacement. The side connecting beam 31 transmits tensile and compressive forces through the secondary connecting beam 33, and the elastic deformation of the connecting spring 333 absorbs energy to prevent the overload of the secondary beam assembly 3. The non-linear characteristics of the wire rope spring provide a low stiffness during small-amplitude vibrations to ensure riding comfort; the stiffness increases steeply during large-amplitude impacts to limit structural deformation. The combination of the secondary connecting beam 33 and the side connecting beam 31 forms a space truss structure, which converts single-point force into surface load distribution, significantly improving the torsional stiffness of the secondary beam assembly 3 while maintaining the structural light weight.

[0047] In this embodiment, one end of four side connecting beams 31 and four shaft connecting beams 32 are jointly and slidably assembled with a main connecting block 34. A side connecting spring 341 is jointly connected to the main connecting block 34 and the side connecting beam 31, and a shaft connecting spring 342 is jointly connected to the main connecting block 34 and the shaft connecting beam 32.

[0048] Specifically, the main connecting block 34 is cast from aluminum alloy, with a cross-shaped sliding groove provided inside. The ends of the side connecting beam 31 and the shaft connecting beam 32 are embedded in the sliding groove through T-shaped guide rails. The side connecting spring 341 and the shaft connecting spring 342 are respectively arranged on both sides of the main connecting block 34, and are designed with different stiffnesses to match the load characteristics. When the vehicle frame 1 bears a combined load, the side connecting beam 31 generates a longitudinal displacement along the sliding groove, and the shaft connecting beam 32 generates a lateral displacement. The main connecting block 34 realizes the decoupling of multi-directional loads through the coordinated deformation of the springs. The helix angle of the side connecting spring 341 is optimized, and a lateral component force is generated during compression to compensate for the gap caused by the deformation of the vehicle frame 1; the variable pitch structure of the shaft connecting spring 342 provides a progressive support force to prevent hard contact. The combination of the main connecting block 34 and the springs enables the secondary beam assembly 3 to have an adaptive adjustment ability, converting the discrete beam structure into a continuous stress body, and significantly improving the integrity and anti-fatigue performance of the vehicle frame 1 assembly.

[0049] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An integrated frame assembly of a V-shaped thrust rod and a crossbeam, comprising a thrust rod assembly (2) arranged on a vehicle frame (1) and a secondary beam assembly (3) arranged in the middle of the thrust rod assembly (2), characterized in that ； The vehicle frame (1) is composed of two mounting seats (12) and at least two support columns (11). The mounting seats (12) and the support columns (11) are fixedly connected to the inner wall of the vehicle frame (1) in a symmetric arrangement. The vehicle frame (1) is used for the fixed installation of the thrust rod assembly (2). The thrust rod assembly (2) is composed of a connecting seat (21) and two thrust rod bodies (23). The connecting seat (21) is arranged at the top of the vehicle frame (1). The thrust rod bodies (23) are movably hinged to the top of the connecting seat (21) in a "V" shape. The thrust rod bodies (23) are used to stabilize the vehicle frame (1). The auxiliary beam assembly (3) is composed of at least two side connecting beams (31) and at least two shaft connecting beams (32). Two side connecting beams (31) and two shaft connecting beams (32) are movably hinged to the top of the connecting seat (21) in a symmetric arrangement. The auxiliary beam assembly (3) is used to enhance the stability of the vehicle frame (1).

2. A V-type thrust rod and crossbeam integrated vehicle frame assembly according to claim 1, characterized in that: A fixed seat (22) is fixedly connected to the top of the vehicle frame (1). At least two symmetrically arranged inner groove frames (221) are fixedly connected to the top of the fixed seat (22). Two symmetrically arranged first connecting shafts (211) are fixedly connected to the bottom of the connecting seat (21). The first connecting shafts (211) are slidably assembled inside the inner groove frames (221). A first protection spring (212) is commonly connected between the first connecting shafts (211) and the inner groove frames (221). A first damper (213) is installed inside the first protection spring (212).

3. A V-shaped thrust rod and crossbeam integrated vehicle frame assembly according to claim 1, characterized in that: Two symmetrically arranged second connecting shafts (222) are fixedly connected to the bottom of the vehicle frame (1). Two symmetrically arranged feet (217) are fixedly connected to the bottom of the connecting seat (21). A second protection spring (223) is commonly connected between the second connecting shafts (222) and the feet (217). A second damper (224) is installed inside the second protection spring (223).

4. A V-shaped thrust rod and crossbeam integrated vehicle frame assembly according to claim 1, characterized in that: Two symmetrically arranged bearing seats (13) are installed at both ends of the vehicle frame (1). The bearing seats (13) are used for the installation of wheel bearings.

5. The integrated vehicle frame assembly of a V-type thrust rod and a crossbeam according to claim 1, characterized in that: Two symmetrically arranged first hinge rods (214) are fixedly connected to the top of the connecting seat (21). Two shaft connecting beams (32) are movably hinged to the two first hinge rods (214) in a symmetric arrangement. The shaft connecting beams (32) are in the shape of a semi-circular arc of ten degrees.

6. A V-shaped thrust rod and crossbeam integrated vehicle frame assembly according to claim 1, characterized in that: Two symmetrically arranged second hinge rods (215) are fixedly connected to the top of the connecting seat (21). A fixed head (216) is fixedly connected to the top of the second hinge rods (215). Two side connecting beams (31) are movably hinged to the two second hinge rods (215) in a symmetric arrangement. The side connecting beams (31) are in the shape of a semi-circular arc of five degrees.

7. A V-shaped thrust rod and crossbeam integrated vehicle frame assembly according to claim 1, characterized in that: Auxiliary connecting beams (33) are commonly arranged on both sides of the two side connecting beams (31). Connecting springs (333) are commonly connected between the two ends of the auxiliary connecting beams (33) and the tops of the side connecting beams (31).

8. A V-type thrust rod and crossbeam integrated vehicle frame assembly according to claim 1, characterized in that: A main connecting block (34) is slidably assembled at one end of the four side connecting beams (31) and the four shaft connecting beams (32). Side connecting springs (341) are commonly connected between the main connecting block (34) and the side connecting beams (31). Shaft connecting springs (342) are commonly connected between the main connecting block (34) and the shaft connecting beams (32).

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