Vehicle anti-collision device, frame and vehicle

Abstract

The invention provides a vehicle anti-collision device, a frame and a vehicle, and relates to the field of off-highway dump trucks. The vehicle anti-collision device is used for the vehicle, the vehicle anti-collision device is installed on the front side of the vehicle, and the vehicle anti-collision device comprises a first protection assembly used for being connected with the vehicle; the second protection assembly can be rotationally installed on the first protection assembly in the height direction of the vehicle, the second protection assembly is provided with a first position and a second position, when the second protection assembly is located at the first position, the first protection assembly is arranged in the height direction of the vehicle, and when the second protection assembly is located at the second position, the second protection assembly is arranged in the height direction of the vehicle. An included angle is formed between the second protection assembly and the height direction of the vehicle. The second protection assembly can be overturned forwards like the cab, the first protection assembly does not shield the cab, and through overturning of the second protection assembly, obstruction to the cab in the overturning process is eliminated. And meanwhile, the safety of the cab can be improved through the arranged vehicle anti-collision device.

Description

Technical Field

[0001] The invention relates to the field of off-road dump trucks, and in particular to a vehicle anti-collision device, a vehicle frame and a vehicle. Background Art

[0002] A mining dump truck is an off-road mining dump truck suitable for harsh environments such as bumps, mud, and ruggedness. Since the environmental conditions such as roads and lighting during the use of off-road dump trucks in mines are very harsh, dump trucks often bump into or even collide violently, which may cause partial damage to the cab, engine, and chassis system of the dump truck, or even cause serious consequences such as vehicle destruction and death. The prior art uses a front protective steel beam or a vehicle anti-collision device set in front of the vehicle to protect the cab, engine, and chassis system of the dump truck. These front protective devices are all fixed and connected to the frame by bolts. However, the front protective devices used in the unloading vehicle are all fixed. When the cab needs to be flipped or the front end of the vehicle needs to be maintained, the front protective device needs to be removed, which delays the maintenance time and increases the maintenance cost.

[0003] Therefore, a vehicle anti-collision device, a vehicle frame and a vehicle that can be used when the cab needs to be turned over or the front end of the vehicle needs to be maintained without dismantling and can ensure the collision strength have become issues that need to be solved urgently. Summary of the invention

[0004] The present application proposes a vehicle anti-collision device, a frame and a vehicle, which solves the problem in the related art that when the cab needs to be flipped or the front end of the vehicle needs to be maintained, the front protection device needs to be removed, which delays the maintenance time and increases the maintenance cost.

[0005] To this end, a first object of the present invention is to provide a vehicle anti-collision device.

[0006] A second object of the present invention is to provide a vehicle frame.

[0007] A third object of the present invention is to provide a vehicle.

[0008] In view of this, the technical solution of the first aspect of the present invention provides a vehicle anti-collision device, which is used for a vehicle. The vehicle anti-collision device is installed on the front side of the vehicle. The vehicle anti-collision device includes: a first protection assembly, which is used to connect with the vehicle; a second protection assembly, which can be rotatably installed on the first protection assembly along the height direction of the vehicle, and the second protection assembly has a first position and a second position. When the second protection assembly is in the first position, the first protection assembly is arranged along the height direction of the vehicle, and when the second protection assembly is in the second position, the second protection assembly has an angle with the height direction of the vehicle.

[0009] In this technical solution, the vehicle anti-collision device is used for the vehicle frame, and the vehicle anti-collision device includes: a first protection assembly connected to the vehicle frame; a second protection assembly arranged on the first protection assembly in the height direction of the vehicle, the second protection assembly is rotationally connected to the first protection assembly, and the second protection assembly can rotate around the first protection assembly toward the front side of the vehicle. The second protection assembly is arranged above the first protection assembly and can rotate relatively, that is, the second protection assembly can flip forward. In the prior art, the cab of the dump truck can flip forward, and the conventional vehicle anti-collision device will form an obstacle in the flipping process. The vehicle anti-collision device in the present application has a second protection assembly that can flip forward like the cab, and the first protection assembly will not block the cab. By flipping the second protection assembly, the obstacle to the flipping of the cab is removed. At the same time, the safety of the cab can be improved by the vehicle anti-collision device.

[0010] In some possible technical solutions, optionally, a rotation angle of the second protection assembly relative to the first protection assembly is greater than 0° and less than or equal to 60°.

[0011] In this technical solution, the rotation angle of the second protection assembly relative to the first protection assembly is greater than 0° and less than or equal to 60°, and the flip angle of the second protection assembly needs to be greater than the flip angle of the cab, so the maximum rotation angle only needs to be greater than the flip angle of the cab.

[0012] In some possible technical solutions, optionally, the second protection assembly includes: a connecting seat, which is connected to the first protection assembly; the connecting seat includes a first opening; when the second protection assembly is in the first position, the first opening is close to the side of the vehicle and is adapted to the shape of the corresponding structure of the first protection assembly.

[0013] In this technical solution, the second protection assembly includes: a connection seat, which is connected to the first protection assembly; the connection seat includes a first opening; the second protection assembly has two positions, when the second protection assembly is in the first position, the second protection assembly and the first protection assembly are in the same straight line, the first opening is close to the side of the frame and is parallel to the straight line, when the second protection assembly is in the second position, the second protection assembly and the first protection assembly have an angle. That is, in the first position, the second protection assembly can be placed on the first protection assembly and form a contact surface to improve the force strength of the contact surface. Since the collision of the vehicle often occurs at a relatively high position, the main purpose of the vehicle anti-collision device is to protect the engine and the cab at a relatively high position. Therefore, in order to set a larger contact surface, the second protection assembly can better improve the protection of the engine and the cab.

[0014] Furthermore, there is a clearance fit between the first protection assembly and the second protection assembly, and the size of the clearance is greater than 0 mm and less than or equal to 5 mm. At the same time, the length of the contact surface of the first protection assembly and the second protection assembly in the linear direction needs to be greater than or equal to 40 mm and less than or equal to 60 mm. By limiting the length of the contact surface of the first protection assembly and the second protection assembly in the linear direction, the area of ​​the contact surface can be greatly increased, and the force conditions of the first protection assembly and the second protection assembly can be improved. At the same time, the long contact surface is not conducive to processing and flipping.

[0015] In some possible technical solutions, optionally, the connecting shaft, the connecting seat and the first protection assembly are rotatably connected via the connecting shaft; and the pin shaft is used to lock the first protection assembly and the second protection assembly in the first position.

[0016] In this technical solution, the vehicle anti-collision device also includes a connecting shaft for rotatably connecting the connecting seat and the first protection assembly; and a pin for fixing the second protection assembly at the first position. The first protection assembly and the connecting seat are connected together by the connecting shaft pair, so that the connecting seat can rotate with the first protection assembly. At the same time, a pin is provided, and the second protection assembly can be fixed at the first position by the pin. The pin is easy to disassemble, and the rotation of the second protection assembly can be achieved by disassembling the pin.

[0017] In some possible technical solutions, optionally, the pin shaft is provided with threads, the connecting seat is provided with a threaded hole, and one end of the pin shaft cooperates with the threaded hole.

[0018] In this technical solution, the pin shaft and the connecting seat are connected by threads. The pin shaft and the connecting seat can be easily disassembled by threading, and the pin shaft can be prevented from falling due to vibration during the driving of the vehicle.

[0019] In some possible technical solutions, optionally, the vehicle also includes a frame, the frame includes: a front anti-collision beam and a first connecting member, wherein the first connecting member is arranged on the rear side of the front anti-collision beam, and the first protection assembly includes: a first protection beam connected to the front anti-collision beam; and a second protection beam connected to the first connecting member.

[0020] In this technical solution, the vehicle frame includes: a front anti-collision beam and a first connecting member, wherein the first connecting member is arranged on the rear side of the front anti-collision beam, and the first protection assembly includes: a first protective beam connected to the front anti-collision beam; a second protective beam connected to the first connecting member. The first protective beam is connected to the front anti-collision beam. Since the front anti-collision beam is often located at the main body of the collision, the first anti-collision beam is arranged on the front anti-collision beam, which can greatly improve the strength of the first anti-collision beam. Furthermore, the second anti-collision beam is connected to the first connecting member, and the first connecting member is arranged at a relatively rear position of the first anti-collision beam. Since the connection points in this application are all arranged at a relatively lower position of the frame, in order to ensure strength, it is necessary to set the second anti-collision beam to be connected to the first connecting member to ensure the strength of the vehicle's anti-collision device.

[0021] In some possible technical solutions, optionally, the first protection beam includes: a first support, the first support is connected to the front anti-collision beam; and a second support, the second support is connected to the first connecting member.

[0022] In this technical solution, the first protective beam includes: a first support, the first support is connected to the front anti-collision beam; a second support, the second support is connected to the first connecting piece. By setting the first support and the second support, the impact force on the first protective beam and the second protective beam is further buffered. The toughness of the first support and the second support is stronger than that of the first protective beam and the second protective beam, and the stiffness of the first protective beam and the second protective beam is stronger than that of the first support and the second support. The first support and the second support are hollow square tubes. Specifically, the aspect ratio of the first support and the second support is 1:5, and the wall thickness needs to be at least 4 mm. For example, a first support with a length of 300 mm needs to use a hollow square tube with a length of 300 mm, a width and height of 60 mm, and a wall thickness of 5 mm.

[0023] In some possible technical solutions, optionally, the vehicle frame further includes: a second connecting member, which is arranged on the rear side of the first connecting member, and the second protective beam further includes a pull rod, which is connected to the second connecting member.

[0024] In this technical solution, the vehicle frame also includes: a second connecting member, which is arranged on the rear side of the first connecting member, and the second protective beam also includes a pull rod, which is connected to the second connecting member. Since the connection points in this application are all arranged at a relatively lower position of the vehicle frame, when a collision occurs, the force point is at the height of the front anti-collision beam and above, so the vehicle anti-collision device may rotate with the first anti-collision beam as the axis, thereby posing a danger to the engine and the cab above the anti-collision beam. In order to reduce this danger, an additional pull rod is provided in this application. The pull rod is provided on the second anti-collision beam and is connected to the second connecting member which is arranged at a relatively rearward position. The pull rod can offset the force arm generated by the rotation, thereby playing a role in protecting the engine and the cab.

[0025] According to a second aspect of the present invention, a vehicle frame is further provided, comprising: a vehicle anti-collision device as provided in any technical solution in the first aspect above.

[0026] In this technical solution, the vehicle frame includes: a vehicle anti-collision device as proposed in any technical solution in the first aspect above, and thus has all the technical effects of the vehicle anti-collision device in the first aspect.

[0027] According to a third aspect of the present invention, a vehicle is further provided, comprising: a vehicle frame as provided in the second aspect above.

[0028] In this technical solution, the vehicle includes: a vehicle frame as proposed in the second aspect, and thus has all the technical effects of the vehicle frame of the second aspect.

[0029] Additional aspects and advantages of the present invention will become apparent from the following description or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0031] Figure 1 is one of the schematic diagrams of a vehicle anti-collision device according to an embodiment of the present invention;

[0032] Figure 2 This is a second schematic diagram of a vehicle anti-collision device according to an embodiment of the present invention.

[0033] in, Figure 1 and Figure 2 The corresponding relationship between the reference numerals and the component names is as follows:

[0034] 1 vehicle anti-collision device, 10 first protection assembly, 20 second protection assembly, 22 connecting seat, 222 first opening, 30 first protection beam, 32 first support, 40 second protection beam, 42 second support, 44 pull rod, 3 connecting shaft, 4 pin shaft, 5 frame, 52 front anti-collision beam, 54 first connecting piece, 56 second connecting piece. DETAILED DESCRIPTION

[0035] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0036] The embodiment of the first aspect of the present invention provides a vehicle anti-collision device 1, such as Figure 1 and Figure 2 As shown, the vehicle anti-collision device 1 is used for the vehicle frame 5, and the vehicle anti-collision device 1 includes: a first protection assembly 10, which is connected to the vehicle frame 5; a second protection assembly 20, which is arranged on the height direction of the first protection assembly 10 in the vehicle, and the second protection assembly 20 is rotatably connected to the first protection assembly 10, and the second protection assembly 20 can rotate around the front side of the first protection assembly 10.

[0037] In this embodiment, the vehicle anti-collision device 1 is used for the vehicle frame 5, and the vehicle anti-collision device 1 includes: a first protection assembly 10, which is connected to the vehicle frame 5; a second protection assembly 20, which is arranged on the first protection assembly 10 in the height direction of the vehicle, and the second protection assembly 20 is rotatably connected to the first protection assembly 10, and the second protection assembly 20 can rotate around the first protection assembly 10 toward the front side of the vehicle. The second protection assembly 20 is arranged above the first protection assembly 10 and can rotate relatively, that is, the second protection assembly 20 can flip forward. In the prior art, the cab of the dump truck can flip forward, and the conventional vehicle anti-collision device will form an obstacle in the flipping process, while the vehicle anti-collision device 1 in the present application, the second protection assembly 20 can flip forward like the cab, and the first protection assembly 10 will not block the cab, and the flipping of the second protection assembly 20 removes the obstacle to the flipping of the cab. At the same time, the safety of the cab can be improved by the vehicle anti-collision device.

[0038] In some possible embodiments, optionally, a rotation angle of the second protection assembly 20 relative to the first protection assembly 10 is greater than or equal to 0° and less than or equal to 60°.

[0039] In this embodiment, the rotation angle of the second protection assembly 20 relative to the first protection assembly 10 is greater than or equal to 0° and less than or equal to 60°. The flipping angle of the second protection assembly 20 needs to be greater than the flipping angle of the cab, so the maximum rotation angle only needs to be greater than the flipping angle of the cab.

[0040] In some possible embodiments, optionally, the second protection assembly 20 includes: a connecting seat 22, which is connected to the first protection assembly 10; the connecting seat 22 includes a first opening 222; the second protection assembly 20 has two positions, when the second protection assembly 20 is in the first position, the second protection assembly 20 and the first protection assembly 10 are in the same straight line, the first opening 222 is close to the side of the frame 5 and is parallel to the straight line, when the second protection assembly 20 is in the second position, the second protection assembly 20 and the first protection assembly 10 have an angle.

[0041] In this embodiment, the second protection assembly 20 includes: a connection seat 22, which is connected to the first protection assembly 10; the connection seat 22 includes a first opening 222; the second protection assembly 20 has two positions, when the second protection assembly 20 is in the first position, the second protection assembly 20 and the first protection assembly 10 are in the same straight line, the first opening 222 is close to the side of the frame 5 and is parallel to the straight line, when the second protection assembly 20 is in the second position, the second protection assembly 20 and the first protection assembly 10 have an angle. That is, in the first position, the second protection assembly 20 can be placed on the first protection assembly 10 and form a contact surface to improve the force strength of the contact surface. Since the collision of the vehicle often occurs at a relatively upper position, the main purpose of the vehicle anti-collision device is to protect the engine and the cab at a relatively upper position. Therefore, in order to set a larger contact surface, the protection strength of the second protection assembly 20 on the engine and the cab can be better improved.

[0042] Furthermore, there is a clearance fit between the first protection assembly 10 and the second protection assembly 20, and the size of the clearance is greater than 0 mm and less than or equal to 5 mm. At the same time, the length of the contact surface of the first protection assembly 10 and the second protection assembly 20 in the linear direction needs to be greater than or equal to 40 mm and less than or equal to 60 mm. By limiting the length of the contact surface of the first protection assembly 10 and the second protection assembly 20 in the linear direction, the area of ​​the contact surface can be greatly increased, and the force condition of the first protection assembly 10 and the second protection assembly 20 can be improved. At the same time, the long contact surface is not conducive to processing and flipping.

[0043] In some possible embodiments, optionally, the vehicle anti-collision device 1 further includes a connecting shaft 3 for rotationally connecting the connecting seat 22 and the first protection assembly 10; and a pin shaft 4 for fixing the second protection assembly 20 at the first position.

[0044] In this embodiment, the vehicle anti-collision device 1 further includes a connecting shaft 3 for rotatably connecting the connecting seat 22 and the first protection assembly 10; and a pin 4 for fixing the second protection assembly 20 at the first position. The first protection assembly 10 and the connecting seat 22 are connected together by the connecting shaft 3, so that the connecting seat 22 can rotate with the first protection assembly 10, and a pin 4 is provided, through which the second protection assembly 20 can be fixed at the first position, and the pin 4 is easy to disassemble, and the rotation of the second protection assembly 20 can be achieved by disassembling the pin 4.

[0045] In some possible embodiments, optionally, the pin shaft 4 is connected to the connecting seat 22 via threads.

[0046] In this embodiment, the pin shaft 4 is connected to the connecting seat 22 by threads. The pin shaft 4 and the connecting seat 22 can be easily disassembled by threading. At the same time, the pin shaft 4 can be prevented from falling due to vibration during the driving of the vehicle.

[0047] In some possible embodiments, optionally, the frame 5 includes: a front anti-collision beam 52 and a first connecting member 54, wherein the first connecting member 54 is arranged on the rear side of the vehicle relative to the front anti-collision beam 52, and the first protection assembly 10 includes: a first protection beam 30 connected to the front anti-collision beam 52; and a second protection beam 40 connected to the first connecting member 54.

[0048] In this embodiment, the vehicle frame 5 includes: a front anti-collision beam 52 and a first connecting member 54, wherein the first connecting member 54 is arranged at the rear side of the vehicle relative to the front anti-collision beam 52, and the first protection assembly 10 includes: a first protection beam 30 connected to the front anti-collision beam 52; and a second protection beam 40 connected to the first connecting member 54. The first protection beam 30 is connected to the front anti-collision beam 52. Since the position of the front anti-collision beam 52 is often in the main body of the collision, the first anti-collision beam is arranged on the front anti-collision beam 52, which can greatly improve the strength of the first anti-collision beam. Furthermore, the second anti-collision beam is connected to the first connecting member 54, and the first connecting member 54 is arranged at a relatively rear position of the first anti-collision beam. Since the connection points in this application are all arranged at a relatively lower position of the vehicle frame 5, in order to ensure strength, it is necessary to set the second anti-collision beam to be connected to the first connecting member 54 to ensure the strength of the vehicle anti-collision device 1.

[0049] In some possible embodiments, optionally, the first protection beam 30 includes: a first support 32 , the first support 32 is connected to the front anti-collision beam 52 ; and a second support 42 , the second support 42 is connected to the first connecting member 54 .

[0050] In this embodiment, the first protection beam 30 includes: a first support 32, the first support 32 is connected to the front anti-collision beam 52; and a second support 42, the second support 42 is connected to the first connecting member 54. By setting the first support 32 and the second support 42, the impact force on the first protection beam 30 and the second protection beam 40 is further buffered. The toughness of the first support 32 and the second support 42 is stronger than that of the first protection beam 30 and the second protection beam 40, and the stiffness of the first protection beam 30 and the second protection beam is stronger than that of the first support 32 and the second support 42. The first support 32 and the second support 42 are hollow square tubes. Specifically, the aspect ratio of the first support 32 and the second support 42 is 1:5, and the wall thickness needs to be at least 4 mm. For example, the first support 32 with a length of 300 mm needs to use a hollow square tube with a length of 300 mm, a width and height of 60 mm, and a wall thickness of 5 mm.

[0051] In some possible embodiments, optionally, the vehicle frame 5 further includes: a second connecting member 56 disposed on the rear side of the first connecting member 54 , and the second protective beam 40 further includes a pull rod 44 , and the pull rod 44 is connected to the second connecting member 56 .

[0052] In this embodiment, the vehicle frame 5 further includes: a second connecting member 56, which is arranged at the rear side of the first connecting member 54, and the second protective beam 40 further includes a tie rod 44, which is connected to the second connecting member 56. Since the connection points in the present application are all arranged at a relatively lower position of the vehicle frame 5, when a collision occurs, the force point is at or above the height of the front anti-collision beam 52, so the vehicle anti-collision device may rotate with the first anti-collision beam as the axis, thereby causing danger to the engine and the cab above the anti-collision beam. In order to reduce this danger, an additional tie rod 44 is provided in the present application. The tie rod 44 is arranged on the second anti-collision beam and is connected to the second connecting member 56 which is arranged at a relatively rearward position. The tie rod 44 can offset the force arm generated by the rotation, thereby playing a role in protecting the engine and the cab.

[0053] Specifically, the vehicle anti-collision device 1 of the present invention is provided with a pin shaft 4, and the second protection assembly 20 can be flipped forward around the pin shaft 4. When the cab needs to be flipped or the front end of the vehicle needs to be maintained, the first protection assembly 10 does not need to be removed, which reduces the vehicle maintenance time and the maintenance cost of the customer. When the vehicle is driving, the second protection assembly 20 can be fixed by setting a fixing pin.

[0054] The vehicle anti-collision device of the invention can protect the cab, engine and chassis system of the dump truck when a vehicle collides.

[0055] The second protection assembly 20 can be flipped forward around the connecting shaft 3. When the cab needs to be flipped or the front end of the vehicle needs to be maintained, it is not necessary to remove the first protection assembly 10, which reduces the vehicle maintenance time and reduces the customer's maintenance cost.

[0056] When the vehicle is running, the second protection assembly 20 can be fixed by being arranged on the locking pin shaft 4 .

[0057] According to a second aspect of the present invention, a vehicle frame 5 is further provided, comprising: a vehicle anti-collision device 1 as provided in any one of the embodiments in the first aspect above.

[0058] In this embodiment, the vehicle frame 5 includes: the vehicle anti-collision device 1 proposed in any embodiment of the first aspect, and thus has all the technical effects of the vehicle anti-collision device 1 of the first aspect.

[0059] According to a third aspect of the present invention, a vehicle is further provided, comprising: a vehicle frame 5 as provided in the second aspect above.

[0060] In this embodiment, the vehicle comprises: the frame 5 as proposed in the second aspect, and thus has all the technical effects of the frame 5 in the second aspect. The vehicle comprises: an off-road mining dump truck.

[0061] Additional aspects and advantages of the present invention will become apparent from the following description or may be learned by practice of the present invention.

[0062] In addition, in the present invention, descriptions such as "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0063] In the present invention, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0064] In addition, the technical solutions between the various embodiments of the present invention can be combined with each other, but it must be based on the fact that ordinary technicians in the field can implement it. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0065] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A vehicle anti-collision device, characterized in that: For a vehicle, the vehicle anti-collision device is installed on the front side of the vehicle, and the vehicle anti-collision device comprises: A first protection assembly, used to be connected to the vehicle; The second protective assembly can be rotatably installed on the first protective assembly along the height direction of the vehicle. The second protective assembly has a first position and a second position. When the second protective assembly is located at the first position, the first protective assembly is arranged along the height direction of the vehicle. When the second protective assembly is located at the second position, the second protective assembly has an angle with the height direction of the vehicle.

2. The vehicle anti-collision device according to claim 1, characterized in that: A rotation angle of the second protection assembly relative to the first protection assembly is greater than 0° and less than or equal to 60°.

3. The vehicle anti-collision device according to claim 2, characterized in that: The second protection assembly includes: a connection seat, the connection seat is connected to the first protection assembly; The connection seat includes a first opening; When the second protection assembly is in the first position, the first opening is close to the side of the vehicle and matches the shape of the corresponding structure of the first protection assembly.

4. The vehicle anti-collision device according to claim 3, characterized in that: Also includes: A connecting shaft, the connecting seat and the first protection assembly are rotatably connected via the connecting shaft; A pin shaft is used to lock the first guard assembly and the second guard assembly in the first position.

5. The vehicle anti-collision device according to claim 4, characterized in that: The pin shaft is provided with threads, the connecting seat is provided with a threaded hole, and one end of the pin shaft cooperates with the threaded hole.

6. The vehicle anti-collision device according to any one of claims 1 to 5, characterized in that: The vehicle further comprises a frame, the frame comprising: a front anti-collision beam and a first connecting member, wherein the first connecting member is arranged at the rear side of the front anti-collision beam; The first protection assembly comprises: A first protection beam connected to the front anti-collision beam; A second protection beam is connected to the first connecting member.

7. The vehicle anti-collision device according to claim 6, characterized in that: The first protection beam comprises: A first support, the first support being connected to the front anti-collision beam; A second support, wherein the second support is connected to the first connecting member.

8. The vehicle anti-collision device according to claim 6, characterized in that: The vehicle frame further includes: a second connecting member, which is arranged at the rear side of the first connecting member; the second protective beam further includes a pull rod, and the pull rod is connected to the second connecting member.

9. A vehicle frame, characterized in that: include: The vehicle anti-collision device according to any one of claims 1 to 8.

10. A vehicle, characterized in that: include: The frame as claimed in claim 9.

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