Collision protection device and method, seat, vehicle and storage medium

Abstract

The invention relates to the technical field of vehicles, in particular to a collision protection device and method, a seat, a vehicle and a storage medium. The collision protection device comprises a mounting frame and a collision protection device, wherein the mounting frame is provided with rails; the first sliding shaft is mounted on the track and can move relative to the mounting frame; the limiting mechanism can lock or unlock the first sliding shaft and the mounting frame; the first executing mechanism is used for driving the seat to move; the first executing mechanism is used for triggering the first sliding shaft to move in the first direction along the track. The first sliding shaft is triggered by the first executing mechanism to drive the seat to move in the first direction, so that the seat pulls a driver and passengers to be away from the collision side, the injury degree of the driver and passengers is effectively reduced, the safety distance between the driver and passengers and a vehicle instrument panel is increased, and the risk that the driver and passengers are extruded by the vehicle instrument panel is reduced.

Description

Collision protection device, method, seat, vehicle and storage medium Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a collision protection device method, a seat, a vehicle, and a storage medium. Background Art

[0002] With the increasing importance of cars in our daily lives, they have become an essential part of every modern person's life. As car performance improves and becomes increasingly advanced, the risks and costs of potential car accidents are also increasing. Injuries in car accidents are generally categorized as deceleration injuries, impact injuries, crush injuries, compression injuries, and falls. Deceleration injuries are caused by the inertia of a vehicle's sudden and rapid deceleration, with the most common injuries occurring to the head, cervical spine, aorta, and heart. Impact injuries are generally caused by direct impacts from the vehicle. Crushing and compression injuries are mostly caused by vehicle crushing. Compression injuries refer to injuries caused by the deformed car compartment, body, and cab squeezing all at once, ultimately resulting in serious, irreversible damage. Furthermore, after a car collision, the deformed front cabin traps the driver and passengers, delaying the optimal rescue time.

[0003] Application Contents

[0004] The present application provides a collision protection device, method, seat, vehicle and storage medium, which are intended to expand the movement space of the driver and passengers and effectively reduce the degree of injury to the driver and passengers when the vehicle collides.

[0005] A first aspect of the present application provides a collision protection device, comprising:

[0006] A mounting frame, used for connecting to a vehicle, wherein the mounting frame is provided with a track;

[0007] a first sliding shaft, used for connecting with the seat, the first sliding shaft being mounted on the track and capable of moving relative to the mounting frame;

[0008] a limiting mechanism capable of locking or unlocking the first sliding shaft and the mounting bracket;

[0009] a first actuator for driving the seat to move;

[0010] Wherein, the first actuator is used to trigger the first sliding shaft to move along the track in the first direction;

[0011] In the present application, a first actuator is mounted on a mounting frame, which is fixedly connected to the vehicle. The mounting frame also includes a connector, and at least a portion of a first sliding shaft is fixedly connected to the seat via the connector, so that when the first sliding shaft moves along the track, it can drive the seat to move. The first direction is opposite to the direction of vehicle travel. When the vehicle is not involved in a collision, a limiting mechanism can lock the first sliding shaft with the mounting frame, stably positioning the first sliding shaft within the track to ensure the stability of the seat when the vehicle is not involved in a collision. When the vehicle is involved in a collision or is about to collide, the first actuator is triggered, causing the first sliding shaft to move in the first direction, thereby causing the first sliding shaft to move the seat in the first direction away from the collision side, thereby causing the seat to pull the driver and occupants away from the collision side, effectively reducing the degree of injury to the driver and occupants, increasing the safe distance between the driver and occupants and the vehicle dashboard, reducing the risk of the driver and occupants being squeezed by the vehicle dashboard, and expanding the space for movement and rescue of the driver and occupants.

[0012] In one possible design, when the first sliding shaft is pushed to move along the track in the second direction, the limiting mechanism can release the lock between the first sliding shaft and the mounting bracket to allow the first sliding shaft to move in the first direction; the first direction is opposite to the second direction.

[0013] In the present application, the second direction is the direction in which the vehicle is traveling. When the vehicle collides or is about to collide, the vehicle has a large acceleration, and the driver and seat generate inertia in the second direction, causing the seat to drive the first sliding shaft to move along the track in the second direction. During the process of the first sliding shaft being pushed in the second direction, the limiting mechanism is applied with a pushing force to release the lock between the first sliding shaft and the mounting frame, so that the first sliding shaft is subsequently pushed in the first direction by the first actuator.

[0014] In a possible design, the limiting mechanism includes a first limiting member, which can limit the first sliding shaft from moving in the second direction.

[0015] In this application, a first stopper is mounted within the track of the mounting frame, with one end of the first stopper abutting one end of the first slide shaft, and the other end of the first stopper abutting the sidewall of the track. The thrust exerted by the first stopper on the first slide shaft stabilizes the first slide shaft within the track, thereby limiting movement of the seat in the second direction due to inertia or shock, and maintaining a stable state.

[0016] In one possible design, the limiting mechanism includes a second limiting member;

[0017] When the first sliding shaft is locked with the mounting bracket, the second limiting member can limit the movement of the first sliding shaft in the first direction;

[0018] When the first sliding shaft is triggered to move along the track toward the first direction, the second limiting member can limit the first sliding shaft from moving toward the second direction.

[0019] In the present application, the second limiter abuts against an end of the first slide shaft away from the first limiter, so that the thrust exerted on the first slide shaft by the first and second limiters stabilizes the first slide shaft within the slide rail. After the first slide shaft completes its movement in the first direction along the track under the thrust, at least a portion of the second limiter engages with the first slide shaft to restrict its movement in the second direction, thereby limiting the seat from moving in the second direction toward the collision side due to inertia or shock, thereby reducing the risk of secondary injury to the driver and occupants. At this point, the second limiter does not restrict the first slide shaft from continuing to move in the first direction.

[0020] When the vehicle is subjected to a minor collision or acceleration, the force exerted on the first sliding shaft by the seat's inertia fails to reach the preset value required by the limiting mechanism to release the lock between the first sliding shaft and the mounting bracket. The first limiting member still limits movement of the first sliding shaft in the second direction, and the second limiting member still limits movement of the first sliding shaft in the first direction. When the force exerted on the first sliding shaft by the seat's inertia reaches the preset value required by the limiting mechanism to release the lock between the first sliding shaft and the mounting bracket, the seat drives the first sliding shaft to move in the second direction.

[0021] In a possible design, the second limiting member includes a double stop claw, and the double stop claw is provided with a first claw;

[0022] When the first sliding shaft and the mounting bracket are in a locked state, the first claw abuts against an end surface of the first sliding shaft to limit the first sliding shaft from moving in the first direction.

[0023] In the present application, when the vehicle does not collide, the first claw abuts against the end face of the first sliding shaft, and the first claw restricts the first sliding shaft from moving along the track in the first direction, so that the first sliding shaft and the mounting frame are in a locked state, ensuring that the seat is in a stable state.

[0024] In a possible design, the double stop claw is provided with a second claw;

[0025] When the first sliding shaft moves along the track toward the second direction, the first claw and the second claw rotate relative to the first sliding shaft.

[0026] In the present application, when the first sliding shaft is pushed by the seat to move in the second direction, the first sliding shaft moves away from the first claw, causing the first claw to disengage from the end surface of the first sliding shaft. The first sliding shaft removes the constraint on the rotation of the first claw and the second claw, allowing the first claw and the second claw to rotate. The first claw also removes the constraint on the movement of the first sliding shaft in the first direction. In one possible design, when the first sliding shaft is triggered to move along the track in the second direction, the second claw can limit the movement of the first sliding shaft in the second direction.

[0027] In the present application, when the first sliding shaft moves along the track in the first direction, at least a portion of the second sliding shaft extends out of the track. At this time, at least a portion of the second claw cooperates with the first sliding shaft so that the second claw limits the movement of the first sliding shaft in the second direction, that is, limits the movement of the seat toward the collision side of the vehicle, but the second claw does not limit the movement of the first sliding shaft in the second direction, that is, the seat can still move toward the collision side away from the vehicle.

[0028] In a possible design, the first sliding shaft is provided with a plurality of first grooves, and the plurality of first grooves are distributed along the axial direction of the first sliding shaft;

[0029] The second claw can cooperate with one of the first grooves to limit the first sliding shaft from moving in the second direction.

[0030] In this application, the first groove has a vertical section and an inclined conical surface. When the first slide shaft moves in a first direction, the second claw can slide over the inclined conical surface of the first groove, allowing the first slide shaft to continue moving in the first direction. When the first slide shaft tends to move in a second direction, the second claw abuts against the vertical section of the first groove to restrict the first slide shaft from moving in the second direction.

[0031] In a possible design, the first limiting member includes a first elastic member, one end of the first elastic member is connected to the track, and the other end of the first elastic member is connected to the first sliding shaft;

[0032] The second limiting member further includes a second elastic member, one end of the second elastic member is connected to the mounting bracket, and the other end of the second elastic member is connected to the double stop claws;

[0033] When the first sliding shaft is pushed to move toward the second direction, the first sliding shaft can overcome the first elastic member to move toward the second direction, and the second elastic member drives the double-stop claws to rotate under the elastic force of the second elastic member.

[0034] In the present application, when the thrust exerted by the seat on the first sliding shaft due to inertia is greater than the pre-pressure of the first elastic member, the first sliding shaft compresses the first elastic member to move in the second direction. During the movement of the first sliding shaft in the second direction, the second limiting member can be separated from the first sliding shaft to achieve the release of the lock of the first sliding shaft and the mounting frame by the first limiting member and the second limiting member.

[0035] The first elastic member can be a spring. The second elastic member can be a torsion spring. The torsion spring's preload forces the first pawl into contact with the end face of the first sliding shaft. The first and second elastic members exert opposing forces on the first sliding shaft, maintaining a stable state. When the first pawl disengages from the end face of the first sliding shaft, the torsion spring's preload forces drive the double check pawl counterclockwise, causing the second pawl to engage with the first groove. The use of the torsion spring sets the rotational direction of the double check pawl.

[0036] In one possible design, the collision protection device is provided with a fuel chamber containing explosive powder;

[0037] The first actuator is a detonating assembly. When the detonating assembly is triggered, the first sliding shaft is pushed to move in the first direction.

[0038] In this application, the fuel chamber is located between the two tracks. After the ignition assembly ignites the explosive powder, the explosive powder quickly explodes in the fuel chamber to generate an air wave, which quickly impacts the two tracks. The impact force acts evenly on the first sliding shafts on both sides (or a first sliding shaft and a second sliding shaft) to push the two first sliding shafts to move synchronously in the first direction, thereby ensuring the stability of the seat movement driven by the first sliding shaft.

[0039] The two first sliding shafts are driven to move by an air wave generated by the explosion of detonating explosive powder, so that the seat can be quickly moved toward the side away from the collision of the vehicle.

[0040] Among them, a piston is provided at one end of the first sliding shaft close to the fuel chamber, which seals the connection between the fuel chamber and the track, reduces the risk of air wave leakage, and enables the air wave to drive the first sliding shaft to move.

[0041] The explosive powder may be sodium azide.

[0042] In one possible design, the collision protection device further includes a second actuator for connecting to a seat;

[0043] When a collision occurs at a first position of the vehicle, the second actuator can drive the seat to rotate toward a side away from the first position.

[0044] In this application, the first position of the vehicle is a position along the width direction of the vehicle, and the third direction is a direction away from the vehicle collision. When the vehicle is in a lateral collision, the second actuator can control the seat to rotate so that the passenger is away from the collision side of the vehicle.

[0045] In a possible design, the second actuator is an airbag, and when a collision occurs at the first position of the vehicle, the airbag expands.

[0046] In this application, the airbag contains solid powder. When the vehicle is involved in a lateral collision, the solid powder ignites and explodes to generate gas, which rapidly expands the second actuator, causing the seat on the side where the second actuator is located to lift and rotate in a third direction, thereby moving the passenger away from the collision side and reducing the risk of injury to the passenger.

[0047] In a possible design, the seat rotates toward a third direction around the first sliding axis away from the first position.

[0048] In the present application, the collision protection device further includes a support block mounted between a first slide shaft and a seat, and a second actuator mounted between another first slide shaft and the seat. When the vehicle is in normal operation, the support block and the second actuator are at the same height, maintaining the stability of the seat. The second actuator is mounted at a different position on the driver's seat than on the passenger seat, so that when the driver's or passenger's side of the vehicle is impacted, the second actuator can cause the driver's or passenger's seat to rotate away from the impacted side. For example, in a left-hand drive vehicle, because the driver's left side is near the door, the second actuator of the driver's seat is mounted on the lower left side, and the support block is mounted on the lower right side. In a right-hand drive vehicle, because the driver's right side is near the door, the second actuator of the passenger seat is mounted on the lower right side, and the support block is mounted on the lower left side. In a right-hand drive vehicle, because the driver's right side is near the door, the second actuator of the driver's seat is mounted on the lower right side, and the support block is mounted on the lower left side. In a right-hand drive vehicle, because the driver's right side is near the door, the second actuator of the driver's seat is mounted on the lower right side, and the support block is mounted on the lower left side. In a right-hand drive vehicle, because the driver's left side is near the door, the second actuator of the passenger seat is mounted on the lower left side, and the support block is mounted on the lower right side. Specifically, when the vehicle with the second actuator is involved in a lateral collision, the second actuator expands rapidly. At this time, the height of the support block remains unchanged, causing the seat on the side where the second actuator is located to be lifted and rotated toward the third direction around the first sliding axis, so that the passengers are away from the collision side and the risk of injury to the passengers is reduced.

[0049] Wherein, the solid powder can be sodium hydroxide.

[0050] In a possible design, the collision protection device is provided with a third limiter, and the third limiter cooperates with the first sliding shaft to limit the first sliding shaft from driving the seat to rotate in a fourth direction;

[0051] The third direction is opposite to the fourth direction.

[0052] In this application, the third limit member is installed on the mounting frame. When the first sliding shaft is pushed toward the third direction by the seat, the third limit member cooperates with the first sliding shaft to limit the first sliding shaft from rotating in the fourth direction, so as to limit the seat from moving in the fourth direction close to the collision side due to inertia or shock, thereby reducing the risk of secondary injury to the driver and passengers. The third limit member does not limit the first sliding shaft from continuing to rotate in the third direction, that is, the seat and the driver and passengers can continue to rotate in the direction away from the collision side.

[0053] In a possible design, the third limiting member includes a pawl, and the first sliding shaft is provided with a plurality of second grooves, and the plurality of second grooves are distributed along the circumference of the first sliding shaft;

[0054] The pawl can be engaged with one of the second slots to limit the first sliding shaft from rotating in the fourth direction.

[0055] In this application, the second groove has a vertical section and an inclined conical surface. When the first slide shaft rotates in the third direction, the pawl can slide over the inclined conical surface of the second groove, allowing the first slide shaft to continue rotating in the third direction. When the first slide shaft tends to move in the fourth direction, the pawl abuts the vertical section of the second groove, causing the pawl to engage with one of the second grooves, thereby restricting the first slide shaft from rotating in the fourth direction.

[0056] In a possible design, the third limiting member further includes a third elastic member, one end of the third elastic member is connected to the mounting bracket, and the other end of the third elastic member is connected to the pawl;

[0057] When the first sliding shaft is pushed to rotate toward the third direction, the third elastic member drives the pawl to fit with the first sliding shaft under the action of its elastic force, so that when the first sliding shaft is in a non-rotating state, the pawl can cooperate with one of the second grooves.

[0058] In this application, the third elastic member can be a torsion spring. When the first sliding shaft rotates, the torsion spring uses its pre-tightening force to make the pawl and the first sliding shaft in a fit state. After the first sliding shaft completes its rotation, the torsion spring uses its pre-tightening force to make the pawl abut against one of the second grooves to limit the first sliding shaft from rotating in the fourth direction.

[0059] A second aspect of the present application provides a collision protection method, the method comprising:

[0060] Acquire a first acceleration, where the first acceleration is the vehicle acceleration along the vehicle's traveling direction;

[0061] When the first acceleration is greater than a first threshold, the seat is controlled to move in a first direction.

[0062] In this application, a first threshold is preset in the processor. After the vehicle starts, the processor can obtain the first acceleration of the vehicle in the driving direction in real time. If the first acceleration is greater than the pre-stored first threshold, the processor can activate the collision protection device to control the seat to move in the first direction, so that the seat is away from the collision side.

[0063] In one possible design, when detecting that the first acceleration is greater than a first threshold, the method further includes:

[0064] Unlock the first slide.

[0065] In this application, a first sliding shaft connects a mounting frame to a seat, and the mounting frame is mounted on a vehicle. When the vehicle is not involved in a collision, the first sliding shaft and the mounting frame are locked, i.e., the seat is locked. When a first sensor detects a first acceleration of the vehicle greater than a first threshold, the first sliding shaft and the mounting frame are unlocked, allowing the seat to move in a first direction without being locked.

[0066] In a possible design, the collision protection device is activated, the limiting mechanism releases the lock on the first sliding shaft and the mounting bracket, and the first actuator triggers the first sliding shaft to drive the seat to move in the first direction.

[0067] In the present application, in actual use, when a vehicle collides along its travel direction, a first sensor detects a first acceleration of the vehicle and sends a first signal to a processor. The processor receives the first signal and determines whether the first signal reaches a pre-set first threshold. If the first signal reaches the first threshold, the processor activates the collision protection device, i.e., the processor activates the first actuator to ignite explosive powder in the fuel chamber, causing the explosive powder to rapidly explode within the fuel chamber, generating an air wave. The air wave rapidly impacts the two rails, with the impact force acting evenly on the first slide shafts on both sides. Simultaneously, a limiting mechanism can release the lock between the first slide shaft and the mounting bracket, causing the air wave to push the two first slide shafts to move synchronously in the first direction, thereby driving the seat to move in the first direction away from the collision side.

[0068] In a possible design, when it is detected that the first acceleration is less than a first threshold, the collision protection device is not activated.

[0069] In this application, in actual use, when a vehicle collides along its travel direction, the first sensor detects a first acceleration of the vehicle and sends a first signal to the processor. The processor receives the first signal and determines whether the first signal reaches a predetermined first threshold. If the first signal does not reach the first threshold, the processor does not activate the collision protection device, and the seat remains in a stable state.

[0070] In one possible design, the method includes:

[0071] Acquire a second acceleration, where the second acceleration is an acceleration in a direction perpendicular to the traveling direction of the vehicle;

[0072] When the second acceleration is greater than a second threshold, the seat is controlled to rotate toward a third direction.

[0073] In this application, a second threshold is preset in the processor. After the vehicle starts, the processor can obtain the second acceleration of the vehicle perpendicular to the driving direction in real time. If the second acceleration is greater than the pre-stored second threshold, the processor can activate the collision protection device to control the seat to rotate in the third direction, so that the seat is away from the collision side.

[0074] In one possible design, the method includes:

[0075] When it is detected that the second acceleration is greater than a second threshold, the collision protection device is activated, and the second actuator expands, causing the seat to rotate about the first sliding axis toward the third direction.

[0076] In this application, in actual use, when a vehicle with a first actuator is involved in a lateral collision, a second sensor detects a second acceleration of the vehicle and sends a second signal to a processor. The processor then deactivates the second signal and determines whether the second signal reaches a pre-set second threshold. If the second signal reaches the second pre-set threshold, the processor activates the collision protection device, i.e., the processor ignites the solid powder in the second actuator. The solid powder explodes and generates gas, causing the second actuator to rapidly expand. This raises the seat on the side of the second actuator, causing the seat to rotate in a third direction about the first slide axis to move the occupant away from the collision side.

[0077] In one possible design, the method includes:

[0078] When detecting that the second acceleration is less than a second threshold, the collision protection device is not activated;

[0079] In this application, in actual use, when the first actuator vehicle is involved in a lateral collision, the second sensor detects the second acceleration of the vehicle and sends a second signal to the processor. The processor then deactivates the second signal and determines whether the second signal reaches a predetermined second threshold. If the second signal does not reach the second threshold, the processor does not activate the collision protection device, and the seat remains in a stable state.

[0080] The first sensor and the second sensor are acceleration sensors. Alternatively, one sensor may be used to detect the first acceleration and the second acceleration.

[0081] A third aspect of the present application further provides a seat comprising the above-mentioned collision protection device.

[0082] In the present application, the seat includes a seat body and a collision protection device. The seat body is provided with a mounting portion, and the collision protection device is provided with a matching portion. The seat body and the collision protection device are connected by the mounting portion and the matching portion cooperating with each other.

[0083] A fourth aspect of the present application provides a vehicle, comprising:

[0084] Body:

[0085] A seat is installed on the vehicle body, and the seat is the seat described above.

[0086] In a fifth aspect, the present application provides a storage medium storing executable instructions. When the executable instructions are loaded and executed by a processor, the method described above is implemented.

[0087] It should be understood that the foregoing general description and the following detailed description are merely illustrative and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0088] FIG1 is a schematic structural diagram of a collision protection device provided by the present application in a specific embodiment;

[0089] FIG2 is a schematic diagram of the structure of the collision protection device provided by the present application installed on a seat;

[0090] FIG3 is a schematic structural diagram of the collision protection device provided in this application after the seat is driven to move;

[0091] FIG4 is an exploded schematic diagram of the collision protection device provided by the present application installed on a seat;

[0092] FIG5 is a schematic structural diagram of section A in FIG2 ;

[0093] FIG6 is a schematic structural diagram of the first sliding shaft in FIG5 moving in the second direction;

[0094] FIG7 is a schematic structural diagram of part B in FIG3 ;

[0095] FIG8 is a schematic diagram of the collision protection device in FIG5 in another specific embodiment;

[0096] FIG9 is a schematic structural diagram of section C in FIG3 ;

[0097] FIG10 is a schematic structural diagram of another specific embodiment of the collision protection device provided by the present application;

[0098] FIG11 is a schematic structural diagram of the collision protection device provided in this application after the seat is driven to rotate;

[0099] FIG12 is a schematic structural diagram of portion D in FIG11 .

[0100] Reference numerals:

[0101] 1-collision protection device, 11-mounting frame, 111-track, 112-fuel chamber, 113-connecting member, 12-first sliding shaft, 121, first groove, 122-second groove, 13-first limit member, 14-second limit member, 141-double stop claw, 141a-first claw, 141b-second claw, 142-second elastic member, 15-second actuator, 16-third limit member, 161-pawl, 162-third elastic member, 17-second sliding shaft, 18-single stop claw, 19-support block, 2-seat.

[0102] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application. DETAILED DESCRIPTION

[0103] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0104] The terms used in the embodiments of the present application are for the purpose of describing specific embodiments only and are not intended to limit the present application. The singular forms "a", "an", "the" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise.

[0105] It should be understood that the term "and / or" as used herein is merely a description of the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, or B exists alone. Furthermore, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0106] It should be noted that the directional words such as "upper", "lower", "left", and "right" described in the embodiments of the present application are described based on the angles shown in the accompanying drawings and should not be understood as limiting the embodiments of the present application. In addition, in the context, it should be understood that when it is mentioned that an element is connected to another element "on" or "under", it can not only be directly connected to the other element "on" or "under", but also be indirectly connected to the other element "on" or "under" through an intermediate element.

[0107] As shown in Figures 1 to 4, this embodiment provides a collision protection device 1 for a vehicle seat 2. The collision protection device 1 includes a mounting frame 11, a first slide shaft 12, a limiting mechanism, and a first actuator. The mounting frame 11 is used to connect to the vehicle and is provided with a track 111. The first slide shaft 12 is used to connect to the seat 2 and is mounted on the track 111 and can move relative to the mounting frame 11. The limiting mechanism can lock or unlock the first slide shaft 12 from the mounting frame 11. The first actuator is mounted on the mounting frame 11 and is used to drive the seat 2 to move. The first actuator is used to trigger the first slide shaft 12 to move along the track 111 in a first direction F. The first direction F is opposite to the direction of vehicle travel.

[0108] When the first sliding shaft 12 is pushed along the track 111 in the second direction E, the limiting mechanism can release the lock between the first sliding shaft 12 and the mounting frame 11. The first direction F is opposite to the second direction E, and the second direction E is the direction of vehicle travel. In this embodiment, the mounting frame 11 is fixedly connected to the vehicle, and at least a portion of the first sliding shaft 12 is fixedly connected to the seat 2. The mounting frame 11 also includes a connecting member 113, through which at least a portion of the first sliding shaft 12 is fixedly connected to the seat 2, so that the first sliding shaft 12 can drive the seat 2 when it moves along the track 111. When the vehicle is not involved in a collision, the limiting mechanism can lock the first sliding shaft 12 with the mounting frame 11, thereby limiting the movement of the first sliding shaft 12 and stably positioning the first sliding shaft 12 within the track 111, thereby ensuring the stability of the seat 2 when the vehicle is not involved in a collision. When a vehicle collision occurs or is about to occur, the vehicle brakes and decelerates, generating inertia in the second direction E for the driver and passenger and seat 2. This causes seat 2 to drive first slide shaft 12 along track 111 in the second direction E. During this movement of first slide shaft 12 in the second direction E, a force is applied to the limiting mechanism, releasing the lock between first slide shaft 12 and mounting bracket 11. Simultaneously, the first actuator is triggered to drive first slide shaft 12 in the second direction E, thereby driving seat 2 in the second direction E away from the collision side. This, in turn, causes seat 2 to pull the driver and passenger away from the collision side, effectively mitigating injuries to the driver and passenger, increasing the safe distance between the driver and passenger and the vehicle's instrument panel, reducing the risk of the driver and passenger being crushed by the vehicle's instrument panel, and expanding the space available for movement and rescue.

[0109] Specifically, as shown in Figures 5 to 7, the limiting mechanism includes a first limiting member 13 and a second limiting member 14. The first limiting member 13 can limit the first sliding shaft 12 from moving in the second direction E, and the second limiting member 14 can limit the first sliding shaft 12 from moving in the first direction F; when the first sliding shaft 12 is triggered to move along the track 111 in the first direction F, the second limiting member 14 can limit the first sliding shaft 12 from moving in the second direction E.

[0110] In this embodiment, when the vehicle is in a stable driving state, the first stopper 13 abuts one end of the first slide shaft 12, and the second stopper 14 abuts the other end of the first slide shaft 12. This allows the thrust exerted by the first and second stopper 13 and 14 on the first slide shaft 12 to stabilize the first slide shaft 12 within the slide rail. When the vehicle suddenly brakes in the event of a collision or is about to collide, the first actuator is triggered, pushing the first slide shaft 12 along the track 111 in the first direction F, rapidly moving the seat 2 rearward and reducing the risk of crushing the occupant. While the first slide shaft 12 is being pushed along the track 111 in the first direction F, at least a portion of the second stopper 14 engages with the first slide shaft 12 to restrict its movement in the second direction E. This prevents the seat 2 from moving in the second direction E toward the collision side due to inertia or shock, thereby reducing the risk of secondary injury to the driver and occupant. At this point, the second stopper 14 does not restrict the first slide shaft 12 from continuing to move in the first direction F.

[0111] When the vehicle experiences a minor collision or sudden acceleration, the force exerted on the first sliding shaft 12 by the inertia of the seat 2 fails to reach the preset value required by the limiting mechanism to release the lock between the first sliding shaft 12 and the mounting bracket 11. The first limiting member 13 still limits the movement of the first sliding shaft 12 in the second direction E, and the second limiting member 14 still limits the movement of the first sliding shaft 12 in the first direction F. When the force exerted on the first sliding shaft 12 by the inertia of the seat 2 reaches the preset value required by the limiting mechanism to release the lock between the first sliding shaft 12 and the mounting bracket 11, the seat 2 drives the first sliding shaft 12 to move in the second direction E.

[0112] As shown in Figures 5 to 7, the first limiting member 13 includes a first elastic member, one end of which is connected to the rail 111, and the other end of which is connected to the first sliding shaft 12. When the first sliding shaft 12 is pushed to move in the second direction E, the first sliding shaft 12 can overcome the first elastic member and move in the second direction E. In this embodiment, when the thrust exerted on the first sliding shaft 12 by the inertia of the seat 2 is greater than the preload of the first elastic member, the first sliding shaft 12 compresses the first elastic member and moves in the second direction E. During the movement of the first sliding shaft 12 in the second direction E, the second limiting member 14 can disengage from the first sliding shaft 12, thereby releasing the first limiting member 13 and the second limiting member 14 from locking the first sliding shaft 12 and the mounting bracket 11.

[0113] Wherein, the first elastic member may be a spring.

[0114] As shown in Figures 4 to 7, the second stopper 14 includes a double stopper 141, which is provided with a first pawl 141a and a second pawl 141b. One end of the first pawl 141a is connected to one end of the second pawl 141b, and the two pawls are connected at an angle. When the first slide shaft 12 and the mounting bracket 11 are locked, the first pawl 141a abuts against the end surface of the first slide shaft 12 to limit the movement of the first slide shaft 12 in the first direction F. During the movement of the first slide shaft 12 along the track 111, the first pawl 141a and the second pawl 141b rotate relative to the first slide shaft 12. After the first slide shaft 12 completes its movement along the track 111, the second pawl 141b can limit the movement of the first slide shaft 12 in the second direction E.

[0115] In this embodiment, when the vehicle is not involved in a collision, the first pawl 141a abuts against the end surface of the first sliding shaft 12. The first pawl 141a restricts the first sliding shaft 12 from moving along the track 111 in the first direction F, thereby locking the first sliding shaft 12 and the mounting bracket 11 and ensuring that the seat 2 remains stable. As the first sliding shaft 12 moves along the track 111 in the second direction E due to the thrust of the seat 2, the first sliding shaft 12 moves away from the first pawl 141a. The first pawl 141a disengages from the end surface of the first sliding shaft 12, releasing the rotational constraint on the first pawl 141a and the second pawl 141b. The first pawl 141a and the second pawl 141b are now able to rotate, and the first pawl 141a also removes the constraint on the first sliding shaft 12 from moving in the first direction F. When the first sliding shaft 12 is pushed and moves along the track 111 in the first direction F, at least part of the second sliding shaft 17 extends out of the track 111. After the first sliding shaft 12 completes its movement along the track 111, at least part of the second claw 141b cooperates with the first sliding shaft 12 to limit the movement of the first sliding shaft 12 in the second direction E, reducing the risk of the seat 2 moving toward the collision side of the vehicle. However, the second claw 141b does not limit the movement of the first sliding shaft 12 in the second direction E, so that the seat 2 can continue to move toward the collision side away from the vehicle to facilitate the escape of passengers.

[0116] As shown in Figures 4 to 7, the first sliding shaft 12 is provided with a plurality of first grooves 121, which are distributed along the axial direction of the first sliding shaft 12; the second claw 141b can cooperate with one of the first grooves 121 to limit the first sliding shaft 12 from moving in the second direction E.

[0117] In this embodiment, the first groove 121 has a vertical section and an inclined conical surface. When the first sliding shaft 12 moves in the first direction F, the second claw 141b can slide over the inclined conical surface of the first groove 121, allowing the first sliding shaft 12 to continue moving in the first direction F. When the first sliding shaft 12 tends to move in the second direction E, the second claw 141b abuts against the vertical section of the first groove 121 to restrict the first sliding shaft 12 from moving in the second direction E.

[0118] As shown in Figures 4 to 7, the second limiting member 14 also includes a second elastic member 142, one end of the second elastic member 142 is connected to the mounting bracket 11, and the other end of the second elastic member 142 is connected to the double stop claw 141. When the first claw 141a is separated from the end surface of the first sliding shaft 12, the second elastic member 142 drives the double stop claw 141 to rotate counterclockwise under the action of its elastic force, so that the second claw 141b can abut against the vertical section of the first groove 121.

[0119] The second elastic member 142 can be a torsion spring. Its preload force forces the first pawl 141a into contact with the end surface of the first sliding shaft 12. The first and second elastic members 142 exert opposing forces on the first sliding shaft 12, maintaining a stable state. When the first pawl 141a disengages from the end surface of the first sliding shaft 12, the preload force of the torsion spring drives the double check pawl 141 counterclockwise, causing the second pawl 141b to engage with the first groove 121. The use of a torsion spring sets the rotational direction of the double check pawl 141.

[0120] As shown in Figures 4 and 8, in one possible design, the collision protection device 1 can be configured as a symmetrical structure along the vehicle's travel direction. The mounting frame 11 is provided with two rails 111, and two first sliding shafts 12 are slidably connected to the two rails 111. The two first sliding shafts 12 are connected to the seat 2, and the two first sliding shafts 12 drive the seat 2 to move, thereby improving the stability of the seat 2's movement. Alternatively, the collision protection device 1 further includes a second sliding shaft 17 and a single stop pawl 18, with one of the first sliding shafts 12 replaced by the second sliding shaft 17, and one of the double stop pawls 141 replaced by the single stop pawl 18. The single stop pawl 18 only restricts the second sliding shaft 17 from moving in the first direction F. In this embodiment, a single double stop pawl 141 can be used to limit the seat 2, restricting its movement toward the collision side. Replacing the cooperation between the double check claws 141 and the second slide shaft 12 on the lower side of the seat 2 with the cooperation between the single check claw 18 and the second slide shaft 17 can reduce the manufacturing cost compared to using the cooperation between the double check claws 141 and the first slide shaft 12 throughout.

[0121] Furthermore, as shown in FIG9 , the mounting frame 11 is provided with a fuel chamber 112 containing explosive powder. The first actuator is a detonation assembly. When the detonation assembly is triggered, the first slide shaft 12 is pushed to move in the second direction E. In this embodiment, the fuel chamber 112 is located between the two rails 111. After the first actuator ignites the explosive powder, the explosive powder rapidly explodes in the fuel chamber 112 to generate an air wave. The air wave rapidly impacts the two rails 111. The impact force of the air wave evenly acts on the first slide shafts 12 on both sides (or one first slide shaft 12 and one second slide shaft 17), thereby pushing the two first slide shafts 12 to move synchronously in the second direction E, thereby ensuring the stability of the movement of the seat 2 driven by the first slide shaft 12.

[0122] The two first sliding shafts 12 are pushed to move by the air wave generated by the explosion of the explosive powder, so that the seat 2 is quickly moved toward the side away from the collision of the vehicle.

[0123] Among them, a piston is provided at one end of the first sliding shaft 12 close to the fuel chamber 112, which seals the connection between the fuel chamber 112 and the track 111, reduces the risk of air wave leakage, and ensures the stability of the air wave driving the movement of the first sliding shaft 12.

[0124] The explosive powder may be sodium azide.

[0125] As shown in Figures 10 and 11, in a possible design, the collision protection device 1 further includes a second actuator 15 for connecting to the seat 2; when the first position of the vehicle is collided, the second actuator can drive the seat 2 to rotate toward the side away from the first position.

[0126] In this embodiment, the first position of the vehicle is a position along the width of the vehicle, and the third direction X is a direction away from the vehicle collision. The second actuator can be a third elastic member. When the vehicle is not involved in a collision, the third elastic member is always compressed. When the vehicle is involved in a collision or when the vehicle brakes suddenly before a collision, the third elastic member is released from the compression state, allowing the seat to rotate due to its own rebound force.

[0127] Alternatively, the second actuator 15 is an airbag containing solid powder. When the vehicle is involved in a lateral collision, the solid powder ignites and explodes to generate gas, causing the airbag to rapidly inflate. This causes the seat 2 on the side of the airbag to be lifted and rotated in the third direction X, thereby moving the occupant away from the collision side and reducing the risk of injury to the occupant.

[0128] The seat 2 rotates in the third direction X about the first slide shaft 12, which is away from the first position. In this embodiment, the collision protection device 1 further includes a support block 19, which is mounted between the first slide shaft 12 and the seat 2. The second actuator 15 is mounted between the other first slide shaft 12 and the seat 2. During normal vehicle operation, the support block 19 and the second actuator 15 are at the same height, maintaining the stability of the seat 2. The second actuator 15 is mounted at a different position on the driver's seat 2 than on the passenger seat 2. This allows the second actuator 15 to drive the driver's seat 2 or the passenger seat 2 to rotate away from the impacted side when the driver's or passenger's side of the vehicle is impacted. For example, in a left-hand drive vehicle, because the driver's left side is near the door, the second actuator 15 of the driver's seat is mounted on the lower left side, and the support block 19 is mounted on the lower right side. Because the passenger's right side is near the door, the second actuator 15 of the passenger seat is mounted on the lower right side, and the support block 19 is mounted on the lower left side. Because the right side of the driver's seat in a right-hand drive vehicle is near the door, the second actuator 15 of the driver's seat is mounted on the lower right side, with the support block 19 mounted on the lower left side. The left side of the passenger seat is near the door, with the second actuator 15 mounted on the lower left side, and the support block 19 mounted on the lower right side. Specifically, in the event of a lateral collision, the second actuator 15 is rapidly triggered, while the height of the support block 19 remains unchanged. This causes the seat 2 on the side of the second actuator 15 to be raised and rotated about the first slide shaft 12 in the third direction X, thereby moving the occupant away from the collision side and reducing the risk of injury.

[0129] The solid powder may be sodium hydroxide. The detonation of the explosive powder generates gas that propels the seat to rotate, thereby enabling the seat to quickly move away from the collision side of the vehicle.

[0130] Furthermore, as shown in FIG12 , the collision protection device 1 is provided with a third stopper 16 . The third stopper 16 cooperates with the first slide shaft 12 to limit the first slide shaft 12 from driving the seat 2 to rotate in a fourth direction Y. The third direction X is opposite to the fourth direction Y. In this embodiment, the third stopper 16 is mounted on the mounting frame 11 . After the first slide shaft 12 completes its movement in the third direction X under the thrust of the seat 2 , the third stopper 16 cooperates with the first slide shaft 12 to limit the first slide shaft 12 from rotating in the fourth direction Y. This prevents the seat 2 from moving in the fourth direction Y toward the collision side due to inertia or shock, thereby reducing the risk of secondary injury to the driver and occupants. The third stopper 16 does not restrict the first slide shaft 12 from continuing to rotate in the third direction X, meaning that the seat 2 and the driver and occupant can continue to rotate away from the collision side.

[0131] Specifically, as shown in Figure 12, the third limiting member 16 includes a pawl 161. The first sliding shaft 12 is provided with a plurality of second grooves 122, which are distributed along the circumference of the first sliding shaft 12. The pawl 161 can engage with one of the second grooves 122 to limit the first sliding shaft 12 from rotating in the fourth direction Y. In this embodiment, the second groove 122 has a vertical section and an inclined conical surface. When the first sliding shaft 12 rotates in the third direction X, the pawl 161 can slide over the inclined conical surface of the second groove 122, allowing the first sliding shaft 12 to continue rotating in the third direction X. When the first sliding shaft 12 tends to move in the fourth direction Y, the pawl 161 abuts against the vertical section of the second groove 122, causing the pawl 161 to engage with one of the second grooves 122, thereby limiting the first sliding shaft 12 from rotating in the fourth direction Y.

[0132] As shown in FIG12 , the third limiting member 16 further includes a third elastic member 162 , one end of which is connected to the mounting bracket 11 , and the other end of which is connected to the pawl 161 . When the first sliding shaft 12 is pushed to rotate in the third direction X, the third elastic member 162 , under the action of its elastic force, drives the pawl 161 to engage with the first sliding shaft 12 , so that when the first sliding shaft 12 is in a non-rotating state, the pawl 161 can engage with one of the second grooves 122 . The third elastic member 162 can be a torsion spring . When the first sliding shaft 12 rotates, the torsion spring, through its preload force, causes the pawl 161 to engage with the first sliding shaft 12 . After the first sliding shaft 12 completes its rotation, the torsion spring, through its preload force, causes the pawl 161 to engage with one of the second grooves 122 , thereby limiting the first sliding shaft 12 from rotating in the fourth direction Y.

[0133] The collision protection device 1 is installed on the movable pair of the vehicle seat 2, below the seat 2 bracket. After a collision, the damaged collision protection device 1 can be replaced at a vehicle repair shop. The collision protection device 1 also has a simple structure and requires no modifications to the vehicle cabin for installation, making it suitable for different vehicle models.

[0134] This embodiment also provides a seat 2 comprising a seat body and a collision protection device 1. The collision protection device 1 is the same as the collision protection device 1 described in the above embodiment and will not be further described here. The seat body has a mounting portion, and the collision protection device 1 has a mating portion. The mounting portion and the mating portion mate to connect the seat body and the collision protection device 1. The mounting portion and the mating portion can be snap-fitted to facilitate assembly.

[0135] This embodiment also provides a vehicle, which includes a vehicle body, a seat 2 and a collision protection device 1, wherein the seat 2 is mounted on the vehicle body;

[0136] The collision protection device 1 is the same as that described in the above embodiment and will not be further elaborated here. The collision protection device 1 is installed between the vehicle body and the seat 2 and can drive the seat 2 to move relative to the vehicle body. When the vehicle is hit, the collision protection device can drive the seat 2 to move away from the impact side.

[0137] This embodiment further provides a storage medium storing executable instructions for the collision protection device 1. When the executable instructions are loaded and executed by a processor, the collision protection method of the collision protection device 1 described above is implemented. The storage medium may include a USB flash drive, a mobile hard drive, a memory, an optical disk, a magnetic disk, or other medium capable of storing programs.

[0138] This embodiment further provides a computer program product, which is a computer product containing a computer program. When a processor executes the computer program, the method in the above embodiment is implemented.

[0139] This embodiment further provides a collision protection method applied to the collision protection device 1, the method comprising:

[0140] Obtaining a first acceleration, where the first acceleration is the vehicle acceleration along the vehicle's traveling direction;

[0141] When the first acceleration is greater than the first threshold, the seat 2 is controlled to move in the first direction F.

[0142] In this embodiment, a first threshold is preset in the processor. After the vehicle starts, the processor can obtain the first acceleration of the vehicle in the driving direction in real time. If the first acceleration is greater than the pre-stored first threshold, the processor can start the collision protection device 1 to control the seat 2 to move in the first direction F, so that the seat 2 is away from the collision side.

[0143] Specifically, if the first sensor detects that the first acceleration is less than the first threshold, the processor does not activate the collision protection device 1;

[0144] If the first sensor detects that the first acceleration is greater than the first threshold, the limit mechanism releases the lock on the first slide shaft 12 and the mounting bracket 11, the processor starts the collision protection device 1, and the first actuator triggers the first slide shaft 12 to drive the seat 2 to move in the first direction F.

[0145] In this embodiment, in actual use, when a vehicle collides along its travel direction, a first sensor detects a first acceleration of the vehicle and sends a first signal to a processor. The processor receives the first signal and determines whether the first signal reaches a predetermined first threshold. If the first signal does not reach the first threshold, the processor does not activate the collision protection device 1, and the seat 2 remains in a stable state. If the first signal reaches the first threshold, the processor activates the collision protection device 1. Specifically, the processor activates the first actuator (gas generator) to ignite explosive powder within the fuel chamber 112, causing the explosive powder to rapidly explode within the fuel chamber 112, generating an air wave. The air wave rapidly impacts the two rails 111, with the impact force acting evenly on the first slide shafts 12 on both sides. Simultaneously, the inertia of the sudden deceleration of the vehicle exerts a thrust on the first slide shafts 12, causing the limit mechanism to release the lock between the first slide shafts 12 and the mounting bracket 11. The air wave propels the two first slide shafts 12 synchronously in the first direction F, thereby driving the seat 2 in the first direction F away from the collision side. In this embodiment, the moment when the collision protection device 1 drives the seat 2 to move can be calibrated according to the first signal of the first sensor, so the movement moment of the seat 2 can be slightly earlier than the collision occurrence moment.

[0146] Among them, the first threshold is -8m / s 2 .

[0147] In one possible design, the method further includes:

[0148] Obtaining a second acceleration, where the second acceleration is an acceleration in a direction perpendicular to the direction of travel of the vehicle;

[0149] When the second acceleration is greater than the second threshold, the seat is controlled to rotate toward the third direction X.

[0150] In this embodiment, a second threshold is preset in the processor. After the vehicle is started, the processor can obtain the second acceleration of the vehicle perpendicular to the driving direction in real time. If the second acceleration is greater than the pre-stored second threshold, the processor can start the collision protection device 1 to control the seat 2 to rotate toward the third direction X, so that the seat 2 is away from the collision side.

[0151] Specifically, if the second sensor detects that the second acceleration is less than the second threshold, the processor does not activate the collision protection device 1;

[0152] If the second sensor detects that the second acceleration is greater than the second threshold, the processor activates the collision protection device 2 and the second actuator expands, causing the seat 2 to rotate toward the third direction X around the first sliding shaft 12 .

[0153] In this embodiment, in actual use, when a vehicle is involved in a lateral collision, the second sensor detects the vehicle's second acceleration and sends a second signal to the processor. The processor receives the second signal and determines whether it reaches a pre-set second threshold. If the second signal does not reach the second threshold, the processor does not activate the collision protection device, and seat 2 remains stable. If the second signal reaches the second pre-set threshold, the processor activates the collision protection device 1. Specifically, the processor ignites the solid powder in the second actuator 15. The explosion of the solid powder generates gas, causing the second actuator 15 to rapidly expand. This lifts the seat 2 on the side where the second actuator 15 is located, and the seat 2 rotates about the first slide shaft 12 in the third direction X to move the occupant away from the collision side. In this embodiment, the moment at which the collision protection device 1 drives the seat 2 to move can be calibrated based on the second signal from the second sensor. Therefore, the moment at which the seat 2 moves can be slightly earlier than the moment of collision.

[0154] The second preset threshold is -3m / s 2 .

[0155] In some embodiments, the first sensor and the second sensor are acceleration sensors. Alternatively, one sensor may be used to detect the first acceleration and the second acceleration.

[0156] The above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A collision protection device, characterized in that: The collision protection device comprises: A mounting frame, used for connecting to a vehicle, wherein the mounting frame is provided with a track; a first sliding shaft, used for connecting with the seat, the first sliding shaft being mounted on the track and capable of moving relative to the mounting frame; a limiting mechanism capable of locking or unlocking the first sliding shaft and the mounting bracket; a first actuator for driving the seat to move; The first actuator is used to trigger the first sliding shaft to move along the track in a first direction.

2. A collision protection device according to claim 1, characterized in that: When the first sliding shaft is pushed to move along the track in the second direction, the limiting mechanism can release the lock between the first sliding shaft and the mounting bracket, so that the first sliding shaft can move in the first direction; The first direction is opposite to the second direction.

3. A collision protection device according to claim 2, characterized in that: The limiting mechanism includes a first limiting member, and the first limiting member can limit the first sliding shaft from moving toward the second direction.

4. A collision protection device according to claim 3, characterized in that: The limiting mechanism includes a second limiting member; When the first sliding shaft is locked with the mounting bracket, the second limiting member can limit the movement of the first sliding shaft in the first direction; When the first sliding shaft is triggered to move along the track toward the first direction, the second limiting member can limit the first sliding shaft from moving toward the second direction.

5. A collision protection device according to claim 4, characterized in that: The second position-limiting member includes a double stop claw, and the double stop claw is provided with a first claw; When the first sliding shaft and the mounting bracket are in a locked state, the first claw abuts against an end surface of the first sliding shaft to limit the first sliding shaft from moving in the first direction.

6. A collision protection device according to claim 5, characterized in that: The double stop claw is provided with a second claw; When the first sliding shaft moves along the track toward the second direction, the first claw and the second claw rotate relative to the first sliding shaft.

7. A collision protection device according to claim 6, characterized in that: When the first sliding shaft is triggered to move along the track toward the first direction, the second claw can limit the first sliding shaft from moving toward the second direction.

8. The collision protection device according to claim 7, characterized in that: The first sliding shaft is provided with a plurality of first grooves, and the plurality of first grooves are distributed along the axial direction of the first sliding shaft; The second claw can cooperate with one of the first grooves to limit the first sliding shaft from moving in the second direction.

9. The collision protection device according to claim 5, characterized in that: The first limiting member includes a first elastic member, one end of the first elastic member is connected to the track, and the other end of the first elastic member is connected to the first sliding shaft; The second limiting member further includes a second elastic member, one end of the second elastic member is connected to the mounting bracket, and the other end of the second elastic member is connected to the double stop claws; When the first sliding shaft is pushed to move toward the second direction, the first sliding shaft can overcome the first elastic member to move toward the second direction, and the second elastic member drives the double-stop claws to rotate under the elastic force of the second elastic member.

10. The collision protection device according to claim 1, characterized in that: The collision protection device has a fuel cavity, and the fuel cavity contains explosive powder; The first actuator is a detonating assembly. When the detonating assembly is triggered, the first sliding shaft is pushed to move in the first direction.

11. A collision protection device according to any one of claims 1 to 10, characterized in that: The collision protection device further includes a second actuator for connecting to the seat; When a collision occurs at a first position of the vehicle, the second actuator can drive the seat to rotate toward a side away from the first position.

12. The collision protection device according to claim 11, characterized in that: The second actuator is an airbag, which expands when a collision occurs at the first position of the vehicle.

13. The collision protection device according to claim 11, characterized in that: The seat rotates toward a third direction around the first sliding shaft away from the first position.

14. The collision protection device according to claim 13, characterized in that: The collision protection device is provided with a third limiting member, and the third limiting member cooperates with the first sliding shaft to limit the first sliding shaft from driving the seat to rotate in a fourth direction; The third direction is opposite to the fourth direction.

15. The collision protection device according to claim 14, characterized in that: The third limiting member includes a pawl, and the first sliding shaft is provided with a plurality of second grooves, and the plurality of second grooves are distributed along the circumference of the first sliding shaft; The pawl can be engaged with one of the second slots to limit the first sliding shaft from rotating in the fourth direction.

16. The collision protection device according to claim 15, characterized in that: The third limiting member further includes a third elastic member, one end of the third elastic member is connected to the mounting bracket, and the other end of the third elastic member is connected to the pawl; When the first sliding shaft is pushed to rotate toward the third direction, the third elastic member drives the pawl to fit with the first sliding shaft under the action of its elastic force, so that when the first sliding shaft is in a non-rotating state, the pawl can cooperate with one of the second grooves.

17. A collision protection method, characterized in that: The method comprises: Acquire a first acceleration, where the first acceleration is the vehicle acceleration along the vehicle's traveling direction; When the first acceleration is greater than a first threshold, the seat is controlled to move in a first direction.

18. The method according to claim 17, characterized in that When detecting that the first acceleration is greater than a first threshold, the method further includes: Unlock the first slide.

19. The method according to claim 18, characterized in that The method further includes: activating the collision protection device, the limiting mechanism releasing the lock on the first sliding shaft and the mounting bracket, and the first actuator triggering the first sliding shaft to drive the seat to move in the first direction.

20. The method according to claim 18, wherein The method further includes: when detecting that the first acceleration is less than a first threshold, not activating the collision protection device.

21. The method according to claim 17, wherein The method comprises: Acquire a second acceleration, where the second acceleration is an acceleration in a direction perpendicular to the traveling direction of the vehicle; When the second acceleration is greater than a second threshold, the seat is controlled to rotate toward a third direction.

22. The method according to claim 21, characterized in that The method includes: when detecting that the second acceleration is greater than a second threshold, activating the collision protection device, expanding the second actuator, and causing the seat to rotate toward a third direction around the first sliding axis.

23. The method according to claim 21, characterized in that The method further comprises: When it is detected that the second acceleration is less than the second threshold, the collision protection device is not activated.

24. A seat, characterized in that: Comprising a collision protection device as claimed in any one of claims 1 to 16.

25. A vehicle, characterized in that: The vehicle comprises: Body: A seat is installed on the vehicle body, and the seat is the seat according to claim 24.

26. A storage medium, characterized in that The storage medium stores executable instructions, and when the executable instructions are executed by the processor, the method according to any one of claims 16 to 23 is implemented.

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