Pneumatic massage system

Abstract

A pneumatic massage system, in particular, a pneumatic bladder arrangement, comprising: a plurality of bladders arranged in an array of rows and columns, wherein the array comprises a first array section and a second array section, wherein each bladder of the first array section is fluidly interconnected with a bladder of the second array section, and wherein for a given row, two bladders on inner columns of the first array section and the second array section are controllable independently of two bladders on outer columns of the first array section and the second array section.

Description

[0001] Case Analysis

[0002] This application is a divisional application of the PCT patent application filed on March 5, 2019, entering the Chinese national phase on September 4, 2020, with national application number 201980017369.4 and invention title "Pneumatic Massage System".

[0003] Cross-reference of related applications

[0004] This application claims priority to U.S. Patent Application No. 16 / 116,433, filed August 29, 2018; U.S. Provisional Patent Application No. 62 / 638,828, filed March 5, 2018; and U.S. Provisional Patent Application No. 62 / 747,470, filed October 18, 2018, the entire contents of each of which are incorporated herein by reference. Technical Field

[0005] This disclosure relates to a pneumatic massage system for commercial and residential use (e.g., office fixtures and home furniture), and more specifically to a pneumatic massage system for use in vehicle seating systems (aircraft, automobiles, etc.). Background Technology

[0006] Conventional massage systems in car seats utilize mechanical systems to perform massage functions in the form of pressure patterns for contact with the seat occupant. These systems typically use mechanical actuators to generate certain massage styles at various levels of pressure intensity and within predetermined massage patterns. These styles can include forms of rolling, compression, stretching, kneading, poking, and / or vibration of the seat occupant to provide a pleasurable experience while relaxing muscles.

[0007] However, different massage styles require individual mechanical actuators positioned within the car seat. Furthermore, the cost of mechanical or electromechanical actuators is relatively high, along with the associated component size and weight, due to the complexity of the system (electric motors, actuators, tracks, etc.) and the necessary electronics for proper mechanical control. Therefore, conventional massage systems may be limited in seating applications where low cost, space saving, and weight reduction are paramount.

[0008] While existing automotive seat systems use airbags to provide support for users in certain areas of the seat, and thereby reduce component weight in some applications, these airbags are fixed in position and cannot provide movement on a portion of the seat surface in response to applied air pressure. In other words, airbags can only inflate and contract to increase or decrease the level of pressure intensity at a particular point in the seat. Summary of the Invention

[0009] In one aspect, this disclosure provides a pneumatic massage system comprising: a compressed air source; a fluid switching module connected to the compressed air source; a first airbag connected to the fluid switching module; a second airbag connected to the fluid switching module; and a third airbag connected to the fluid switching module. The fluid switching module is configured to direct air from the compressed air source to each of the first, second, and third airbags in a predetermined sequence. The predetermined sequence includes inflating the first airbag, inflating the second airbag while contracting the first airbag, and inflating the third airbag while contracting the second airbag.

[0010] In some embodiments, the first airbag, the second airbag, and the third airbag are arranged in a circular pattern.

[0011] In some embodiments, the first airbag, the second airbag, and the third airbag are integrally formed into a single body.

[0012] In some embodiments, the pneumatic massage system further includes a support backing having a flat surface that abuts against each of the first, second, and third airbags.

[0013] In some embodiments, the pneumatic massage system further includes a pressure delivery member positioned opposite to the support backing, and the pressure delivery member at least partially covers each of the first, second, and third airbags.

[0014] In some embodiments, the second airbag is positioned adjacent to the first airbag, and the third airbag is positioned adjacent to the second airbag.

[0015] In some embodiments, the fluid switching module does not include moving parts.

[0016] In another aspect, this disclosure provides a pneumatic massage system comprising: a compressed air source; a fluid switching module connected to the compressed air source; and an airbag assembly connected to the fluid switching module. The airbag assembly includes a plurality of chambers. The fluid switching module is configured to inflate each of the chambers in a predetermined sequence.

[0017] In some embodiments, the plurality of chambers are arranged in a circular pattern, and the fluid switching module is configured to sequentially expand and contract adjacent chambers in the plurality of chambers to produce a rotational massage effect.

[0018] In some embodiments, the plurality of chambers are arranged in a generally linear pattern, and the fluid switching module is configured to cause adjacent chambers in the plurality of chambers to expand and contract sequentially to produce a translational massage effect.

[0019] In some embodiments, the airbag assembly includes a body that defines each of the plurality of chambers, and adjacent chambers of the plurality of chambers are separated by welds.

[0020] In some embodiments, the airbag assembly includes a plurality of passages integral with the body, and each of the plurality of passages communicates with a respective chamber of the multi-chamber airbag. Furthermore, each of the plurality of passages communicates with a fluid switching module.

[0021] In some embodiments, the airbag assembly includes a support backing positioned adjacent to the body, and the support backing includes a flat surface that abuts against each of the plurality of chambers.

[0022] In some embodiments, the airbag assembly includes a pressure delivery member positioned adjacent to the body opposite to the support backing, and the pressure delivery member at least partially covers each of the chambers.

[0023] In some embodiments, each of the plurality of chambers partially overlaps with an adjacent chamber of the plurality of chambers.

[0024] In some embodiments, the predetermined sequence includes the sequential expansion of adjacent chambers in a plurality of chambers.

[0025] In some embodiments, the predetermined sequence includes the sequential contraction of adjacent chambers in a plurality of chambers.

[0026] In some embodiments, the fluid switching module is configured to expand each of the plurality of chambers in a predetermined sequence without moving any part of the fluid switching module.

[0027] In another aspect, this disclosure provides a massage seat assembly comprising: a support surface positioned to support a portion of a seat occupant; a first fluid switching module in communication with a compressed air source; and a first airbag assembly including a first plurality of chambers in communication with the first fluid switching module. The first fluid switching module is configured to inflate each of the first plurality of chambers in a first predetermined sequence to apply translational or rotational massage to the seat occupant via the support surface.

[0028] In some embodiments, the massage seat assembly includes: a second fluid switching module in communication with a compressed air source; and a second airbag assembly including a second plurality of chambers in communication with the second fluid switching module. The second fluid switching module is configured to inflate each of the second plurality of chambers in a second predetermined sequence to apply translational or rotational massage to a seat occupant via a support surface.

[0029] In some embodiments, the massage seat assembly further includes an adjustment device fluidly positioned between a compressed air source and a first fluid switching module and a second fluid switching module. The adjustment device is configured to be actuated between a first position and a second position, in which the adjustment device directs air from the compressed air source to the first fluid switching module, and in the second position, the adjustment device directs air from the compressed air source to the second fluid switching module.

[0030] In some embodiments, the adjustment device is configured to actuate from a first position to a second position in response to a pressure signal from a first fluid switching module.

[0031] In some embodiments, the adjustment device is configured to actuate from a second position to a first position in response to a pressure signal from a second fluid switching module.

[0032] In some embodiments, the first fluid switching module is configured to expand each of the first plurality of chambers in a predetermined sequence without moving any part of the fluid switching module.

[0033] In another aspect, this disclosure provides a massage seat assembly comprising: a support surface positioned to support a portion of a seat occupant; a first airbag assembly positioned behind the support surface, the first airbag assembly including a plurality of chambers configured to inflate in a predetermined sequence to apply translational or rotational massage to the seat occupant through the support surface; and a second airbag assembly positioned behind the first airbag assembly, the second airbag assembly configured to inflate and contract to alter the intensity of the translational or rotational massage.

[0034] In some embodiments, the massage seat assembly includes a fluid switching module in communication with a compressed air source, the fluid switching module being configured to direct air from the compressed air source into each of the plurality of chambers.

[0035] In some embodiments, the second airbag assembly is connected to a compressed air source while being separate from the fluid switching module.

[0036] In some embodiments, the fluid switching module is configured to expand each of the first plurality of chambers in a predetermined sequence without moving any part of the fluid switching module.

[0037] Other features and aspects of this disclosure will become apparent from the following detailed description and accompanying drawings. Attached Figure Description

[0038] Figure 1This is a diagram illustrating a pneumatic system according to an embodiment of the present disclosure.

[0039] Figure 2 yes Figure 1 A schematic diagram of the fluid switching module of the pneumatic system.

[0040] Figure 3 yes Figure 2 A three-dimensional view of the fluid switching module.

[0041] Figure 4 yes Figure 2 Rear 3D view of the fluid switching module.

[0042] Figure 5 yes Figure 2 An exploded view of the fluid switching module.

[0043] Figure 6 yes Figure 2 A front view of the fluid switching module, with the cover removed.

[0044] Figure 7 yes Figure 6 An enlarged view of the portion of the fluid switching module identified by line 6-6.

[0045] Figure 8 yes Figure 6 An enlarged view of the section of the fluid switching module identified by line 7-7.

[0046] Figure 9 yes Figure 6 An enlarged view of the section of the fluid switching module marked by line 8-8.

[0047] Figure 10 yes Figure 6 A schematic diagram of the air passage of the fluid switching module.

[0048] Figures 11A to 11E Through Figure 6 A schematic diagram of the airflow operation of the fluid switching module.

[0049] Figure 12A According to one embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0050] Figure 12B According to another embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0051] Figure 12C According to another embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0052] Figure 13A According to another embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0053] Figure 13B According to another embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0054] Figure 14 According to another embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0055] Figure 15 According to another embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0056] Figure 16 According to another embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0057] Figure 17 According to another embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0058] Figure 18 According to another embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0059] Figure 19 According to another embodiment, it can be used with Figure 1 A three-dimensional view of an airbag assembly used in conjunction with a pneumatic system.

[0060] Figure 20 It is a combination according to one embodiment Figure 1 A 3D view of the pneumatic seat system.

[0061] Figure 21 yes Figure 20 A top view of the seating system.

[0062] Figure 22 It shows Figure 20 The seat system has a set of lower back airbags.

[0063] Figure 23 yes Figure 22 A set of schematic diagrams of lower back airbags.

[0064] Figure 24 An illustration is shown according to another embodiment. Figure 20The seat system has a set of lower back airbags.

[0065] Figure 25 yes Figure 24 A set of schematic diagrams of lower back airbags.

[0066] Figure 26 It shows Figure 20 The seat system has a set of upper back airbags.

[0067] Figure 27 yes Figure 26 A set of schematic diagrams of upper back airbags.

[0068] Figure 28 An illustration is shown according to another embodiment. Figure 20 The seat system has a set of upper back airbags.

[0069] Figure 29 yes Figure 28 A set of schematic diagrams of upper back airbags.

[0070] Figure 30 It shows Figure 20 The seat system has a set of cushion airbags.

[0071] Figure 31 yes Figure 30 A schematic diagram of a set of cushioned airbags.

[0072] Figure 32 It shows Figure 20 A set of shoulder airbags in the vehicle's seat system.

[0073] Figure 33 yes Figure 32 A set of schematic diagrams of shoulder airbags.

[0074] Figure 34 An illustration is shown according to another embodiment. Figure 20 A set of shoulder airbags in the vehicle's seat system.

[0075] Figure 35 yes Figure 34 A set of schematic diagrams of shoulder airbags.

[0076] Figure 36 yes Figure 20 A 3D view of the footrest assembly of the seating system.

[0077] Figure 37 The combination is shown Figure 1 The upper part of the vehicle seat system with a pneumatic system.

[0078] Figure 38 It shows Figure 37 A set of lumbar airbags in the vehicle's seat system.

[0079] Figure 39 An illustration is shown according to another embodiment. Figure 37 A set of lumbar airbags in the vehicle's seat system.

[0080] Figure 40 An example of a method for illustrating a method is shown. Figure 1 A schematic diagram of the control of the pneumatic system.

[0081] Figure 41 A method for using according to another embodiment is shown. Figure 1 A schematic diagram of the control of the pneumatic system.

[0082] Figure 42 A method for using according to another embodiment is shown. Figure 1 A schematic diagram of the control of the pneumatic system.

[0083] Figures 43 to 46 It is shown according to another embodiment Figure 1 A schematic diagram of the control operation of a pneumatic system.

[0084] Before explaining any embodiment of this disclosure in detail, it should be understood that the application of this disclosure is not limited to the details of the construction and the arrangement of components set forth in the following description or shown in the accompanying drawings. This disclosure is capable of supporting other embodiments and can be practiced or implemented in various ways. Moreover, it should be understood that the wording and terminology used herein are for descriptive purposes and should not be considered limiting. The use of "comprising," "including," or "having" and variations thereof herein is intended to cover the items listed thereafter and their equivalents, as well as additional items. And as used herein and in the appended claims, the terms "upper," "lower," "top," "bottom," "front," "rear," and other directional terms are not intended to claim any particular orientation, but are used for descriptive purposes only. Detailed Implementation

[0085] refer to Figure 1 The diagram illustrates a pneumatic system 10 (i.e., a pneumatic massage system, an oscillating pneumatic system, a rotary pneumatic system, etc.). The pneumatic system 10 includes a pneumatic source 14 (e.g., an air pump, air compressor, etc.), a first airbag 18, a second airbag 22, a third airbag 26, and a fourth airbag 30. The pneumatic system 10 also includes one or more fluid switching modules 34 fluidly connected to the pneumatic source 14 and the airbags 18, 22, 26, and 30. In some embodiments, the pneumatic source 14 is driven by an electric motor. In other words, air pressure is generated by a dedicated electric motor. In alternative embodiments, the pneumatic source 14 is any suitable source of compressed air, including any pneumatic source within a pneumatic module or existing vehicle pneumatic system.

[0086] Optionally, one or more adjustment devices 36 (e.g., including one or more air switches, solenoid valves, or other pneumatic components for selectively guiding air along different paths) may be provided in the pneumatic system 10. For example, in some embodiments described herein, the adjustment device 36 is disposed between the pneumatic source 14 and a plurality of fluid switching modules 34 to selectively guide air from the pneumatic source 14 to the fluid switching modules 34 in a desired order.

[0087] In some embodiments, the adjustment device 36 may be associated with each airbag 18, 22, 26, 30 (e.g., in communication with a pneumatic tube) for airbag control. Additional electronic or electrical controls are also possible for airbag functionality, to include additional valve or pump control sequences. The adjustment device 36 can also be used, or alternatively, on one or more air supply ducts and / or one or more exhaust ducts (depending on the supply and exhaust configuration of the airbags 18, 22, 26, 30).

[0088] As explained in more detail below, the pneumatic system 10 is used to generate a massage effect by cyclically inflating and contracting the airbags 18, 22, 26, and 30. Specifically, the pneumatic source 10 provides a source of compressed air to a fluid switching module 34, which controls the airflow to the airbags 18, 22, 26, and 30 in a predetermined sequence without moving any part of the fluid switching module 34. In particular, the airflow is controlled by the fluid switching module 34 such that the airbags 18, 22, 26, and 30 repeatedly inflate and contract in an alternating manner (i.e., inconsistent inflation), thereby generating a massage effect. Although there are four airbags 18, 22, 26, and 30 in the illustrated embodiment, the pneumatic system 10 may include any number of airbags. For example, the system 10 can be configured to provide three, four, five, six, or more air chamber patterns or loops, which in some applications may be circular or rotating patterns, although other non-circular patterns are also within the scope of the invention to include other multi-part or multi-segmented or positioned airbag configurations. In some embodiments, the pneumatic system 10 is integrated into the seat, which can be any vehicle seat in the passenger compartment of a vehicle for the purposes described below, but the seat is not necessarily limited to vehicle applications.

[0089] refer to Figures 2 to 3 The fluid switching module 34 includes a base 38 and a cover 42. Module 34 also includes five air connectors 46A to 46E formed on one side 50 of the base 38. Specifically, the base 38 includes a pneumatic power connector 46A, a first airbag connector 46B, a second airbag connector 46C, a third airbag connector 46D, and a fourth airbag connector 46E.

[0090] refer to Figure 5An air passage 54 is formed in the base 38. Specifically, the air passage 54 is partially defined by a channel 58 having a base plate 62 and a cover 42. In other words, the air passage 54 is at least partially defined by the base plate 62, the cover 42, and a sidewall extending between the base plate 62 and the cover 42. (See reference) Figure 6 Air connectors 46A to 46E are fluidly connected to air passages 54 via corresponding holes 66A to 66E passing through the base plate 62. Additionally, vents 70, 74, 78, and 82 leading to the atmosphere are formed in the base 38 (more specifically, in the base plate 62). Figure 4 This allows air passage 54 to communicate with atmospheric fluid. The operation of air passage 54 and vents 70, 74, 78, 82 is described in more detail below. Typically, air passage 54 and vents 70, 74, 78, 82 passively control the flow of air from pneumatic source 14 to airbags 18, 22, 26, 30 in a predetermined sequence (i.e., without additional mechanical or electrical valves).

[0091] refer to Figure 10 Air passage 54 defines multiple "areas" and "subsystems". Specifically, air passage 54 includes: a first subsystem 86 ( Figure 10 (shown in shaded area); a second subsystem 90, which is fluidly connected to the first subsystem 86; and a third subsystem 94, which is fluidly connected to the first subsystem 86. The first subsystem 86 includes: an inlet region 98 at a first upstream location, the inlet region including an air source connection 46A; and a first separator region 102 located downstream of the inlet region 98. The first subsystem 86 also includes a first delivery region 106 and a second delivery region 110. The first separator region 102 is fluidly connected to the first delivery region 106 and the second delivery region 110. The first delivery region 106 is in fluid communication with the inlet region 114 of the second subsystem 90. Similarly, the second delivery region 110 is in fluid communication with the inlet region 118 of the third subsystem 94.

[0092] Continue to refer to Figure 10The second subsystem 90 includes: an inlet region 114 at a second upstream location; and a second air separator region 122 fluidly connected to the inlet region 114. The second subsystem 90 also includes a first airbag region 126 and a second airbag region 130 fluidly connected to the second separator region 122. A first airbag connector 46B is positioned within the first airbag region 126, and a second airbag connector 46C is positioned within the second airbag region 130. Additionally, the second subsystem 90 includes: a first vent region 134 fluidly connected to the first airbag 126; and a second vent region 138 fluidly connected to the second airbag region 130. A first vent 70 is positioned within the first vent region 134, and a second vent 74 is positioned within the second vent region 138. Furthermore, the second subsystem 90 includes a feedback region 142 fluidly connected to the second vent region 138 and a first delivery region 106 of the first subsystem 86.

[0093] Continue to refer to Figure 10 The third subsystem 94 is similar to the second subsystem 90. The third subsystem 94 includes: an inlet region 114 at a third upstream location; and a third air separator region 146 fluidly connected to the inlet region 114. The third subsystem 94 also includes a third airbag region 150 and a fourth airbag region 154 fluidly connected to the third separator region 146. A third airbag connector 46D is located within the third airbag region 150, and a fourth airbag connector 46E is located within the fourth airbag region 154. Additionally, the third subsystem 94 includes: a third vent region 158 fluidly connected to the third airbag region 150; and a fourth vent region 162 fluidly connected to the fourth airbag region 154. A third vent 78 is located within the third vent region 158, and a fourth vent 82 is located within the fourth vent region 162. Furthermore, the third subsystem 94 includes a feedback region 166, which is fluidly connected to the fourth vent region 162 and the second delivery region 110 of the first subsystem 86.

[0094] refer to Figures 6 to 9 The air passage 54 also defines multiple "passages," "walls," and "dimensions." The first inlet region 98 includes an inlet passage 170 in fluid communication with the air source connector 46A and defines an inlet airflow axis 174. Figure 7The air source connector 46A has a hole 66A defining a diameter 178, which is in the range of approximately 1.0 mm to approximately 3.0 mm. The inlet passage 170 narrows downstream toward the nozzle 182. Specifically, the inlet passage 170 includes an inlet width dimension 186, and the nozzle 182 defines a nozzle width dimension 190 that is smaller than the inlet width dimension 186. In the illustrated embodiment, the inlet width dimension 186 is equal to the diameter 178. The inlet width dimension 186 is larger than the nozzle width dimension 190 by a factor, which is in the range of approximately 1.25 to approximately 5.5.

[0095] refer to Figure 7 Downstream of nozzle 182 is a first separator region 102. The first separator region 102 includes an air separator 194, a first outlet passage 198, a second outlet passage 202, and a notch 206 (i.e., an airflow bias feature). The air separator 194 is positioned at a distance 208 from nozzle 182 of approximately 2.0 mm to approximately 3.0 mm. In some embodiments, the distance 208 is approximately four times the nozzle width 190. The air separator 194 is curved and defines at least one radius 210. In an alternative embodiment, the air separator is pointed. In other words, the air separator 194 may be concave or convex. Specifically, the air separator 194 includes a center point 214 aligned with the inlet airflow axis 174. The first outlet passage 198 includes a first wall 218, and the second outlet passage 202 includes a second wall 222 positioned opposite to the first wall 218. The first wall 218 is oriented relative to the inlet airflow axis 174 to define a first angle 226. Similarly, the second wall 222 is oriented relative to the inlet airflow axis 174 to define a second angle 230. Both the first angle 226 and the second angle 230 are in the range of approximately 15 degrees to approximately 25 degrees. In some embodiments, the first angle 226 is equal to the second angle 230.

[0096] A notch 206 is positioned upstream of the first outlet passage 198 and downstream of the nozzle 182. More specifically, the notch 206 is positioned between the nozzle 182 and the first wall 218. In other words, the notch 206 replaces a portion of the first wall 218. As explained in further detail below, the notch 206 biases the airflow from the nozzle 182 to flow through the first outlet passage 198 before flowing through the second outlet passage 202. The notch 206 defines a size 234 in the range of approximately 0.025 mm to approximately 0.50 mm. The larger the notch size, the greater the biasing effect towards the corresponding outlet passage 198. However, an excessively large notch size may lead to airflow instability. In an alternative embodiment, the notch 206 may be a groove, slit, or other suitable geometric feature in the wall 218 to create a low-pressure area.

[0097] Continue to refer to Figure 7 Downstream of the first separator region 102 are both the first conveying region 106 and the second conveying region 110. Specifically, the first outlet passage 198 is in fluid communication with the first conveying region 106. Similarly, the second outlet passage 202 is in fluid communication with the second conveying region 110. The first conveying region 106 includes a conveying passage 238 having two curved walls 242, and the second conveying region 110 similarly includes a conveying passage 246 having two curved walls 250.

[0098] Downstream of the first conveying area 106 is the inlet area 114 of the second subsystem 90. (See reference) Figure 8 The delivery passage 238 is in fluid communication with the inlet passage 254 that defines the airflow axis 258. The inlet passage 254 narrows to a nozzle 262 that is narrower than the nozzle 182. Specifically, the nozzle 262 defines a nozzle width dimension 266 that is smaller than the nozzle width 190. The nozzle width dimension 266 is equal to or smaller than the nozzle width 190 by a factor that is in the range of approximately 100% to approximately 50%.

[0099] Downstream of nozzle 262 is a second separator region 122. The second separator region 122 includes an air separator 270, a first outlet passage 274, a second outlet passage 278, and a notch 282. Air separator 270 is positioned at a distance 284 from nozzle 262 of approximately 2.0 mm to approximately 3.0 mm. In some embodiments, distance 284 is approximately four times the nozzle width 266. Air separator 270 is curved and defines at least one radius 286. Similar to air separator 194, air separator 270 can be concave or convex. Specifically, air separator 270 includes a center point 290 aligned with the inlet airflow axis 258. First outlet passage 274 includes a first wall 294, and second outlet passage 278 includes a second wall 298 positioned opposite to the first wall 294. First wall 294 is oriented relative to inlet airflow axis 258 to define a first angle 302. Similarly, the second wall 298 is oriented relative to the inlet airflow axis 258 to define a second angle 306. Both the first angle 302 and the second angle 306 are in the range of approximately 15 degrees to approximately 25 degrees. In some embodiments, the first angle 302 is equal to the second angle 306.

[0100] A notch 282 is positioned upstream of the first outlet passage 274. More specifically, the notch 282 is positioned between the nozzle 262 and the first wall 294. In other words, the notch 282 replaces a portion of the first wall 294. The notch 282 defines a dimension 310, which is in the range of approximately 0.025 mm to approximately 0.5 mm. As explained in further detail below, the notch 282 biases the airflow from the nozzle 262 to flow through the first outlet passage 274 before flowing through the second outlet passage 278.

[0101] Downstream of the second separator region 122 are the first airbag region 126, the second airbag region 130, the first vent region 134, and the second vent region 138. Specifically, the first outlet passage 274 is in fluid communication with the first airbag region 126 and the first vent region 134. Similarly, the second outlet passage 278 is in fluid communication with the second airbag region 130 and the second vent region 138. The first airbag region 126 includes a passage 314 with two opposing walls 318 and a first airbag connector 46B. Similarly, the second airbag region 130 includes a passage 322 with two opposing walls 326 and a second airbag connector 46C. The first vent region 134 includes a passage 330 with two curved walls 334 and a first vent 70. Similarly, the second vent region 138 includes a passage 338 with two curved walls 342 and a second vent 74. The first vent 70 defines a first vent diameter of 346, and the second vent 74 defines a second vent diameter of 350.

[0102] refer to Figure 7 , Figure 8 and Figure 10 Feedback region 142 includes a feedback passage 351, which includes two curved walls 352. Feedback passage 254 is in fluid communication with passage 338 of the second vent region 138 and with delivery passage 238 of the first delivery region 106. As explained in more detail below, feedback region 142 provides a passive method of switching airflow from the second subsystem 90 to the third subsystem 94.

[0103] The third subsystem 94 is similar to the second subsystem 90. In some embodiments, the third subsystem 94 is identical to the second subsystem 90 (i.e., completely identical). The downstream of the second delivery region 110 is the inlet region 118 of the third subsystem 94. (See reference...) Figure 9The delivery passage 246 is in fluid communication with the inlet passage 354 that defines the airflow axis 358. The inlet passage 354 narrows to a nozzle 362 that is narrower than the nozzle 182. Specifically, the nozzle 362 defines a nozzle width dimension 366 that is smaller than the nozzle width 190. The nozzle width dimension 366 is equal to or smaller than the nozzle width 190 by a factor that is in the range of approximately 100% to approximately 50%.

[0104] Downstream of nozzle 362 is a third separator region 146. The third separator region 146 includes an air separator 370, a first outlet passage 374, a second outlet passage 378, and a notch 382. Air separator 370 is positioned at a distance 384 from nozzle 362 of approximately 2.0 mm to approximately 3.0 mm. In some embodiments, distance 384 is approximately four times the nozzle width 366. Air separator 370 is curved and defines at least one radius 386. Similar to air separator 270, air separator 370 can be concave or convex. Specifically, air separator 370 includes a center point 390 aligned with the inlet airflow axis 358. First outlet passage 374 includes a first wall 394, and second outlet passage 378 includes a second wall 398 positioned opposite to the first wall 394. First wall 394 is oriented relative to inlet airflow axis 358 to define a first angle 402. Similarly, the second wall 398 is oriented relative to the inlet airflow axis 358 to define a second angle 406. Both the first angle 402 and the second angle 406 are in the range of approximately 15 degrees to approximately 25 degrees. In some embodiments, the first angle 402 is equal to the second angle 406.

[0105] A notch 382 is positioned upstream of the first outlet passage 374. More specifically, the notch 382 is positioned between the nozzle 362 and the first wall 394. In other words, the notch 382 replaces a portion of the first wall 394. The notch 382 defines a dimension 410 in the range of approximately 0.025 mm to approximately 0.5 mm. As explained in further detail below, the notch 382 biases the airflow from the nozzle 362 to flow through the first outlet passage 374 before flowing through the second outlet passage 378.

[0106] Downstream of the third separator region 146 are the third airbag region 150, the fourth airbag region 154, the third vent region 158, and the fourth vent region 162. Specifically, the first outlet passage 374 is in fluid communication with the third airbag region 150 and the third vent region 158. Similarly, the second outlet passage 378 is in fluid communication with the fourth airbag region 154 and the fourth vent region 162. The third airbag region 150 includes a passage 414 with two opposing walls 418 and a third airbag connector 46D. Similarly, the fourth airbag region 154 includes a passage 422 with two opposing walls 426 and a fourth airbag connector 46E. The third vent region 158 includes a passage 430 with two curved walls 434 and a third vent 78. Similarly, the fourth vent region 162 includes a passage 438 with two curved walls 442 and a fourth vent 82. The third vent 78 defines the diameter of the third vent 446, and the fourth vent 82 defines the diameter of the fourth vent 450.

[0107] Feedback region 166 includes a feedback passage 451, which includes two curved walls 452. Feedback passage 451 is in fluid communication with passage 438 of fourth vent 162 and with delivery passage 246 of second delivery region 110. As explained in more detail below, feedback region 166 provides a passive method of switching airflow from third subsystem 94 to second subsystem 90.

[0108] In operation, pump 14 provides a source of compressed air at air connector 46A. Air passage 54 passively controls the compressed air source to cyclically and sequentially inflate and deflate air bladders 18, 22, 26, and 30. In other words, air passage 54 inflates and deflates each of the air bladders 18, 22, 26, and 30 in a predetermined sequence without the need for additional electrical or mechanical valves, switches, or other external controls. In the illustrated embodiment, the predetermined sequence includes inconsistent inflation of each of the air bladders 18, 22, 26, and 30 (i.e., inflating the first air bladder first, then the second air bladder, then the third air bladder, and so on).

[0109] refer to Figure 11A Compressed air from pump 14 is received by fluid switching module 34 and enters inlet passage 170 of air passage 54. The pressure in inlet passage 170 (i.e., inlet pressure) determines the maximum possible output pressure and output flow rate to air bladders 18, 22, 26, and 30. Airflow accelerates as inlet passage 170 narrows to form nozzle 182. Excessive airflow velocity generates excessive turbulence, which degrades the operation and stability of module 34.

[0110] When compressed air exits nozzle 182, the airflow contacts a first air separator 194. The first separator 194 divides the airflow between one of two outlet passages 198, 202. Initially, a low-pressure field is formed along the two adjacent angled walls 218, 222 due to entrainment of surrounding air. However, due to a notch 206 in the first wall 218, the low-pressure fields formed along the two adjacent angled walls 218, 222 are different. Specifically, the low-pressure field along the first wall 218 is stronger than that along the second wall 222. This difference in low-pressure field deflects the airflow toward the first wall 218 by biasing the notch 206 and the corresponding first outlet passage 198. The physical phenomenon that causes the airflow to adhere to one of the two walls 218, 222 is called the Coanda effect. The Coanda effect is the tendency of a fluid jet ejected from an orifice (e.g., nozzle 182) to follow an adjacent flat or curved surface (e.g., wall 218) and to entrain fluid from the surroundings. Thus, the airflow initially flows from the first air separator 194 to the second subsystem 90. Walls 218, 222 ( Figure 7 The angles 226 and 230 relative to the airflow centerline 174 are designed to control the intensity of the low-pressure field and the points where the airflow adheres to the downstream walls 218 and 222.

[0111] Continue to refer to Figure 11A As airflow moves through delivery passage 238, due to the Venturi effect, the airflow initially draws in additional airflow through feedback passage 351. Specifically, additional airflow is drawn into delivery passage 238 from vent 74. However, when delivery passage 238 reaches approximately 15% to approximately 25% of the input pressure at nozzle 182, the airflow through feedback passage 351 flows in the opposite direction toward vent 74. In other words, the airflow through delivery passage 238 initially generates a Venturi effect, drawing in additional airflow through feedback passage 351 until the pressure in delivery passage 238 reaches a threshold (e.g., approximately 28% of the inlet pressure). Thus, this variable-direction airflow... Figure 11A The flow is shown in a two-way arrow (i.e., initially flowing towards delivery passage 238 and then towards the second ventilation passage 338). Delivery passage 238 reaches and temporarily stabilizes at approximately 40% to approximately 60% of the input pressure and provides a temporarily stable inlet pressure to the second subsystem 90.

[0112] Continue to refer to Figure 11AThe second air separator 270 of the second subsystem 90 operates in almost the same manner as the first air separator 194 of the first subsystem 86. Specifically, a low-pressure field is formed along two adjacent angled walls 294, 298 due to entrainment of surrounding air. The difference between the low-pressure fields is created by the bias notch 282, and the airflow from the nozzle 262 is deflected toward the angled wall 294 and the first outlet passage 274. In other words, a stronger low-pressure zone is formed on the wall 294 with the notch 282, thereby biasing the airflow in that direction. As previously described, wall adhesion occurs due to the Coanda effect, and the airflow is directed toward the first airbag outlet passage 314, thereby inflating the first airbag 18.

[0113] When the first airbag 18 begins to inflate, additional air is drawn from the first ventilation passage 330 into the first airbag passage 314 due to the Venturi effect. Due to the Venturi effect, the additional airflow from the vent 70 increases the airflow in passage 314 by a coefficient of approximately 1.0 to approximately 1.1. When the first airbag 18 reaches approximately 50% of its maximum pressure, the airflow in the first ventilation passage 330 reverses. Thus, the airflow through the first ventilation passage 330... Figure 11A The first airbag 18 reaches its maximum pressure at approximately one-third of the input pressure. When the first airbag 18 reaches its maximum pressure, the airflow at the second air separator 270 is deflected and switched to the second output passage 278 and the second airbag passage 322 to correspond to the second airbag 22.

[0114] refer to Figure 11B The back pressure from the inflated first airbag 18 causes the airflow at the second air separator 270 to switch and deflect toward the second outlet passage 278. Figure 11B In the illustrated state, the first airbag 18 now begins to contract through the first ventilation passage 330, and the first vent 70 and the second airbag 22 begin to inflate. As the second airbag 22 inflates, feedback to the first subsystem 86 occurs through an increase in pressure in the feedback passage 351 connecting the second ventilation passage 338 and the first delivery passage 238. When the pressure in the second airbag 22 reaches approximately 35% to approximately 50% of the input pressure, the pressure in the feedback passage 351 becomes high enough to cause the airflow at the first air separator 194 to switch and deflect toward the second outlet passage 202. In other words, when the pressure in the second airbag 22 reaches a threshold, the pressure fed back through the feedback passage 351 causes the airflow at the first air separator 194 to deflect and switch toward the second output passage 202, corresponding to the third subsystem 94.

[0115] refer to Figure 11CWith both the first airbag 18 and the second airbag 22 contracted (shown by dashed arrows), the airflow is deflected at the first air separator 194 to move toward the third subsystem 94 via the delivery passage 110. As air moves through the delivery passage 110, due to the Venturi effect, the airflow initially draws in additional airflow through the feedback passage 451. However, when the delivery passage 246 reaches approximately 15% to approximately 25% of the input pressure, the airflow through the feedback passage 451 flows in the opposite direction toward the vent 82. In other words, the airflow through the delivery passage 246 initially generates a Venturi effect, thereby drawing in additional airflow through the feedback passage 451 until the pressure in the delivery passage 246 reaches a threshold. Thus, this variable airflow... Figure 11C The flow is shown in a two-way arrow (i.e., initially flowing towards delivery passage 246, then towards the fourth ventilation passage 438). Delivery passage 246 reaches and temporarily stabilizes at approximately 40% to approximately 60% of the input pressure and provides a temporarily stable inlet pressure to the third subsystem 94.

[0116] Continue to refer to Figure 11C The third air separator 370 of the third subsystem 94 operates in almost the same manner as the second air separator 270 of the second subsystem 90. Specifically, a low-pressure field is formed along two adjacent angled walls 394, 398 due to entrainment of surrounding air. The difference between the low-pressure fields is created by the bias notch 382, ​​and the airflow from the nozzle 362 is deflected toward the angled wall 394 and the first outlet passage 374. In other words, a stronger low-pressure zone is formed on the wall 394 with the notch 382, ​​thereby biasing the airflow in that direction. As previously described, wall adhesion occurs due to the Coanda effect, and the airflow is directed toward the third airbag output passage 414, thereby inflating the third airbag 26.

[0117] When the third airbag 26 begins to inflate, additional air is drawn from the third ventilation passage 430 into the third airbag passage 414 due to the Venturi effect. Due to the Venturi effect, the additional airflow from the third vent 78 increases the airflow in passage 414 by a coefficient of approximately 1.0 to approximately 1.1. When the third airbag 26 reaches approximately 50% of its maximum pressure, the airflow in the third ventilation passage 430 reverses. Thus, the airflow through the third ventilation passage 430... Figure 11C The third airbag 26 reaches its maximum pressure at approximately one-third of the input pressure. When the third airbag 26 reaches its maximum pressure, the airflow at the third air separator 370 is deflected and switched to the second output channel 378 and the fourth airbag passage 422 to correspond to the fourth airbag 30.

[0118] refer to Figure 11DThe back pressure from the third airbag 26 causes the airflow at the third air separator 370 to deflect towards the second outlet passage 378. Figure 11D In the illustrated state, the third airbag 26 is contracting through the third vent 78, and the fourth airbag 30 is inflating. As the fourth airbag 30 inflates, feedback to the first subsystem 86 occurs through an increase in pressure in the feedback passage 451 connecting the fourth ventilation passage 438 and the second delivery passage 246. When the pressure in the fourth airbag 30 reaches approximately 35% to approximately 50% of the input pressure, the pressure in the feedback passage 451 becomes high enough to cause the airflow at the first air separator 194 to switch back towards the first outlet passage 198. In other words, when the pressure in the fourth airbag 30 reaches a threshold, feedback through the feedback passage 451 causes the airflow at the first air separator 194 to deflect and switch to the first output passage 198, corresponding to the second subsystem 90.

[0119] refer to Figure 11E The operation of fluid module 34 initiates another cycle of inflation and contraction of airbags 18, 22, 26, and 30. Specifically, Figure 11E The state shown is similar to Figure 11A The state shown is such that the airflow is biased to inflate the first airbag 18. However, Figure 11E The difference lies in the fact that while the first airbag 18 is inflating, the remaining airbags 22, 26, and 30 are contracting. As long as inlet pressure is provided at the air connector 46A, the expansion and contraction of airbags 18, 22, 26, and 30 can continue. In other words, the cyclical expansion and contraction of airbags 18, 22, 26, and 30 repeats indefinitely in a predetermined sequence until the compressed air source 14 is shut off. Thus, when compressed air is supplied to the inlet connector 46A, the fluid module 34 provides a defined, sequential, continuous massage effect via the expansion and contraction of airbags 18, 22, 26, and 30.

[0120] In contrast, conventional pneumatic massage systems in car seats use a pneumatic pump that supplies compressed air to an electromechanical valve module, which controls the massage sequence and cycle time according to a predetermined massage program. Each individual airbag requires a separate electromechanical valve within the module to control its expansion and contraction. Basic massage systems typically have three airbags, while high-end systems can have up to twenty. The electromechanical modules are expensive due to their complexity and the electronics required to control them. This, for example, makes it difficult to equip low-cost vehicles with massage services. In other words, existing technology designs involve highly complex modules that need to communicate with the vehicle's electronic systems, increasing development and production costs.

[0121] Fluid module 34 is advantageously operated or controlled without relying on the use of electronic devices or moving mechanical parts. This makes module 34 reliable, repeatable, and cost-effective. The defined massage sequence (i.e., the cyclic expansion / contraction of airbags 18, 22, 26, 30) is achieved by using cascaded ventilated fluid amplifiers (i.e., subsystems 86, 90, 94) biased to follow the defined sequence or order. This sequence is further defined by using feedback regions 146, 166 that force airflow switching under a predetermined static pressure. Ventilated fluid amplifiers are selected to eliminate sensitivity to erroneous switching under load and also provide the additional benefit of providing automatic contraction of the channels when operation of pneumatic system 10 is complete.

[0122] Figures 12A to 19 Exemplary airbag sub-assemblies 500a-500k are shown, which can be used with... Figure 1 The airbags are used together with the pneumatic system 10 and inflate sequentially, controlled by one or more adjustment devices 36 and one or more fluid modules 34. For example, each of the airbags 18, 22, 26, 30 may be part of a specific airbag sub-assembly 500a-500k, which in the illustrated embodiment has a multi-part or multi-segment airbag configuration. Thus, each airbag sub-assembly 500a-500k may be described as a multi-chamber airbag or multiple airbags.

[0123] Figure 12A An airbag subassembly 500a according to one embodiment is shown. The airbag assembly 500a includes a body 506 having two air chambers 508 separated by a weld 520. In the illustrated embodiment, the air chambers 508 have substantially equal volumes. Alternatively, the chambers 508 may have different volumes. A passage 532 extends from each chamber 508 and provides pathways for fluid to flow into and out of the respective chambers 508. In the illustrated embodiment, the body 506 is made of a flexible polymer membrane. For example, the body 506 may be made of polypropylene, polyethylene, nylon, PVC, EVA, or any other airtight, flexible, and suitably robust material. The weld 520 may be formed by ultrasonic welding, hot air welding, solvent bonding, or any other process suitable for permanently fusing portions of the body 506 together to form the airtight chambers 508.

[0124] Figure 12B An airbag sub-assembly 500b according to another embodiment is shown. The airbag assembly 500b is similar to the airbag assembly 500a, but includes a body 506 having three air chambers 508, each having a substantially identical volume. The air chambers 508 are equally spaced in the circumferential direction of the airbag assembly 500b. Alternatively, the chambers 508 may have different volumes.

[0125] Figure 12C An airbag sub-assembly 500c according to another embodiment is shown. The airbag sub-assembly 500c is similar to airbag sub-assemblies 500a and 500b, but includes a body 506 having four air chambers 508, each having a substantially identical volume. The air chambers 508 are equally spaced in the circumferential direction of the airbag assembly 500c. Alternatively, the chambers 508 may have different volumes.

[0126] Figure 13A An airbag sub-assembly 500d according to another embodiment is shown. The airbag sub-assembly 500d is similar to airbag sub-assemblies 500a, 500b, and 500c, but includes a body 506 having five air chambers 508, each having a substantially identical volume. The air chambers 508 are equally spaced in the circumferential direction of the airbag assembly 500d. Alternatively, the chambers 508 may have different volumes.

[0127] Figure 13B An airbag sub-assembly 500e according to another embodiment is shown. The airbag assembly 500e is similar to airbag assemblies 500a, 500b, 500c, and 500d, but includes a body 506 having six air chambers 508, each having a substantially identical volume. The air chambers 508 are equally spaced in the circumferential direction of the airbag assembly 500e. Alternatively, the chambers 508 may have different volumes.

[0128] Therefore, it is evident that the pneumatic system 10 can be configured to provide two, three, four, five, six, or more air chamber patterns or loops, which in some applications may be circular or rotary patterns (e.g., Figure 22 ; Figure 24 (Although other non-circular patterns are also within the scope of this invention), to include other multi-part or multi-segment or positioned airbag structures (i.e., Figures 12A to 13B The two, three, four, five, or six segmented circular designs shown are not limiting. Additionally, the pneumatic system 10 may include one or more single-chamber airbags (i.e., airbags not divided to form multiple sections or segments). Any number and combination of airbag sub-assemblies 500a to 500e, as well as other airbags or airbag sub-assemblies (including additional airbag assemblies described below), may be part of the pneumatic system 10.

[0129] Figure 14An airbag subassembly 500f is shown. Each airbag subassembly in the airbag subassembly 500f includes a body 506 having a plurality of air chambers 508 and an airbag support backing 512 abutting against the body 506 on one side. The airbag support backing 512 is made of a rigid or semi-rigid material (such as plastic or hard felt). In the illustrated embodiment, each support backing 512 has a square shape, but the support backing 512 can have a variety of other shapes (e.g., circular, elliptical, rectangular, etc.). The support backing 512 can be secured to the air chambers 508 in a variety of different ways, including but not limited to adhesives, mechanical fasteners (e.g., staples), and ultrasonic welding. The airbag support backing 512 has a flat surface that abuts against each of the air chambers 508 to distribute pressure generated on a larger contact area behind the air chambers 508 by inflating the respective air chambers 508. This can be particularly advantageous when the airbag assembly 500h is positioned on or within a yielding material, such as a foam seat cushion. The airbag support backing 512 prevents the airbag assembly 500f from sinking into the yielding material, which tends to reduce the intensity of the massage effect felt by the user.

[0130] Figure 15 An airbag subassembly 500g is shown. Each airbag subassembly in the airbag subassembly 500g includes a body 506 having a plurality of air chambers 508 and a pressure delivery member 516 positioned in front of the air chambers 508. The pressure delivery member 516 is configured to smoothly apply pressure as the respective air chambers 508 expand sequentially (e.g., in an alternating or circular pattern) across all the air chambers 508. The pressure delivery member 516 may be made of a rigid material (e.g., plastic) or a semi-rigid material (e.g., stiff felt). In the illustrated embodiment, the pressure delivery member 516 is configured as a flat plate with a circular shape. In the illustrated embodiment, the maximum dimension (i.e., diameter) of the pressure delivery member 516 is smaller than the maximum dimension of the air chambers 508. Specifically, the pressure delivery member 516 extends just beyond the expansion apex of each air chamber 508.

[0131] The pressure delivery member 516 can be secured to the air chamber 508 in various ways, including but not limited to adhesives, mechanical fasteners, and ultrasonic welding. The shape, material, relative dimensions, and position of the pressure delivery member 516 can vary to provide a desired feel. In the illustrated embodiment, each airbag assembly in the airbag sub-assemblies 500g includes both the pressure delivery member 516 and the airbag support backing 512, such that the air chamber 508 is sandwiched between the pressure delivery member 516 and the airbag support backing 512. In other embodiments, the airbag assembly 500g may not include the support backing 512.

[0132] Figure 16 An airbag subassembly 500h is shown, wherein the welds 520 between adjacent air chambers 508 are separate. For example, in some embodiments, the welds 520 may be cut along their length after they have been formed. This allows for greater deflection and displacement of each air chamber 508 relative to each other. The air chambers 508 remain interconnected at a central hub 524.

[0133] Figure 17 An airbag sub-assembly 500i, similar to an airbag sub-assembly 500h with separate welds 520, is shown. The separate welds 520 allow the air chambers 508 of the airbag assembly 500i to be positioned slightly overlapping. For example, the overlapping arrangement can provide an improved and more continuous feel when the air chambers 508 of the airbag assembly 500i inflate in a cyclical pattern.

[0134] Figure 18 An airbag subassembly 500j is shown, comprising two stacked, multi-segmented airbag subassemblies 528a and 528b, such as any of the airbag assemblies 500a-i described above. In the illustrated embodiment, inlets 532 to each air chamber 508 of the respective airbag assemblies 528a and 528b are grouped in pairs and fluidly connected together by Y-shaped fittings 536. In other embodiments, the inlets 532 may be connected together by other fittings or fluid delivery components. Thus, each air chamber 508 of the airbag assembly 528a has a corresponding air chamber 508 on the airbag assembly 582b, which expands and contracts uniformly. The stacked configuration of the airbag assemblies 500j can therefore provide greater deployment and thus greater massage pressure on the user's body.

[0135] Figure 19 An airbag assembly 500k is shown, comprising a body 506 having six air chambers or segments 508a, 508b, 508c. In some embodiments, each of the air chambers 508a, 508b, 508c can be sequentially and independently inflated and deflated to produce a rotational massage effect. In the illustrated embodiment ( Figure 20 In the air chambers 508a, 508b, and 508c, the opposite air chambers can be connected together in pairs (e.g., by a Y-fitting or any other suitable fluid delivery arrangement) and expand (e.g., 508a) and contract (e.g., 508b, 508c) in sequence to produce a dual pressure point rotational pathway effect.

[0136] In some embodiments, multiple airbag sub-assemblies (e.g., 18, 22, 26, 30, 500a-500k) can be positioned in an array or group as part of the pneumatic system 10. As described in more detail below, the pneumatic system 10 controls the airbags (e.g., 18, 22, 26, 30, 500a-500k) to provide a variety of different massage effects, including translational or undulating (including cyclic) pressure patterns.

[0137] Figure 20 and Figure 21 A seating system 600 according to one embodiment of the present disclosure is shown, which incorporates the features and aspects of the pneumatic system 10 described above. The illustrated seating system 600 includes a seat back or upper portion 611, a seat or lower portion 613, and a footrest 670. In the illustrated embodiment, the pneumatic system 10 is integrated into each of the upper portion 611, lower portion 613, and footrest 670 of the seating system 600. In other embodiments, the pneumatic system 10 may be integrated into only one or two of the upper portion 611, lower portion 613, and footrest 670.

[0138] The seat system 600 shown is configured as a tilting massage chair. Thus, the seat system 600 includes a fixed base 614. The upper portion 611, lower portion 613, and footrest 670 are all capable of being positioned relative to the base 614 in an upright position (not shown), a tilted position, and a tilted position. Figures 20 to 21 It can also optionally move between multiple intermediate positions between an upright position and a tilted position. One or more relative positions of the upper portion 611, the lower portion 613, and the foot pedal 670 can be adjusted together (e.g., as part of a predetermined tilting operation) or individually (e.g., in response to user input).

[0139] It should be understood that the pneumatic system 10 shown in the seat system 600 is only one possible application of the disclosed pneumatic system 10. Other applications include any transportation-related seating or resting products for drivers or passengers, including non-automotive applications, not limited to aircraft or locomotive seats, as well as residential and commercial (office) furniture, bedding, and other such products in any part thereof that require a comfortable massage effect.

[0140] The pneumatic system 10 shown includes four airbags 630a, 630b, 630c, and 630d in the upper portion 611 and one airbag 630e in the lower portion 613. (Reference) Figure 21The first airbag 630a (i.e., shoulder airbag 630a) is positioned in the shoulder area of ​​the upper portion 611. The second airbag 630b (i.e., upper back airbag 630b) is positioned in the upper back area of ​​the seat back 612. The third airbag 630c (i.e., cushion airbag 630c) is positioned in the cushion area or side area of ​​the upper portion 611. The fourth airbag 630d (i.e., lower back airbag 630d) is positioned in the lower back area or pelvic / lumbar area of ​​the upper portion 611. (Reference) Figure 21 The fifth airbag 630e (i.e., seat airbag 530e) is positioned in the lower portion 613 of the seat system 600. Airbags 630a to 630e are positioned behind a support surface (not shown) of the seat system 600 that at least partially supports the occupant. Thus, airbags 630a to 630e are configured to apply a massage effect to the occupant through the support surface.

[0141] It should be understood that the number and arrangement of airbags in the upper portion 611 and lower portion 613 of the seat system 600 can vary. However, airbag assemblies 630a to 630e are positioned anatomically aligned with the user's body features, and preferably aligned with the body features of the user experiencing tension when in a seated position. Although the following description focuses primarily on the illustrated embodiments of airbag assemblies 630a to 630e, it should be understood that any features and elements of the aforementioned airbag subassemblies 500a to 500k can be incorporated into airbag assemblies 630a to 630e.

[0142] Figure 22 and Figure 23 A lower back airbag 630d is shown. Specifically, the shown set of lower back airbags 630d comprises an array of six multi-segment user-facing airbags 634 arranged in three rows and two columns. Fluid switching modules 34a, 34b, and 34c are associated with each row of the lower back airbags 630d. Due to the arrangement and timing of the disclosed system 10, the fluid switching modules 34a, 34b, and 34c direct air from the pneumatic source 14 to provide the user with a cyclic pressure pattern or massage effect applied to the user's lower back. Figure 22 For example, fluid switching modules 34a, 34b, and 34c can direct air from air source 14 to inflate the first airbag 1, then inflate the second airbag 2 while the first airbag 1 contracts, then inflate the third airbag 3 while the second airbag 2 contracts, then inflate the first airbag 1 while the third airbag 3 contracts, and so on. The user-facing airbags 634 in each column can simultaneously generate cyclic pressure patterns in opposite rotational directions 635a and 635b to produce a feeling of inward or outward rotation. Figure 22 ).

[0143] refer to Figure 24 In some embodiments, this group of lower back airbags 630d also includes a strength airbag 636 positioned behind the user-facing airbag 634. In the illustrated embodiment, three strength airbags 636 are provided (one per row of lower back airbags 630d). The strength airbags 636 are coupled to the pneumatic source 14 separately from the fluid switching module 34, and can therefore be controlled independently of the user-facing airbags 634. Figure 25 The strength airbag 636 can be inflated to provide additional strength or thrust to the user, thereby enhancing the sensation produced by the user-facing airbag 634. In some embodiments, the strength airbag 636 can be controlled in a sequential mode to produce a translational effect independently of or in combination with the cyclic pressure mode of the user-facing airbag 634. In some embodiments, the strength airbag 636 can be used as a lumbar support mechanism for the seat system 600.

[0144] Figure 26 and Figure 27 The upper back airbag 630b is shown. Specifically, the set of upper back airbags 630b shown comprises an array of twelve single-chamber, user-facing airbags 640 arranged in six rows and two columns. Figure 26 In the illustrated embodiment, each row of user-facing airbags 640 is fluidly connected together to inflate and contract in pairs. Each row of user-facing airbags 640 is in communication with a fluid switching module 34, which, due to the arrangement and timing of the disclosed system 10, directs air from a pneumatic source 14 to provide the user with a translational pressure pattern applied to the user's upper back. Figure 27 In the illustrated embodiment, a single fluid switching module 34 with at least six outlets is used; however, in other embodiments, multiple fluid switching modules 34 with fewer outlets may be used. In other embodiments, each of the twelve user-facing airbags 640 is independently controllable.

[0145] refer to Figure 26 In the illustrated embodiment, each of the user-facing airbags 640 has a generally triangular shape. Furthermore, adjacent user-facing airbags 640 in each column are laterally offset from each other. Therefore, in addition to the vertical translational pressure sensation in the directions of arrows 637a and 637b, the illustrated arrangement of the user-facing airbags 640 also provides an alternating horizontal translational pressure sensation along with the up-and-down pressure sensation.

[0146] refer to Figures 28 to 29In some embodiments, this set of upper back airbags 630b also includes a strength airbag 644 positioned behind the user-facing airbag 640. In the illustrated embodiment, the strength airbag 644 is coupled to the pneumatic source 14 separately from the fluid switching module 34, and can therefore be controlled independently of the user-facing airbag 640. Figure 29 The strength airbag 644 can be inflated to provide additional strength or thrust to the user, thereby enhancing the sensation produced by the user-facing airbag 640.

[0147] Figures 30 to 31 The cushion airbag 630c is shown. In particular, the set of cushion airbags 630c shown includes an array of twelve single-chamber user-facing airbags 648, which are arranged in six rows and two columns (one column is associated with each cushion of the seat back 612); Figure 30 In the illustrated embodiment, each row of user-facing airbags 648 is fluidly connected together to inflate and contract in pairs. Each row of user-facing airbags 648 is associated with a fluid switching module 34, which, due to the arrangement and timing of the disclosed system 10, directs air from the pneumatic source 14 to provide the user with a translational pressure pattern applied to the user's side and back. Figure 31 In the illustrated embodiment, a single fluid switching module 34 with at least six outlets is used; however, in other embodiments, multiple fluid switching modules 34 with fewer outlets may be used. In other embodiments, each of the twelve user-facing airbags 648 is independently controllable.

[0148] The user-facing airbags 648 have a generally triangular shape. Furthermore, adjacent user-facing airbags 648 in each column are laterally offset from each other. Therefore, in addition to the vertical translational pressure sensation (i.e., in the direction of arrows 639a and 639b), the arrangement of the user-facing airbags 648 shown also provides an alternating horizontal translational pressure sensation along with the up-and-down pressure sensation.

[0149] The illustrated set of airbags 630c also includes a strength airbag 652 positioned behind each row of user-facing airbags 648. In the illustrated embodiment, the strength airbag 652 is coupled to the pneumatic source 14 separately from the fluid switching module 34 and can therefore be controlled independently of the user-facing airbags 648. The strength airbag 652 can be inflated to provide additional strength or thrust to the user, thereby enhancing the sensation produced by the user-facing airbags 648. In other embodiments, the strength airbag 652 may be omitted.

[0150] Figures 32 to 33Shoulder airbags 630a are shown. Specifically, the illustrated set of shoulder airbags 630a comprises an array of twelve single-chamber, user-facing airbags 656 arranged in two rows of six columns. In the illustrated embodiment, each row of user-facing airbags 656 is fluidly coupled together to inflate and contract in pairs. These rows of user-facing airbags 656 are stacked in the fore-aft direction of the seat back 612. This stacking configuration provides greater expansion and thus greater massage pressure on the user's shoulders. The user-facing airbags 656 have a generally rectangular or elongated shape. In the illustrated embodiment, these rows of user-facing airbags 656 are divided into two lateral groups of three columns, corresponding to the user's left and right shoulders respectively, with a gap between the two groups for the user's neck.

[0151] Each row of user-facing airbags 656 is associated with a fluid switching module 34, which, due to the arrangement and timing of the disclosed system 10, directs air from the pneumatic source 14 to provide a translating pressure pattern applied to the user's shoulder. For example, in the illustrated embodiment, the user-facing airbags 656 can be controlled in a cycle that includes an inward translating sensation to the user's shoulder, followed by an outward translating sensation, or vice versa.

[0152] refer to Figures 34 to 35 In some embodiments, this group of shoulder airbags 630a also includes a strength airbag 660, which is positioned behind each lateral group of user-facing airbags 656. In the illustrated embodiment, the strength airbag 660 is coupled to the pneumatic source 14 separately from the fluid switching module 34 and can therefore be controlled independently of the user-facing airbags 656. The strength airbag 660 can be inflated to provide additional strength or thrust to the user, thereby enhancing the sensation produced by the user-facing airbags 656.

[0153] refer to Figure 21 The airbag 630e on the lower part 613 of the seat system 600 can be arranged and operated similarly to the above reference. Figures 22 to 35 The airbag 630a is described as having an inhalation capacity of 630d and / or an intensity airbag 636, 660.

[0154] Figure 36A footrest assembly 670 of a seating system 600 is shown. The footrest assembly 670 includes a first set of paddle actuators 674a and a second set of paddle actuators 674b. Each of the paddle actuators 674a, 674b includes one or more airbags (not shown) that can be controlled to move the paddle actuators 674a, 674b inward and outward to provide an upward or downward squeezing effect on the user's calf. One or more additional airbags (not shown), similar to the airbags 630a to 630d or intensity airbags 636, 660 described above, may be located behind a support surface 675 of the footrest assembly 670 between each set of paddle actuators 674a, 674b. In this embodiment, the additional airbags provide a translational or pinching effect along the user's calf.

[0155] Figures 37 to 39 A seat system 600' according to an embodiment of the present disclosure is shown, which incorporates the features and aspects of the pneumatic system 10 described above. For example, the seat system 600' shown is a vehicle seat system configured to be used as a driver's seat or a passenger seat in an automobile. The seat system 600' is similar to the seat system 600 described above, and the features and elements of the seat system 600' corresponding to those of the seat system 600 are given the same reference numerals with apostrophes ('). Furthermore, the following description focuses primarily on the differences between the seat system 600' and the seat system 600.

[0156] refer to Figure 37 The seating system 600' includes an upper portion or seat back 611'. The pneumatic system 10 is integrated into the upper portion 611'. Although not in... Figure 37 As shown, the seat system 600' also includes a lower portion or seat, which may also include components of the pneumatic system 10. The pneumatic system 10 shown includes two sets of airbags 630b' (i.e., upper back airbags) and 630d' (i.e., lower back airbags) in the upper portion 611'. The upper back airbag 630b' is positioned in the upper back portion of the upper portion 611'. The lower back airbag 630d' is positioned in the lower back portion or pelvic / lumbar region of the upper portion 611'.

[0157] refer to Figures 38 to 39 The lower back airbag 630d' includes a user-facing airbag 634', which can be positioned in front of the support material 641' in the upper portion 611' of the seat system 600'. Figure 38 ) or behind ( Figure 39The support material 641' may include, for example, foam, wire mesh, flexible padding, or any other support material that can be used in a seating system. In the illustrated embodiment, this set of lower back airbags 630d' also includes a strength airbag 636' positioned behind the user-facing airbag 634'. Figure 38 In the illustrated embodiment, the strength airbag 636' and the user-facing airbag 634' are on opposite sides of the support material 641'. Figure 39 In the illustrated embodiment, both the strength airbag 636' and the user-facing airbag 634' are positioned behind the support material 641'. The strength airbag 636' can be inflated to provide additional strength or thrust to the user, thereby enhancing the sensation produced by the user-facing airbag 634'.

[0158] refer to Figure 40 The pneumatic system 10 for the seat system 600' includes a fluid switching module 34 coupled to each of a plurality of user-facing airbags 634' for directing air from a compressed air source 14 to each airbag 634'. Intensity airbags 636' are coupled to the compressed air source 14 separately from the fluid switching module 34. In the illustrated embodiment, a valve module 35 is provided that allows individual control of each intensity airbag 636'. In some embodiments, the intensity airbags 636' can be controlled in a sequential mode to produce a translational effect independently of or in combination with the cyclic pressure mode of the user-facing airbags 634'. In some embodiments, the intensity airbags 636' can serve as a lumbar support mechanism for the seat system 600'.

[0159] Figures 41 to 46 An exemplary pneumatic control scheme for operating a pneumatic system 10 using multiple fluid switching modules 34 is shown.

[0160] refer to Figure 41 In the first embodiment, an adjustment device 36 in the form of an air directional valve 36 is arranged between the pneumatic source 14 and the two fluid switching modules 34a, 34b. Exhaust lines 704a, 704b connect each of the fluid switching modules 34a, 34b to the air directional valve 36. During operation, as referenced above… Figure 11AAs depicted in Figure E, pressure from pneumatic source 14 is directed via valve 36 to a first fluid switching module 34a, which supplies air to sequentially inflate a plurality of airbags 708 (such as any airbags described herein). After the last of the plurality of airbags 708 has inflated, the first fluid switching module 34a discharges air to valve 36 via exhaust line 704a. This actuates valve 36 to a second position, which then directs air from pneumatic source 14 to a second fluid switching module 34b. The second fluid switching module 34b supplies air to sequentially inflate a plurality of second airbags 712, and then discharges air to valve 36 via exhaust line 704b. This actuates valve 36 back to its initial position, and the process is repeated.

[0161] In other embodiments, exhaust lines 704a and 704b are replaced by feedback lines. The feedback lines perform the same function as exhaust lines 704a and 704b, but do not remove large amounts of air from the associated fluid switching modules 34a and 34b. Instead, the fluid switching modules 34a and 34b can discharge air along other flow paths.

[0162] Figure 42 A pneumatic control scheme according to another embodiment is shown, which is similar to the one described above. Figure 41 The described embodiment. However, the air direction valve 36 is replaced by one or more electronically actuated valves 36'. In the illustrated embodiment, a separate airbag 715 (such as one of the strength airbags described above) is also in fluid communication with the electromagnetically actuated valve.

[0163] Figures 43 to 46 A pneumatic control scheme according to another embodiment is shown, which is similar to the above reference. Figures 41 to 42 The embodiments described and illustrated. However, in the illustrated embodiment, the three fluid switching modules 34a, 34b, 34c are connected in series to the pneumatic source 14 via two adjustment devices 36a, 36b.

[0164] Specifically, each of the fluid switching modules 34a, 34b, and 34c includes its own exhaust lines 704a, 704b, and 704c. The first exhaust line 704a and the third exhaust line 704c are connected to the first adjustment device 36a, and the second exhaust line 704b is connected to the second adjustment device 36a.

[0165] During operation, refer to Figure 43 Pressure from pneumatic source 14 is directed to first fluid switching module 34a via first adjustment device 36a. This first fluid switching module 34a supplies air to cause multiple airbags 708 (such as any airbag described herein) to inflate sequentially, as referenced above. Figures 11A to 11EAs described. After the last of the multiple airbags 708 is inflated, the first fluid switching module 34a discharges air to the first adjustment device 36a through the exhaust line 704a. This actuates the adjustment device 36a to the second position ( Figure 44 The adjustment device then directs air from the pneumatic source 14 to the second fluid switching module 34b. The second fluid switching module 34b supplies air to sequentially inflate the plurality of second airbags 712, and then exhausts the air through the exhaust line 704b to the second adjustment device 36b. This actuates the second adjustment device 36b to the second position (…). Figure 45 The second adjustment device then directs air from the pneumatic source 14 to the third fluid switching module 34c. The third fluid switching module 34c supplies air to cause the plurality of third airbags 716 to inflate sequentially and to discharge air through the third exhaust line 704c. This actuates the first adjustment device 36a back to its first position. Figure 46 ), and repeat the process.

[0166] As is evident from the above exemplary embodiments, multiple fluid switching modules 34 can be connected in series using one or more adjustment devices 36 to control the sequential expansion and contraction of any desired number and arrangement of airbags.

[0167] In each of the above examples, due to the disclosed system arrangement and timing, the pneumatic system 10 is operable to allow the occupant to sense a translating pressure pattern or a fluctuating (including cyclic) pressure pattern. This pattern is not one of “poking” or “knocking,” but rather a smooth and continuous application of pressure, which can be pre-programmed into the system and respond to the presence of the occupant (e.g., by sensing pressure load and then automatically modified based on the occupant’s size, weight, and position), or it can be fully defined and adjusted in real time by the user locally or in some application tied to a “smart” control system, and can be controlled via a smartphone or other app-based technology. This sequential massage function can also be configured such that the massage effect continues until the compressed air source is removed.

[0168] The pattern is not limited to a repetitive and constant sequence. In some applications, the massage cycle can be stable and continuous, but in others, the cycle may be discontinuous or even random, depending on the user's interaction with all or part of the seat surface. Discontinuity or randomness can be based on different expansion / contraction times or rates between certain chambers (adjacent or non-adjacent) due to differences in duration between chambers. As an example, the first alternating chamber may expand to its maximum expansion in two seconds, while the second alternating chamber may expand to its maximum expansion in one second. Variation can also be achieved through flow restrictors or adjusters in certain flow channels (supply or exhaust). As described above, such differences can be automatic and pre-programmed into the system, or they can be user-adjustable.

[0169] Various features and aspects of this disclosure are set forth in the appended claims.

Claims

1. A pneumatic airbag device, comprising: Multiple airbag groups are arranged in an array of rows and columns, wherein the array includes a first array segment and a second array segment, each of the first array segment and the second array segment including at least one column of airbag groups. Each airbag group in the first array segment is fluidly interconnected to one airbag group in the second array segment via multiple fluid interconnects. Each pair of fluidly interconnected airbags can inflate and contract independently of each pair in other pairs of fluidly interconnected airbags in a predetermined order. The first array segment includes three airbag groups, and each airbag group includes three airbags. The second array segment includes three airbag groups, and each airbag group includes three airbags. For a given row in the array of rows, two airbags on the first inner airbag column of the first array segment and the second array segment are fluidly interconnected for inflating and contracting together in pairs, and can be controlled independently of the two airbags on the second outer airbag column of the first array segment and the second array segment for inflating and contracting together in pairs. For a given row in the array of rows, two airbags on the third inner airbag column of the first array segment and the second array segment are fluidly interconnected for inflating and contracting together in pairs, and can be controlled independently of a pair of fluidly interconnected airbags on the first inner airbag column of the first array segment and the second array segment, and independently of a pair of fluidly interconnected airbags on the second outer airbag column. The expansion and contraction cycles of the two airbags on the inner airbag columns of the first and second array segments can be arranged sequentially to overlap or not overlap with the expansion and contraction cycles of the two airbags on the outer airbag columns of the first and second array segments. The expansion and contraction cycles of each pair of fluidly interconnected airbag groups can be sequentially arranged to overlap or not overlap with the expansion and contraction cycles of each pair of airbag groups in other pairs of fluidly interconnected airbag groups. The third inner airbag column of the first array segment and the second array segment is positioned adjacent to and between the first inner airbag column and the first outer airbag column of the first array segment and the second array segment.

2. The pneumatic airbag device according to claim 1, wherein, Each airbag in the first array segment is fluidly interconnected with a fluid supply connection for supplying fluid, and The fluid supply connection for supplying fluid to each airbag in the first array segment is different from the fluid supply connection for supplying fluid to each airbag in the other airbags in the first array segment.

3. The pneumatic airbag device according to claim 1 or 2, in, Each airbag in the first array segment can inflate and contract independently of each airbag in the other airbags of the first array segment, and Each airbag in the second array segment can expand and contract independently of each airbag in the other airbags in the second array segment.

4. The pneumatic airbag device according to claim 1 or 2, wherein, Each pair of airbags in the first and second array segments aligned with each other in the same row can inflate and contract in the same predetermined order.

5. The pneumatic airbag device according to claim 1 or 2, wherein, The third airbag in each airbag group of the first array segment and the second array segment can inflate and contract independently of each of the other two airbags in the same airbag group.

6. The pneumatic airbag device according to claim 1 or 2, in, Each airbag in the first array segment and the second array segment is formed as a welded body of flexible material.

7. The pneumatic airbag device according to claim 1, wherein, Each airbag group in the first array segment is aligned in the same row as an airbag group in the second array segment.

8. The pneumatic airbag device according to claim 1, wherein, Each airbag in each airbag group of each array segment in the first array segment and the second array segment has the same shape.

9. The pneumatic airbag device according to claim 1, wherein, The expansion and contraction cycles of each pair of fluid-interconnected airbags can be arranged in sequence to provide a translational massage effect.

10. The pneumatic airbag device according to claim 1, wherein, The expansion and contraction cycles of each pair of fluid-interconnected airbags can be arranged in sequence to provide a rotational massage effect.

11. The pneumatic airbag device according to claim 1, wherein, The expansion and contraction cycles of each pair of fluid-interconnected airbags can be arranged sequentially to provide both translational and rotational massage effects simultaneously.

12. The pneumatic airbag device according to claim 1, wherein, The expansion and contraction cycles of multiple airbag groups arranged in the array can be arranged in sequence to simultaneously provide a horizontal or vertical translational massage effect.

13. The pneumatic airbag device according to claim 1, wherein, The expansion and contraction cycles of multiple airbag groups arranged in the array can be arranged sequentially to provide both horizontal and vertical translational massage effects simultaneously.

14. The pneumatic airbag device according to claim 1, wherein, The expansion and contraction cycles of multiple airbag groups arranged in the array can be arranged in sequence to simultaneously provide translational and rotational massage effects.

15. The pneumatic airbag device according to claim 1, wherein, The expansion and contraction cycles of adjacent pairs of fluid-interconnected airbags on the inner and outer airbag columns of the first and second array segments can be arranged sequentially to provide a translational massage effect.

16. The pneumatic airbag device according to claim 1, wherein, The expansion and contraction cycles of adjacent pairs of fluid-interconnected airbags on the inner and outer airbag columns of the first and second array segments can be arranged sequentially to simultaneously provide translational and rotational massage effects.

17. The pneumatic airbag device of claim 1, wherein the expansion and contraction cycles can be arranged sequentially to include: Inflate the first pair of fluid-interconnected airbags on the first internal airbag column of the first array segment and the second array segment. Inflate the second pair of fluid-interconnected airbags on the second outer airbag column of the first array segment and the second array segment, while simultaneously contracting the first pair of fluid-interconnected airbags on the first inner airbag column, and The third pair of fluid interconnected airbags on the third inner airbag column of the first array segment and the second array segment are inflated, while the second pair of fluid interconnected airbags on the second outer airbag column are contracted.

18. The pneumatic airbag device according to claim 1, wherein, Each column includes three airbags, and each airbag in the first array segment is aligned in the same row with one airbag in the second array segment.

19. The pneumatic airbag device according to claim 1, At least one airbag in the first array segment is fluidly interconnected with a first fluid supply connection for supplying fluid, and At least one airbag in the second array segment is fluidly interconnected with a second fluid supply connection for supplying fluid.

20. The pneumatic airbag device according to claim 19, At least one airbag in the second array segment is fluidly interconnected with the first fluid supply connection for supplying fluid, and At least one airbag in the first array segment is fluidly interconnected with the second fluid supply connection for supplying fluid.

21. The pneumatic airbag device according to claim 1, in, A first airbag in the first array segment is fluidly interconnected with a first fluid supply connection for supplying fluid, and a first airbag in the second array segment is fluidly interconnected with the first fluid supply connection for supplying fluid via a fluid interconnection portion connected to the first airbag in the first array segment. In this configuration, a second airbag in the first array segment is fluidly interconnected with a second fluid supply connection for supplying fluid, and a second airbag in the second array segment is fluidly interconnected with the second fluid supply connection for supplying fluid via a fluid interconnection portion connected to the second airbag in the first array segment.

22. The pneumatic airbag device according to claim 1, wherein, Each airbag in the first array segment can be controlled independently of each other airbag in the first array segment, and each airbag in the second array segment can be controlled independently of each other airbag in the second array segment.

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