Vehicle pneumatic system layout method and vehicle

Abstract

The invention relates to the technical field of pneumatic systems, in particular to a vehicle pneumatic system layout method and a vehicle. The vehicle comprises a first space and a second space, and the first space is used for being taken by a driver and passengers; a pneumatic system is arranged in the vehicle and comprises an air source device, a first valve set and an air bag assembly, the air source device is in fluid communication with the air bag assembly through the first valve set, and the first valve set is used for controlling connection and disconnection of an air path between the air source device and the air bag assembly. The vehicle pneumatic system layout method comprises the steps that the air bag assembly is arranged in the first space, and the first valve set is arranged in the second space; the air bag assembly is arranged in the first space, so that pneumatic massage and / or pneumatic support can be provided for a driver and passengers in the first space; the first valve group is arranged in the second space, the problem that noise of the first valve group is transmitted to the first space is solved, and the noise of the first space is weakened; the first valve group is far away from the first space, so that the first valve group is not arranged in the seat any more, and the problem of heat dissipation of the first valve group is solved.

Description

Technical Field

[0001] The present application relates to the technical field of pneumatic systems, and in particular to a vehicle pneumatic system layout method and a vehicle. Background Art

[0002] Pneumatic systems, such as pneumatic comfort systems (for example, pneumatic massage systems or pneumatic support systems, etc.), usually include an air source device, a fluid distribution device, and an air bag connected to the air source device through the fluid distribution device. During operation, the air source device supplies air and the fluid distribution device controls the inflation and deflation of the air bag.

[0003] At present, the fluid distribution device includes multiple solenoid valves, which are installed in the seats. The solenoid valves will generate a lot of noise when working, affecting the riding experience of the drivers and passengers in the cabin; the solenoid valves will generate a lot of heat when working, and the solenoid valves buried in the seats are not conducive to the heat dissipation of the solenoid valves. Summary of the Invention

[0004] The embodiments of the present application aim to provide a vehicle pneumatic system layout method and a vehicle, so as to at least reduce the noise in the first space and improve the heat dissipation problem of the first valve group.

[0005] In order to solve the above technical problems, the embodiments of the present application adopt the following technical solutions: In a first aspect, an embodiment of the present application provides a method for arranging a pneumatic system of a vehicle, wherein the vehicle includes a first space and a second space, the first space being used for seating of a driver and passengers; a pneumatic system is provided in the vehicle, the pneumatic system including an air source device, a first valve group and an air bag assembly, the air source device being fluidically connected to the air bag assembly via the first valve group, the first valve group being used to control the on-off of the air path between the air source device and the air bag assembly; the method includes: arranging the air bag assembly in the first space, and arranging the first valve group in the second space.

[0006] In some embodiments, the second space includes at least one of a front trunk and a rear trunk.

[0007] In some embodiments, the method further includes: arranging the air source device in the second space.

[0008] In some embodiments, there are multiple airbag assemblies, and the first valve group includes multiple first valve modules. The multiple first valve modules are in fluid communication with the multiple airbag assemblies in a one-to-one correspondence.

[0009] In some embodiments, the first valve group includes at least one of a solenoid valve, a piezoelectric valve, an electroactive polymer actuated valve, or a proportional pilot valve.

[0010] In some embodiments, the pneumatic system also includes a second valve group, and the first valve group is fluidically connected to the airbag assembly through the second valve group; the second valve group is arranged in the first space; the first valve group includes a first valve module, and the second valve group includes a second valve module, and the switching speed of the first valve module is greater than the switching speed of the second valve module.

[0011] In some embodiments, the vehicle includes multiple seats, each seat is provided with at least one airbag assembly; the number of the second valve modules is multiple, the airbag assembly provided on each seat is fluidically connected to a second valve module in parallel, and multiple second valve modules are fluidically connected to a first valve module in parallel.

[0012] In some embodiments, the vehicle includes multiple seats, each seat is provided with multiple airbag assemblies; the number of the second valve modules is multiple, each second valve module is fluidically connected to at least one airbag assembly; the number of the first valve modules is multiple, and the second valve modules corresponding to each seat are fluidically connected to one first valve module.

[0013] In some embodiments, the second valve module includes an SMA valve.

[0014] In a second aspect, an embodiment of the present application provides a vehicle, comprising a vehicle body and a pneumatic system; the vehicle body comprises a first space and a second space, the first space being used for passengers; the pneumatic system comprises an air source device, a first valve group and an air bag assembly, the air source device being fluidically connected to the air bag assembly via the first valve group, the first valve group being used to control the on-off of the air path between the air source device and the air bag assembly; the air bag assembly is arranged in the first space, and the first valve group is arranged in the second space.

[0015] The vehicle pneumatic system layout method of the embodiment of the present application provides pneumatic massage and / or pneumatic support for the driver and passengers in the first space by arranging the airbag assembly in the first space; by arranging the first valve group in the second space, the problem of noise from the first valve group being transmitted to the first space is improved, and the noise in the first space is reduced; since the first valve group is far away from the first space, the first valve group is no longer arranged in the seat, which improves the heat dissipation problem of the first valve group.

[0016] The vehicle of the embodiment of the present application is laid out using the above-mentioned vehicle pneumatic system layout method, so that the airbag assembly is arranged in the first space and the first valve group is arranged in the second space, thereby reducing the noise in the first space, improving the heat dissipation problem of the first valve group, and enhancing the driving experience of the driver and passengers.

[0017] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] One or more embodiments are exemplarily illustrated by corresponding drawings, which do not constitute limitations on the embodiments. Elements with the same reference numerals in the drawings are represented as similar elements, and unless otherwise stated, the figures in the drawings do not constitute proportional limitations.

[0019] Figure 1 is a schematic planar structural diagram of a vehicle according to an embodiment of the present application; Figure 2 is a schematic structural diagram of a pneumatic system according to an embodiment of the present application; Figure 3 is a schematic structural diagram of a pneumatic system according to another embodiment of the present application; Figure 4 It is a structural diagram of a pneumatic system of another embodiment of the present application.

[0020] The accompanying drawings in the specific implementation manner are as follows: 100. Vehicles; 1. Vehicle body; 11. First space; 12. Second space; 2. Pneumatic system; 21. Air source device; 22. First valve group; 221. First valve module; 23. Air bag assembly; 24. Second valve group; 241. Second valve module; 25. Air tank. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not intended to limit the present application. It should be noted that when an element is described as "fixed on" another element, it can be directly on the other element, or there can be one or more centered elements therebetween. When an element is described as "connected to" another element, it can be directly connected to the other element, or there can be one or more centered elements therebetween. It should be noted that, if there is no conflict, the various features in the embodiments of the present application can be combined with each other, all within the scope of protection of the present application. In addition, although the functional modules are divided in the device schematic and the logical order is shown in the flow chart, in some cases, the steps shown or described can be performed in a different module division than in the device schematic or in the order in the flow chart.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0023] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the embodiments of the present application.

[0024] In the description of the embodiments of this application, the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. In the description of the embodiments of this application, the meaning of "plurality" is two or more, unless otherwise specifically defined.

[0025] Unless otherwise defined, all technical and scientific terms used in this specification have the same meanings as those commonly understood by those skilled in the art to which this application belongs. The terms used in this specification are intended only to describe specific embodiments and are not intended to limit this application. The term "and / or" as used in this specification includes any and all combinations of one or more of the relevant listed items.

[0026] In addition, the technical features involved in different embodiments of the present application described below can be combined with each other as long as they do not conflict with each other.

[0027] In a first aspect, an embodiment of the present application provides a method for arranging a pneumatic system of a vehicle. To facilitate understanding of the method, the embodiment of the present application first describes a vehicle.

[0028] See also Figure 1The vehicle 100 is a sedan. In other embodiments, the vehicle 100 may also be a bus, a coach, a truck, etc. The vehicle 100 includes a first space 11 and a second space 12, and the first space 11 is used for passengers. Specifically, the vehicle 100 includes a vehicle body 1, and the vehicle body 1 includes a first space 11 and a second space 12. For example, the first space 11 is a cockpit with seats. The second space 12 is separated from the first space 11, and may be, for example, a front trunk or a rear trunk, or may include both a front trunk and a rear trunk, that is, the second space 12 includes at least one of the front trunk and the rear trunk. In some other embodiments, the second space 12 may also be a space inside the vehicle body, such as an engine compartment or a chassis.

[0029] Among them, see Figure 1 and Figure 2 The vehicle 100 is provided with a pneumatic system 2, which includes an air source device 21, a first valve group 22, and an airbag assembly 23. The air source device 21 is in fluid communication with the airbag assembly 23 via the first valve group 22, and the first valve group 22 is used to control the on-off of the air path between the air source device 21 and the airbag assembly 23. The air source device 21 can be used to provide a continuous air flow, and can be optionally, but not limited to, an air pump, an air tank, or an air compressor. Exemplarily, the first valve group 22 includes a first valve module 221, and the air inlet and the air charging port of the first valve module 221 are in fluid communication with the air source device 21 and the airbag assembly 23 respectively through pipelines. The first valve module 221 is used to control the on-off of the air path between the air inlet and the air charging port, thereby controlling the on-off of the air path between the air source device 21 and the airbag assembly 23. The first valve module 221 also has a deflation port, which is used to control the on / off of the air path between the deflation port and the inflation port, thereby controlling the on / off of the air path between the airbag assembly 23 and the deflation port. The pneumatic system 2 can be a pneumatic comfort system, such as a pneumatic massage system, a pneumatic support system, etc.

[0030] When the air source device 21 is in fluid communication with the air bag assembly 23, the air source device 21 supplies air to the air bag assembly 23, causing it to inflate. When the air source device 21 is in fluid communication with the deflation port, the air bag assembly 23 deflates. The inflation and deflation of the air bag assembly 23 enable pneumatic massage and pneumatic support.

[0031] The vehicle pneumatic system layout method includes: arranging the airbag assembly 23 in the first space 11 and the first valve group 22 in the second space 12. For example, the airbag assembly 23 is arranged on a seat in the cabin, and the first valve group 22 is arranged in the front trunk or the rear trunk.

[0032] By arranging the airbag assembly 23 in the first space 11, pneumatic massage and / or pneumatic support can be provided to the occupants in the first space 11; by arranging the first valve group 22 in the second space 12, the problem of noise of the first valve group 22 being transmitted to the first space 11 is improved, thereby reducing the noise in the first space 11.

[0033] It should be noted that when the first valve assembly 22 is located in the first space 11, it is generally best located inside the seat. However, in this embodiment, since the first valve assembly 22 is located away from the first space 11, it is no longer located inside the seat. The first valve assembly 22 can be exposed or located within a housing with a heat dissipation effect, thereby improving the heat dissipation problem of the first valve assembly 22.

[0034] In some embodiments, the vehicle pneumatic system layout method further includes: arranging the air source device 21 in the second space 12 , thereby improving the problem of noise from the air source device 21 being transmitted to the first space 11 and further reducing the noise in the first space 11 .

[0035] In some embodiments, see Figure 2 There are multiple airbag assemblies 23. The first valve assembly 22 includes multiple first valve modules 221. Each of the multiple first valve modules 221 is in fluid communication with the multiple airbag assemblies 23 in a one-to-one correspondence. In other words, the multiple first valve modules 221 independently control the inflation and deflation of each airbag assembly 23. The vehicle body 1 may be equipped with one or more seats, each of which may be equipped with one or more airbag assemblies 23. Optionally, each seat may be equipped with four airbag assemblies 23.

[0036] In some embodiments, the first valve assembly 22 includes at least one of a solenoid valve, a piezoelectric valve, an electroactive polymer (EAP) actuated valve, or a proportional pilot valve. For example, the first valve module 221 may be a solenoid valve, a piezoelectric valve, an EAP actuated valve, or a proportional pilot valve. The first valve assembly 22 may include multiple different first valve modules 221. A solenoid valve is a control valve driven by an electromagnetic coil and a permanent magnet. It is widely used and highly reliable. A piezoelectric valve is a two-position (or proportional) control valve manufactured using the principle that functional ceramics generate bending deformation under the action of voltage. Controlling the piezoelectric valve requires only sufficient voltage, resulting in almost zero electrical power consumption, which helps reduce power consumption. An EAP actuated valve is controlled by electroactive polymers that produce slight deformations in response to electrical stimulation. This polymer exhibits strong strain resistance, light weight, high drive efficiency, and good shock resistance. Therefore, EAP actuated valves also have corresponding beneficial effects. A pilot-operated proportional pressure control valve uses a pressure sensor and an electronic control circuit to control the opening of the pilot valve. It features stable output pressure, high sensitivity, high reliability, and excellent performance. Optionally, the first valve module 221 is a solenoid valve, such as a two-position three-way solenoid valve or a three-position three-way solenoid valve.

[0037] In some embodiments, see Figure 1 and Figure 3 The pneumatic system 2 also includes a second valve group 24, through which the first valve group 22 is fluidically connected to the airbag assembly 23; the second valve group 24 is disposed in the first space 11; the first valve group 22 includes a first valve module 221, and the second valve group 24 includes a second valve module 241. Specifically, the first valve module 221 is fluidically connected to the airbag assembly 23 via the second valve module 241, and the second valve module 241 is used to control the flow of air between the first valve module 221 and the airbag assembly 23. Exemplarily, the air inlet and the inflation port of the second valve module 241 are fluidically connected to the inflation port of the first valve module 221 and the airbag assembly 23, respectively, via pipes. The second valve module 241 is used to control the flow of air between the air inlet and the inflation port, thereby controlling the flow of air between the first valve module 221 and the airbag assembly 23. The second valve module 241 also has an air release port, and the second valve module 241 is used to control the on-off of the air path between the air release port and the inflation port, thereby controlling the on-off of the air path between the airbag assembly 23 and the air release port.

[0038] Because the first valve module 221 is in fluid communication with the airbag assembly 23 via the second valve module 241, the air source device 21 is in fluid communication with the airbag assembly 23 only when both the first valve group 22 and the second valve group 24 are open. For example, when a second valve module 241 is opened, the corresponding first valve module 221 is also opened, and the airbag assembly 23 corresponding to the second valve module 241 is then in fluid communication with the air source device 21, supplying air to the airbag assembly 23. Specifically, a first valve module 221 can be in fluid communication with one or more second valve modules 241, and a second valve module 241 can be in fluid communication with one or more airbag assemblies 23.

[0039] It is understood that the airbag assembly 23 can be deflated through the first valve module 221 or the second valve module 241. When the first valve module 221 is normally open, the airbag assembly 23 can be deflated through the second valve module 241; when the second valve module 241 is normally open, the airbag assembly 23 can be deflated through the first valve module 221; and when both the first valve module 221 and the second valve module 241 are normally closed, the airbag assembly 23 can be deflated through the second valve module 241.

[0040] In some embodiments, the switching speed of the first valve module 221 is greater than the switching speed of the second valve module 241. That is, in this embodiment of the present application, the first valve module 221 is a fast-switching valve, and the second valve module 241 is a slow-switching valve. The switching speed characteristics of the first and second valve modules 221, 241 can be utilized to implement fast and slow massage modes. For example, by setting the second valve module 241 to a normally open state, the first valve module 221 rapidly switches to implement a fast massage mode, such as a tapping massage mode or a vibration massage mode; or by setting the first valve module 221 to a normally open state, the second valve module 241 slowly switches to implement a slow massage mode, such as a regular massage mode. It should be noted that the fast and slow massage modes are relative terms. In a fast massage mode, the airbag is generally re-inflated before being fully deflated, resulting in a faster compression frequency and a more comfortable massage. The fast and slow switching terms are also relative terms, meaning the execution cycle of the fast switch is shorter than the execution cycle of the slow switch.

[0041] Fast-switching valves generate significant heat and noise due to their high-frequency, rapid switching, while slow-switching valves generate less heat and noise. In this embodiment, placing the first valve module 221 in the second space 12 mitigates the problem of noise from the valve module being transmitted to the first space 11, reducing the noise level in the first space 11. Furthermore, the first valve module 221 is no longer located within the seat, improving heat dissipation.

[0042] In some embodiments, the second valve module 241 comprises an SMA (Shape Memory Alloy) valve. Exemplarily, the SMA valve comprises a valve core, an SMA wire, and a reset element. When the valve core is in a first position, the air inlet is in fluid communication with the inflation port, and the second valve module 241 is inflated. When the valve core is in a second position, the air deflation port is in fluid communication with the inflation port, and the second valve module 241 is deflated. The SMA wire is in a transmission connection with the valve core, and is configured to heat up and contract when energized. The reset element is configured to drive the valve core back to the second position and tighten the SMA wire. When the SMA wire is energized, the SMA wire contracts and moves the valve core toward the first position. When the SMA wire is de-energized, the SMA wire gradually cools and expands, and the reset element causes the valve core to move toward the second position. Optionally, the SMA wire is made of nickel-titanium alloy or copper-zinc alloy. Optionally, the reset element is a tension spring or a straight spring.

[0043] In some embodiments, the SMA valve further includes an elastic member that provides a transmission connection between the SMA wire and the valve core. By transmitting the contraction force of the SMA wire to the valve core via the elastic member, the problem of excessive SMA wire contraction leading to SMA wire breakage or valve core damage can be alleviated. Optionally, the elastic member is a straight spring or a tension spring.

[0044] In some embodiments, the switching duration of the first valve module 221 is less than 10ms. For example, the first valve module 221 includes a valve core. When the valve core is in the first position, the air inlet and the air charging port are in fluid communication, and the first valve module 221 is in an inflated state. When the valve core is in the second position, the air release port and the air charging port are in fluid communication, and the first valve module 221 is in a deflated state. The switching duration of the first valve module 221 is the time it takes for the valve core, controlled by the first valve module 221, to switch from the first position to the second position, or to move from the second position to the first position. Furthermore, the switching duration of the first valve module 221 is less than 3ms.

[0045] In some embodiments, the switching duration of the second valve module 241 is greater than 50ms. For example, the second valve module 241 includes a valve core. When the valve core is in the first position, the air inlet is in fluid communication with the inflation port, and the second valve module 241 is in an inflation state. When the valve core is in the second position, the air release port is in fluid communication with the inflation port, and the second valve module 241 is in a deflated state. The switching duration of the second valve module 241 is the duration for the second valve module 241 to control the valve core to switch from the first position to the second position, or to move from the second position to the first position. Optionally, the duration for the second valve module 241 to control the valve core to switch from the first position to the second position is 1000ms to 3000ms; and the duration for the second valve module 241 to control the valve core to switch from the second position to the first position is 100ms to 500ms, i.e., the switching duration when the second valve module 241 is open is shorter than the switching duration when the second valve module 241 is closed.

[0046] In some embodiments, see Figure 3 Vehicle 100 includes multiple seats, each seat being equipped with at least one airbag assembly 23; there are multiple second valve modules 241, and the airbag assembly 23 provided on each seat is fluidically connected in parallel to a second valve module 241, and the multiple second valve modules 241 are fluidically connected in parallel to a first valve module 221. For example, if vehicle 100 includes four seats, there are four second valve modules 241, and the air inlets of the four second valve modules 241 are fluidically connected to the inflation port of a first valve module 221. In this embodiment, a single first valve module 221 can be used to simultaneously achieve rapid massage of multiple seats, reducing the cost of rapid massage of pneumatic system 2. Optionally, each seat is equipped with four airbag assemblies 23.

[0047] In some embodiments, see Figure 4Vehicle 100 includes multiple seats, each equipped with multiple airbag assemblies 23. There are multiple second valve modules 241, each of which is in fluid communication with at least one airbag assembly 23. There are multiple first valve modules 221, each corresponding to a seat, in fluid communication with a first valve module 221. For example, if vehicle 100 includes four seats, there are four first valve modules 221, each with its air inlet inlet in fluid communication with the air source device 21. If there are more than four second valve modules 241, the air inlet inlets of all second valve modules 241 corresponding to each seat are in fluid communication with the inflation port of the same first valve module 221, meaning that one first valve module 221 corresponds to one seat. In this embodiment, multiple first valve modules 221 can independently provide fast massage for multiple seats, reducing unnecessary pneumatic waste. Furthermore, different seats can simultaneously provide both fast and slow massage, meeting the needs of different drivers and passengers. Optionally, each seat is equipped with four second valve modules 241. Optionally, each second valve module 241 is in fluid communication with four airbag assemblies 23 respectively.

[0048] In some embodiments, see Figures 2 to 4 As shown, the pneumatic system 2 further includes a gas storage tank 25, and the gas source device 21 is fluidically connected to the first valve group 22 via the gas storage tank 25. The gas storage tank 25 can be a metal tank body, a plastic tank body, etc., and can accommodate high-pressure gas.

[0049] It is understandable that the gas delivery speed of the gas source device 21 is limited. When the airbag assembly 23 is directly inflated through the gas source device 21, the inflation speed of the airbag assembly 23 is slow. In this embodiment, the gas can be first stored in the gas tank 25. For example, the first valve group 22 controls the air path between the gas tank 25 and the airbag assembly 23 to disconnect, and controls the gas source device 21 to output gas, thereby compressing the gas and storing it in the gas tank 25. Then, when the airbag assembly 23 needs to be inflated, the gas path between the gas tank 25 and the airbag assembly 23 is connected again. The gas in the gas tank 25 and the gas output by the gas source device 21 are then simultaneously inflated into the airbag assembly 23, which is conducive to increasing the inflation speed of the airbag assembly 23 and improving the inflation response speed of the airbag assembly 23. In other words, the gas tank 25 can pre-store the gas output by the gas source device 21 to improve the problem of slow inflation of the airbag assembly 23 caused by the slow gas output speed of the gas source device 21. Furthermore, when the airbag assembly 23 is inflated, the air source device 21 need not be opened, and gas can be supplied to the airbag assembly 23 only through the gas tank 25. In other words, the gas tank 25 temporarily replaces the gas source device 21 to inflate the airbag assembly 23. This helps reduce the use of the gas source device 21, reduces energy consumption, and extends the service life of the gas source device 21. It also reduces the noise generated by the gas source device 21 and reduces the noise in the first space 11. The gas tank 25 can store high-pressure gas, which helps increase the inflation speed and inflation response speed of the airbag assembly 23.

[0050] In some embodiments, the gas tank 25 is provided with a pressure regulating valve (not shown). The pressure regulating valve is used to connect the gas tank 25 to the external environment when the gas pressure in the gas tank 25 is too high, that is, to relieve the pressure in the gas tank 25, thereby enhancing the safety of the pneumatic system 2. Alternatively, the pressure regulating valve may be provided in the first valve group 22, the gas source device 21, or in the pipeline between the gas tank 25 and either the first valve group 22 or the gas source device 21.

[0051] Second, see Figure 1 and Figure 2 The embodiment of the present application provides a vehicle 100, which includes a vehicle body 1 and a pneumatic system 2. The vehicle body 1 includes a first space 11 and a second space 12, wherein the first space 11 is used for passengers. The pneumatic system 2 includes an air source device 21, a first valve group 22, and an airbag assembly 23. The air source device 21 is in fluid communication with the airbag assembly 23 via the first valve group 22, and the first valve group 22 is used to control the on / off of the air path between the air source device 21 and the airbag assembly 23. The airbag assembly 23 is disposed in the first space 11, and the first valve group 22 is disposed in the second space 12. The vehicle 100 of this embodiment is laid out using the above-mentioned vehicle pneumatic system layout method, such that the airbag assembly 23 is disposed in the first space 11 and the first valve group 22 is disposed in the second space 12, thereby reducing noise in the first space 11, improving heat dissipation issues of the first valve group 22, and enhancing the driving experience of passengers.

[0052] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Based on the concept of the present application, the technical features in the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other changes in different aspects of the present application as described above. For the sake of simplicity, they are not provided in detail. Although the present application has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for arranging a pneumatic system in a vehicle, the vehicle comprising a first space and a second space, the first space being for seating a driver and passengers; a pneumatic system disposed within the vehicle, the pneumatic system comprising an air source device, a first valve group, and an airbag assembly; the air source device being in fluid communication with the airbag assembly via the first valve group, the first valve group being configured to control the on / off flow of the air path between the air source device and the airbag assembly; It is characterized in that The method includes: arranging the air bag assembly in the first space, and arranging the first valve group in the second space.

2. The vehicle pneumatic system layout method according to claim 1, characterized in that: The second space includes at least one of a front trunk and a rear trunk.

3. The vehicle pneumatic system layout method according to claim 1, characterized in that: The method further comprises: The air source device is arranged in the second space.

4. The vehicle pneumatic system layout method according to claim 1, characterized in that: There are multiple airbag assemblies, and the first valve group includes multiple first valve modules. The multiple first valve modules are in fluid communication with the multiple airbag assemblies in a one-to-one correspondence.

5. The vehicle pneumatic system layout method according to claim 1, characterized in that: The first valve group includes at least one of a solenoid valve, a piezoelectric valve, an electroactive polymer actuated valve, or a proportional pilot valve.

6. The vehicle pneumatic system layout method according to any one of claims 1 to 5, characterized in that: The pneumatic system further includes a second valve group, the first valve group being in fluid communication with the air bag assembly through the second valve group; The second valve group is arranged in the first space; The first valve group includes a first valve module, the second valve group includes a second valve module, and a switching speed of the first valve module is greater than a switching speed of the second valve module.

7. The vehicle pneumatic system layout method according to claim 6, characterized in that: The vehicle comprises a plurality of seats, each of the seats being provided with at least one airbag assembly; There are multiple second valve modules, and the airbag assembly provided on each seat is fluidically connected to a second valve module in parallel, and multiple second valve modules are fluidically connected to a first valve module in parallel.

8. The vehicle pneumatic system layout method according to claim 6, characterized in that: The vehicle comprises a plurality of seats, each of the seats being provided with a plurality of the airbag assemblies; There are multiple second valve modules, and each second valve module is in fluid communication with at least one air bag assembly; There are multiple first valve modules, and each second valve module corresponding to each seat is fluidically connected to a first valve module.

9. The vehicle pneumatic system layout method according to claim 6, characterized in that: The second valve module includes an SMA valve.

10. A vehicle, characterized in that: include: The vehicle body comprises a first space and a second space, wherein the first space is used for seating of the driver and passengers; The pneumatic system includes an air source device, a first valve group and an air bag assembly. The air source device is fluidically connected to the air bag assembly through the first valve group. The first valve group is used to control the on-off of the air path between the air source device and the air bag assembly. The air bag assembly is arranged in the first space, and the first valve group is arranged in the second space.

Images