Air supply driving control valve, air bag control system and method, seat, cockpit and suspension

Abstract

The invention relates to the technical field of driving control of air supply structures, in particular to an air supply driving control valve, an air bag control system and method, a seat, a cockpit and a suspension. The air supply driving control valve comprises a driving mechanism and a control mechanism, wherein the driving mechanism is used for driving a rotating mechanism to execute rotating motion in multiple modes; an inflation hole, an exhaust hole and an air inlet hole are formed in the rotating mechanism, and the rotating mechanism can be switched among an inflation mode, an exhaust mode and a balance mode; the suspension mechanism is arranged on the rotating mechanism, and when the suspension mechanism is subjected to an external force to execute an expansion action or a contraction action, the rotating mechanism moves to switch a mode so as to enable the suspension mechanism to reset; and when the driving mechanism drives the rotating mechanism to act, the suspension mechanism follows to switch modes to inflate or exhaust. The technical problems that in the prior art, a seat air bag control valve is large in installation space and cannot be used in a narrow installation environment are solved.

Description

Technical Field

[0001] This invention relates to the field of drive control technology for air supply structures, specifically to air supply drive control valves, airbag control systems and methods, seats, cockpits, and suspensions. Background Technology

[0002] Seats are essential components of motor vehicles and other vehicles. With technological advancements, seat design has evolved from simply providing basic sitting and reclining functions to focusing on comfort, safety, and intelligence. Comfort primarily refers to the seat's surface curves conforming to ergonomic design, providing strong support for the user. Safety refers to the seat's ability to minimize physical injury to the user in unexpected situations, such as the strength of the seat frame. Intelligence refers to the seat's ability to adjust its shape and functions based on the user's real-time status.

[0003] The future development trend of seats is also towards the integration of multiple functions. For example, the comfort of seats is combined with intelligence. The seats can not only automatically adjust the height to meet the requirements of users of different heights and weights, but also have shock absorption functions so that the seats can make adaptive adjustments when encountering bumpy roads during the car's journey, thereby improving the comfort of the seats.

[0004] Existing technologies for adjusting seat height mainly include manual and electric adjustment methods: Manual adjustment: Height adjustment is mainly achieved by lifting or pressing a lever or wrench on the side of the seat. For example, a seat height adjustment device disclosed in Chinese Patent CN202130331U includes front and rear support plates connected to the seat and an adjustment mechanism for controlling the lifting and lowering of the front and rear support plates. The adjustment mechanism consists of a transmission rod hinged to the side plate and a sector gear plate mounted on the transmission rod. A lever is fixedly connected to the sector gear plate, and the other end of the lever is connected to the rear support plate via a rear hinge. The front support plate is connected to the side plate via a front hinge. A gear shaft on the side plate meshes with the sector gear plate, and a turning handle is provided at the end of the gear shaft. The advantages of this height adjustment device are its simple structure, convenient adjustment, and resistance to damage. When the seat needs to be adjusted, the handle is rotated, the gear shaft rotates the sector gear plate, and the rear support plate is driven upward (or downward) through the lever and rear hinge. At the same time, the front hinge passively drives the front support plate upward (or downward).

[0005] However, this adjustment method cannot achieve real-time adjustment. When encountering bumpy roads, it cannot automatically adjust to adapt to the bumpy roads, and therefore does not have a shock absorption function.

[0006] Electric adjustment: The seat height is mainly controlled by the motor through buttons on the center console or the side of the seat, and it supports stepless speed regulation.

[0007] Electric adjustment methods have a more complex structure than manual adjustment methods, but they can achieve more intelligent adjustment.

[0008] The existing technologies for adjusting seat height using electric adjustment methods include the following: 1. Electric scissor lift For example, Chinese patent CN105216656A discloses a height-adjustable car seat, which includes a seat cushion and a floor plate. A seat back is located on one side of the seat cushion, and a support plate is located at the bottom of the seat cushion. Parallel support rods are arranged between the support plate and the floor plate. A connecting rod is connected to one of the support rods and the floor plate. One end of the connecting rod is connected to a slider located inside the floor plate. The slider is connected to a screw, and one end of the screw is connected to a drive motor. This seat, by incorporating a drive motor, screw, connecting rod, and support rod, allows the seat cushion to be supported by the support rods. Simultaneously, the drive motor rotates the screw, causing the slider to move left and right. The connecting rod then allows the support rods to swing, thereby adjusting the seat cushion height. This design is convenient, safe, and reliable.

[0009] For example, Chinese patent CN219618944U discloses a car seat height adjustment device, which includes a scissor-fork lifting structure, a height adjustment valve assembly, a buffer, and a connecting frame. The lower frame of the scissor-fork lifting structure is used to fix it to the vehicle frame, and the upper frame of the scissor-fork lifting structure is used to support the car seat and to fix it to the car seat. The two ends of the connecting frame are fixed to one of the rotating frame assemblies in the scissor-fork lifting structure. The height adjustment valve assembly and the buffer are arranged adjacent to each other. The support end of the height adjustment valve assembly and the support end of the buffer are both rotatably connected to the middle of the other rotating frame assembly in the scissor-fork lifting structure. The drive end of the height adjustment valve assembly and the drive end of the buffer are both rotatably connected to the middle of the connecting frame.

[0010] Existing technology for seat height adjustment using electric scissor lifts offers high adjustment precision, down to the millimeter level, and supports continuously variable transmission, while also exhibiting low noise during adjustment.

[0011] 2. Airbag type For example, Chinese patent CN111993963A discloses an air suspension seat height control valve, which includes a valve body and a valve stem. The valve body has a valve chamber, and the valve stem can move circumferentially within the valve chamber. The valve chamber includes an air intake chamber, an air exhaust chamber, and an airbag chamber. The valve body has three air passage connections connecting the air intake chamber, the air exhaust chamber, and the airbag chamber, respectively. A first through hole is provided between the air intake chamber and the airbag chamber, and a second through hole is provided between the air exhaust chamber and the airbag chamber. When the valve stem rotates at different angles within the valve chamber, the first through hole connects the air intake chamber and the airbag chamber, inflating the airbag; or the second through hole connects the air exhaust chamber and the airbag chamber, deflating the airbag. The seat uses the reciprocating rotation of the valve stem within the valve chamber to inflate or deflate the airbag, thereby achieving height adjustment.

[0012] Seat height adjustment using airbag inflation or deflation offers the advantage of rapid response. Both electric scissor lifts and airbag lifts have their advantages and disadvantages. Electric scissor lifts offer high adjustment precision but cannot optimize shock absorption. Airbag lifts offer fast response, but due to the compressibility of the airbag, their adjustment precision is moderate.

[0013] However, for researchers of car seats, airbag-type adjustment remains a common and mainstream seat adjustment method due to its shock absorption optimization function. Adjusting seat height using airbags requires a control valve to inflate or deflate the airbag. However, some existing control valves have a linear structure, which takes up a lot of space; some control valves cannot achieve suspension adjustment, i.e., adjust the inflation or deflation of the airbag according to bumpy roads.

[0014] Chinese patent CN217951088U discloses a seat height control valve, including a valve cylinder and a retractable valve stem inserted inside the valve cylinder. The valve cylinder at the inner end of the valve stem forms a telescopic cavity that controls the extension and retraction of the valve stem through expansion or compression. The side wall of the valve cylinder is provided with air source interfaces and airbag interfaces for connecting the inside and outside of the valve cylinder, respectively. The air source interfaces and airbag interfaces are sealed and separated from the two ends of the cavity communicating with the outer side of the valve stem. The side wall of the valve stem is also provided with inflation connection grooves and deflation connection grooves. This height control valve has a linear structure, which can be well adapted to seats with low suspension travel. It can not only collect the height changes of seats with low suspension travel, but also adjust its own working stroke according to these height changes, controlling the inflation or deflation of the airbag, thereby achieving suspension adjustment in the ultra-low travel range of seats with low suspension travel and improving the comfort of seats with low suspension travel.

[0015] However, this type of linear control valve occupies a lot of space and does not have a suspension adjustment function. Therefore, if the seat also needs shock absorption, a shock absorption mechanism needs to be set up, which makes the adjustment mechanism under the seat more complicated and may even cause the seat to interfere with the surrounding environment.

[0016] Chinese patent CN216143231U discloses a compact seat height adjustment quick-release valve, including an air intake section, an exhaust section, a quick-release section, and a quick-release component. The air intake section includes an air intake pipe, the inner cavity of which is divided into a front chamber, a middle chamber, and a rear chamber. The exhaust section includes an exhaust pipe, the inner cavity of which is divided into a front chamber, a middle chamber, and a rear chamber. The quick-release section includes a quick-release pipe, the inner cavity of which is divided into a front chamber, a middle chamber, and a rear chamber. The front chamber of the quick-release pipe is connected to the middle chamber of the air intake pipe through a quick-release air intake communication channel. This height adjustment valve has a simple structure, small size, and is easy to install. It is beneficial to the rational layout of the overall seat structure, making the overall force on the seat even and reducing seat failures. Moreover, by combining the quick-release valve and the adjustment valve into one unit, the structure is compact, reducing the layout of air pipes and saving costs.

[0017] Similarly, the existing technologies mentioned above do not have an automatic adjustment function. When the seat still needs shock absorption, a shock absorption mechanism needs to be set up, which not only increases the cost, but also makes the adjustment mechanism under the seat more complicated.

[0018] Chinese patent CN111993963A discloses an air suspension seat height control valve. This valve adjusts the seat height by inflating or deflating the airbag through the reciprocating rotation of the valve stem within the valve chamber. The adjustment process is simple. Furthermore, the valve has grooves at both ends of the valve stem, allowing for the inflation or deflation of small amounts of gas through the rotation of the valve stem, thus achieving seat suspension adjustment.

[0019] However, the control valve is located outside the airbag. Therefore, in addition to reserving space under the seat for the airbag, space also needs to be reserved for the control valve and the corresponding connection structure. The existing technology mentioned above requires a large installation space under the seat, which is not suitable for situations where the cockpit is small.

[0020] Based on this, the present invention provides a control valve that can be installed inside the airbag, and the control valve integrates height adjustment function and suspension adjustment function. Summary of the Invention

[0021] The purpose of this invention is to provide: Air supply driven control valve, airbag control system and method, seat, cockpit, suspension, to reduce the space occupied by the control valve installation and to adapt to more severe and confined environments.

[0022] Terminology Explanation: Unless otherwise defined, all technical terms in this document have the same meanings as commonly understood by one of ordinary skill in the art to which the subject matter of the claims pertains. Unless otherwise stated, all patents, patent inventions, and publications cited in this document are incorporated herein by reference in their entirety. If multiple definitions exist for terms in this document, the definitions in this chapter shall prevail.

[0023] It should be understood that the above brief description and the following detailed description are exemplary and for illustrative purposes only, and do not limit the subject matter of the invention in any way. In this invention, the singular is used in conjunction with the plural unless otherwise specifically stated. It should also be noted that, unless otherwise stated, the use of “or” or “or” means “and / or”. Furthermore, the use of the term “comprising” and other forms such as “including,” “containing,” and “contains” are not limiting.

[0024] Front: In this invention, the front refers to the direction that is closer to the fixed block and further away from the suspension adjustment block.

[0025] The opposite side: In this invention, the opposite side refers to the direction that is closer to the suspension adjustment block and farther away from the fixed block.

[0026] Beginning point: In this invention, it refers to the starting position.

[0027] Tail end: In this invention, it refers to the end position.

[0028] Enclosed space: In this invention, it refers to a space that does not exchange air with the outside world.

[0029] Hinged connection: In this invention, it refers to a mechanical connection method used to connect two objects and allow them to move freely in multiple directions.

[0030] To achieve the above objectives, the technical solution of the present invention is as follows: In a first aspect, the present invention provides a gas supply driven control valve, comprising: A drive mechanism for driving a rotary mechanism to perform rotational motion in multiple modes; A rotating mechanism is provided with an inflation port, an exhaust port, and an air inlet port, which can switch between inflation mode, exhaust mode, and balance mode; A suspension mechanism is mounted on the rotating mechanism. When the suspension mechanism is subjected to an external force to perform an unfolding or retracting action, the rotating mechanism follows and switches modes to reset the suspension mechanism. When the drive mechanism drives the rotating mechanism to move, the suspension mechanism follows suit and switches modes to inflate or deflate.

[0031] The air supply-driven control valve provided by this invention, through the inclusion of a suspension mechanism, allows the suspension mechanism to sway when the vehicle encounters road bumps and the seat shakes. This swaying of the suspension mechanism drives a rotating mechanism to rotate, thereby switching modes to inflate or deflate, achieving shock absorption. The entire control valve can be housed inside the airbag, connected to the top of the airbag via the suspension mechanism. Seat movement causes the top of the airbag to rise or fall, causing the suspension mechanism to deploy or retract. Therefore, this invention reduces the installation space required and can adapt to harsh and confined environments, solving the technical problem of existing seat airbag control valves requiring large installation spaces and being unsuitable for use in confined spaces.

[0032] The drive mechanism can be any type of electric drive, such as direct motor drive, motor combined with transmission components drive, or push rod combined with transmission components drive, etc.

[0033] Based on further solutions to the technical problems of the present invention, or simultaneous solutions to multiple technical problems, the preferred solution in the technical solution provided in the first aspect of the present invention includes: In some embodiments, the rotating mechanism includes a rotating shaft, a fixed block, a height adjusting block, and a suspension adjusting block. The fixed block, the height adjusting block, and the suspension adjusting block are sequentially sleeved on the rotating shaft. The fixed block is fixedly disposed on the bottom surface of the lower seat of the airbag. The height adjusting block and the suspension adjusting block can rotate coaxially around the rotating shaft.

[0034] This technical solution not only addresses the technical problem of "the large installation space required for the seat airbag control valve in existing technologies, making it unsuitable for use in confined installation environments," but also further solves the technical problem of "the control valve having a complex structure and large size."

[0035] This invention utilizes three modules: a fixed block, a height adjustment block, and a suspension adjustment block. Air passages are set on the fixed block, the height adjustment block, and the suspension adjustment block. The various air passages are opened by rotation, which reduces the size of the control valve and lowers the structural complexity.

[0036] In some embodiments, the fixed block has a square outline, and a first air inlet and a first exhaust outlet are provided on the lower surface of the fixed block. A second air inlet and a second exhaust outlet are provided on the side surface of the fixed block that contacts the height adjustment block, and the first air inlet and the second air inlet are connected, as are the first exhaust outlet and the second exhaust outlet.

[0037] This technical solution not only solves the technical problem of "complex structure and large size of control valve", but also solves the technical problem of setting up air passage on the fixed block. By connecting the fixed block with the external air passage, the connection of the air passage for inflation or deflation can be finally realized.

[0038] In some embodiments, the second air inlet and the second air outlet are annular waist holes.

[0039] This technical solution further expands the installation process space of the fixing block and reduces the installation difficulty of the fixing block.

[0040] In some embodiments, a first air inlet groove and a first exhaust groove are provided on the front side of the height adjustment block, and a second air inlet groove and a second exhaust groove are provided on the back side of the height adjustment block. The first air intake slot and the second air intake slot are connected; the first exhaust slot and the second exhaust slot are connected.

[0041] This invention utilizes a height adjustment block to achieve active adjustment of seat height.

[0042] In some embodiments, the first air intake groove is arc-shaped, the first exhaust groove is arc-shaped, and the first air intake groove and the first exhaust groove are located on arc lines with the same radius or different radii, and the center of the arc line is located on the central axis of the height adjustment block.

[0043] In some embodiments, the second air intake groove is arc-shaped, the second exhaust groove is arc-shaped, and the second air intake groove and the second exhaust groove are located on arc lines with the same radius or different radii.

[0044] This technical solution utilizes arc-shaped air intake and exhaust slots to connect the air passages, enabling the air passages to be switched by rotation, thereby saving the size of the control valve and installation space.

[0045] In some embodiments, in a clockwise direction facing the opposite side, the depth of the beginning of the second air intake groove is less than the depth of the middle part of the second air intake groove, and the width of the beginning of the second air intake groove is less than the width of the middle part of the second air intake groove. In a clockwise direction facing the opposite side, the depth of the tail end of the second exhaust groove is less than the depth of the middle part of the second exhaust groove, and the width of the tail end of the second exhaust groove is less than the width of the middle part of the second exhaust groove.

[0046] This technical solution sets a slot with a small width and depth at the beginning of the second air inlet slot and a slot with a small depth and width at the end of the second exhaust slot. As a result, the air flow rate is reduced in the final period before the end of inflation or deflation, which can avoid over-inflation or over-expansion and further solve the technical problem of "how to improve the accuracy of inflation or deflation".

[0047] In some embodiments, the first air intake slot is rotated clockwise by a predetermined angle relative to the second air intake slot; the first exhaust slot is extended clockwise by a predetermined length relative to the second exhaust slot.

[0048] In some embodiments, the height adjustment block has a shape with at least one plane on its circular edge.

[0049] At least one of the technical solutions can be understood as follows: the outline of the height adjustment block is a circular edge with one, two, three, four, or even more planes. The purpose of setting the planes is to enable the height adjustment block to achieve synchronous rotation drive with the drive mechanism. Therefore, when multiple planes are set, the arrangement of the multiple planes can be diversified. For example, they can be set in an array with a 90° interval, or with intervals of 60°, 120°, or other angles, and they can also be arranged irregularly.

[0050] In some embodiments, a groove is provided on the front side of the suspension adjustment block, and an air hole is provided on the top of the suspension adjustment block; the air hole and the groove are connected.

[0051] In some embodiments, the outline of the levitation adjustment block is a shape with at least one plane on a circular edge.

[0052] The outline of the suspension adjustment block in this technical solution can also have one, two, three, four, or even more planes on its circular edge. The purpose of setting the planes is to enable the suspension adjustment block and the suspension mechanism to achieve synchronous rotational drive. Therefore, when multiple planes are set, their arrangement can be varied. For example, they can be arranged in an array with 90° intervals, or with intervals of 60°, 120°, or other angles, and they can also be arranged randomly.

[0053] In some embodiments, under balanced conditions, the first air inlet, the second air inlet, the first air inlet groove, and the second air inlet groove remain connected; the first exhaust port, the second exhaust port, the first exhaust groove, and the second exhaust groove remain connected; the groove of the suspension adjustment block remains disconnected from the second air inlet groove and the second exhaust groove, and the gas inside the airbag is in a closed state.

[0054] In some embodiments, the drive mechanism includes a motor, a primary transmission assembly, or a multi-stage transmission assembly, wherein the motor drives the primary transmission assembly or the multi-stage transmission assembly to rotate the height adjustment block.

[0055] In this technical solution, the motor in the drive mechanism can drive the height adjustment block directly through a single-stage transmission component, or it can drive the height adjustment block through a multi-stage transmission component.

[0056] The other primary transmission component can be a speed-changing transmission component or a direction-changing transmission component, that is, to realize the change of transmission direction, or it can be a transmission component that can both change speed and change direction.

[0057] Multi-stage transmission components can be speed-changing transmission components or direction-changing transmission components, that is, they can realize the change of transmission direction, or they can be transmission components that can both change speed and change direction.

[0058] In some embodiments, the primary transmission component is a gear transmission mechanism or a worm gear transmission mechanism; The multi-stage transmission assembly consists of worm gears or gears with different numbers of teeth.

[0059] Whether to use a multi-stage or single-stage transmission assembly, whether the transmission assembly is a worm gear or a gear transmission, and the transmission ratio of the transmission assembly, are all adjusted according to actual needs.

[0060] By using a single-stage or multi-stage transmission assembly, the speed, direction of rotation, and torque of the motor can be changed, thereby reducing the size of the control valve, lowering the adjustment speed, and reducing the control difficulty, thus further solving the "technical problem of how to reduce the control difficulty".

[0061] In some embodiments, the drive mechanism further includes a sensor disposed at the end of a primary transmission component or at the end of one of the transmission components in a multi-stage transmission component, for detecting the rotation angle of the transmission shaft of the transmission component.

[0062] The sensor can detect the rotation angle and direction of a certain transmission component in real time. Based on the transmission ratio, the angular displacement, rotation direction and other parameters completed by the motor per unit time can be calculated, thus providing a basis for height adjustment control.

[0063] The sensor can be placed in a flexible location, at the end of the drive shaft of any transmission component.

[0064] In some embodiments, the suspension mechanism is a linkage mechanism, which includes a crank and a connecting rod. One end of the connecting rod is hinged to the airbag cover, and the other end of the connecting rod is hinged to the crank. One end of the crank is hinged to the connecting rod, and the other end of the crank is sleeved outside the suspension adjustment block.

[0065] In some embodiments, the suspension mechanism may also be a measuring tape structure, which adopts the same working principle as a measuring tape, or a metal sheet is directly connected to the airbag cover. The metal sheet is connected to the airbag cover after circling the suspension adjustment block. When the airbag cover descends, it pushes the metal sheet, and the metal sheet drives the suspension adjustment block to rotate in the opposite direction. When the airbag cover rises, it pulls the metal sheet, and the metal sheet drives the suspension adjustment block to rotate in the forward direction.

[0066] In some embodiments, the gas supply drive control valve further includes a fixed seat, a drive mechanism disposed inside the fixed seat, and a rotation mechanism disposed above the fixed seat.

[0067] In some embodiments, the air supply drive control valve further includes a control module disposed inside the fixed base. The control module adjusts the rotation parameters and start / stop positions of the motor according to the rotation angle detected by the sensor.

[0068] In this technical solution, the data detected by the sensor is transmitted to the control module. Based on the current state of the motor, namely the angular displacement and rotation direction completed by the motor per unit time, the control module can calculate the current position of the height adjustment block in real time, and then assist the control module in controlling the rotation of the height adjustment block to complete inflation or deflation.

[0069] The working principle of the air supply driven control valve provided by this invention is as follows: This invention places the air supply drive control valve inside the airbag under the seat. The principle of levitation adjustment when encountering bumpy roads is as follows: In equilibrium, the groove of the suspension adjustment block is neither connected to the exhaust channel nor the intake channel, so the air hole of the suspension adjustment block neither receives gas nor discharges gas.

[0070] When the airbag moves downward under external force, the suspension mechanism compresses and causes the suspension adjustment block to rotate clockwise. At this time, the groove connects with the air intake channel, and gas enters the airbag through the air intake channel, groove, and air hole, supporting the airbag to rise upward. As the top of the airbag moves upward, it causes the crank of the suspension mechanism to rotate counterclockwise. The suspension adjustment block rotates counterclockwise under the action of the suspension mechanism, and then the suspension adjustment block gradually returns to its initial position. The airbag enters a state where it neither inflates nor deflates, that is, a balanced state.

[0071] When the airbag is subjected to an external force and moves upward, the suspension mechanism unfolds upward, causing the suspension adjustment block to rotate counterclockwise. At this time, the groove connects with the exhaust channel, and gas is discharged through the air hole, groove, and exhaust channel. Under the action of external air pressure, the top of the airbag moves downward. When the top of the airbag moves downward, it causes the crank of the suspension mechanism to rotate clockwise. The suspension adjustment block rotates clockwise under the action of the suspension mechanism, and then the suspension adjustment block gradually returns to its initial position. The airbag enters a state where it neither inflates nor deflates, that is, a balanced state.

[0072] The above process describes the automatic suspension adjustment of the seat. The principle behind this height adjustment is as follows: Active inflation: When the control module receives an inflation command, the control module controls the drive mechanism to rotate the height adjustment block counterclockwise. At this time, the inflation channel is connected to the air intake channel, and the gas in the air intake hole enters the airbag through the air intake channel and the inflation channel to achieve inflation.

[0073] As the airbag inflates, the top of the airbag moves upward, causing the suspension mechanism to rotate. The suspension adjustment block rotates counterclockwise under the influence of the suspension mechanism. The groove of the suspension adjustment block gradually separates from the second air intake slot, and the airbag enters a state of neither deflation nor inflation, which is a state of equilibrium.

[0074] Active exhaust: When the control module receives an exhaust command, the control module controls the drive mechanism to rotate the height adjustment block clockwise. At this time, the inflation channel and the exhaust channel are connected, and the gas in the air hole is discharged through the inflation channel and the exhaust channel to achieve exhaust.

[0075] As the airbag deflates, the top of the airbag moves downward, causing the suspension mechanism to rotate. The suspension adjustment block rotates clockwise under the action of the suspension mechanism. The groove of the suspension adjustment block gradually separates from the second exhaust groove, and the airbag enters a state of neither deflation nor inflation, which is a state of equilibrium.

[0076] Secondly, the present invention also provides an airbag control system, including an airbag and the above-mentioned air supply drive control valve. An upper cover is embedded above the airbag skin, and a lower cover is embedded below the airbag skin; the upper cover and the lower cover are connected by the airbag skin to form a sealed space. One end of the connecting rod is hinged to the upper cover of the airbag, and the air supply drive control valve is located inside the lower cover of the airbag.

[0077] In some embodiments, a fastening ring is provided between the upper cover of the airbag and the upper part of the airbag skin; a fastening ring is provided between the lower cover of the airbag and the lower part of the airbag skin.

[0078] The number of locking rings can be 1, 2, 3, 4, etc.

[0079] Thirdly, the present invention also provides an airbag control method, used in conjunction with the above-mentioned airbag control system, the airbag control method comprising: S1. The sensor detects the position and operating status of the drive mechanism in real time; S2. When inflation is required to adjust the height of the airbag, the control module controls the drive mechanism to rotate the height adjustment block counterclockwise according to the operating status of the drive mechanism detected by the sensor, thereby achieving inflation. S3. When it is necessary to vent air to adjust the height of the airbag, the control module controls the drive mechanism to rotate the height adjustment block clockwise according to the operating status of the drive mechanism detected by the sensor, so as to vent air.

[0080] In some embodiments, during inflation, the groove in the suspension adjustment block communicates with the second air inlet slot in the height adjustment block, and the airbag begins to inflate. As the gas inside the airbag increases, the suspension mechanism drives the suspension adjustment block to rotate counterclockwise. When the groove in the suspension adjustment block disconnects from the second air inlet slot in the height adjustment block, inflation is complete.

[0081] In some embodiments, during degassing, the groove in the suspension adjustment block communicates with the second exhaust groove in the height adjustment block, and the airbag begins to degas. As the gas in the airbag decreases, the suspension mechanism drives the suspension adjustment block to rotate clockwise. When the groove in the suspension adjustment block disconnects from the second exhaust groove in the height adjustment block, the degassing is completed.

[0082] Fourthly, the present invention also provides a seat, including an upper frame and a lower frame, wherein the above-mentioned airbag control system is disposed between the upper frame and the lower frame, the upper frame is fixedly connected to the upper airbag cover, and the lower frame is fixedly connected to the lower airbag cover.

[0083] Fifthly, the present invention also provides a cockpit, which is mounted on a vehicle chassis, wherein the aforementioned airbag control system is provided between the cockpit and the vehicle chassis, the cockpit is fixedly connected to the upper airbag cover, and the vehicle chassis is fixedly connected to the lower airbag cover.

[0084] In a sixth aspect, the present invention also provides a suspension, wherein the suspension is disposed between the vehicle body and the lower control arm, the suspension including the aforementioned airbag control system, the vehicle body being fixedly connected to the upper airbag cover, and the lower control arm being fixedly connected to the lower airbag cover.

[0085] Compared with the prior art, the present invention has the following beneficial effects: The air-driven control valve provided by this invention, compared to a transmission-driven control valve, features a suspension mechanism. This suspension mechanism acts directly on the air bladder. It can be installed inside the air bladder, or at the top or bottom of the air bladder, thus offering a wide range of applications. When installed inside the air bladder, it significantly reduces the installation space required for the control valve, allowing it to adapt to harsher and more confined operating environments.

[0086] The air supply drive control valve provided by this invention utilizes a coaxially arranged fixed block, height adjustment block, and suspension adjustment block to achieve air path switching and conduction. Compared with the linear air path switching method, the size of the control valve is greatly reduced, further saving installation space.

[0087] The air supply drive control valve provided by the present invention utilizes the linkage between the suspension mechanism and the suspension adjustment block, as well as the linkage between the drive mechanism and the height adjustment block, so that the control valve of the present invention integrates the functions of active height adjustment and automatic suspension adjustment, thereby reducing equipment costs.

[0088] In addition, the air supply drive control valve of the present invention uses a rotary height adjustment block and a suspension adjustment block, which simplifies the connection air circuit layout, shortens the air circuit length, reduces the risk of air leakage, and reduces the later maintenance cost.

[0089] The air-driven control valve provided by this invention utilizes a transmission component to change the motor's speed, direction, and torque, achieving rapid lifting and lowering functions. This improves adjustment precision and accuracy, increases response time, and makes adjustment more sensitive. Furthermore, using a motor to control lifting and lowering makes the operating force easier to control, resulting in more precise control and better meeting ergonomic requirements.

[0090] This invention uses an integrated design to reduce the number of components, save on raw material costs, and also save manpower, reducing losses caused by human error in assembly during production. Attached Figure Description

[0091] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0092] Figure 1 This is a schematic diagram of the structure of Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the rotating mechanism described in Embodiment 2; Figure 3 This is a schematic diagram of the structure of the fixing block described in Embodiment 2; Figure 4 This is a front view of the height adjustment block described in Embodiment 2; Figure 5 This is a schematic diagram of the reverse side structure of the height adjustment block described in Embodiment 2; Figure 6 This is a schematic diagram of the front structure of the suspension adjustment block described in Embodiment 2; Figure 7 This is a schematic diagram of the reverse side structure of the suspension adjustment block described in Embodiment 2; Figure 8 This is a schematic diagram of the rotating mechanism when the gas supply drive control valve is in a balanced state in Embodiment 2; Figure 9 This is a schematic diagram of the rotating mechanism when the air supply drive control valve is in the automatic inflation state in Embodiment 2. Figure 10 This is a schematic diagram of the rotating mechanism when the gas supply drive control valve is in the automatic exhaust state in Embodiment 2; Figure 11 This is a schematic diagram of the rotating mechanism when the gas supply drive control valve is in the active charging state in Embodiment 2; Figure 12This is a schematic diagram of the rotating mechanism when the gas supply drive control valve is in the active exhaust state in Embodiment 2; Figure 13 This is a schematic diagram of the drive mechanism described in Embodiment 2; Figure 14 This is a schematic diagram of the signal acquisition module in Example 2; Figure 15 This is a schematic diagram of the internal structure of the signal acquisition module in Example 2; Figure 16 This is a schematic diagram of the suspension mechanism described in Embodiment 2; Figure 17 This is a schematic diagram of the initial structure of Embodiment 2 (the lower cover of the airbag is hidden). Figure 18 This is a schematic diagram of the airbag control system in Example 3.

[0093] Explanation of reference numerals in the attached figures: 1. Shaft, 2. Fixing block, 201. First air inlet, 202. First exhaust outlet, 203. Second air inlet, 204. Second exhaust outlet; 3. Height adjustment block; 301. First air intake slot; 302. First exhaust slot; 303. Second air intake slot; 304. Second exhaust slot; 4. Suspension adjustment block, 401, groove, 402, air hole; 5. Motor; 6. First worm gear; 7. First turbine gear; 8. Second worm gear; 9. Second turbine gear; 10. Sensors; 11. Crank, 12. Connecting rod, 13. Mounting seat; 14. Airbag upper cover, 15. Airbag lower cover, 16. Upper acquisition fixing seat, 17. Lower acquisition fixing seat, 18. Acquisition worm gear, 19. Acquisition turbine, 20. Airbag. Detailed Implementation

[0094] The technical solution of the present invention will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are not all embodiments of the present invention. All other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present invention.

[0095] It should be noted that, unless otherwise specifically stated, the relative arrangement and numerical expressions of the components and steps described in these embodiments should not be construed as limiting the scope of the invention.

[0096] The following description of exemplary embodiments is merely illustrative and is not intended to limit the invention or its application or use in any way. Techniques, methods, and apparatus known to those skilled in the art may not be discussed in detail herein, but where applicable, such techniques, methods, and apparatus should be considered part of this specification.

[0097] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0098] For ease of description, the words "up," "down," "left," and "right" appearing in this invention only indicate that they are consistent with the up, down, left, and right directions of the accompanying drawings themselves. They do not limit the structure and are merely for the purpose of facilitating the description of this invention and simplifying the description. They do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0099] Terminology Explanation: The terms "installation," "connection," "linking," and "fixing" in this invention should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction relationship between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0100] Example 1 This embodiment provides a gas supply driven control valve, such as Figure 1 As shown, it includes: A drive mechanism for driving a rotary mechanism to perform rotational motion in multiple modes; A rotating mechanism is provided with an inflation port, an exhaust port, and an air inlet port, which can switch between inflation mode, exhaust mode, and balance mode; A suspension mechanism is mounted on the rotating mechanism. When the suspension mechanism is subjected to an external force to perform an unfolding or retracting action, the rotating mechanism follows and switches modes to reset the suspension mechanism. When the drive mechanism drives the rotating mechanism to move, the suspension mechanism follows suit and switches modes to inflate or deflate.

[0101] The air supply-driven control valve provided in this embodiment, by incorporating a suspension mechanism, allows the suspension mechanism to sway when the vehicle encounters road bumps and the seat shakes. This swaying of the suspension mechanism drives a rotating mechanism to rotate, thereby switching modes to inflate or deflate, achieving shock absorption. The entire control valve can be housed inside the airbag, connected to the top of the airbag via the suspension mechanism. Seat movement causes the top of the airbag to rise or fall, causing the suspension mechanism to deploy or retract. Therefore, this invention reduces the installation space required and can adapt to harsh, confined environments, solving the technical problem of existing seat airbag control valves requiring large installation spaces and being unsuitable for confined spaces.

[0102] The drive mechanism can be any type of electric drive, such as direct drive by motor 5, drive by motor 5 in combination with transmission components, or drive by push rod in combination with transmission components, etc.

[0103] Example 2 This embodiment provides a gas supply driven control valve, such as Figure 1 As shown, it includes: A drive mechanism for driving a rotary mechanism to perform rotational motion in multiple modes; A rotating mechanism is provided with an inflation port, an exhaust port, and an air inlet port, which can switch between inflation mode, exhaust mode, and balance mode; A suspension mechanism is mounted on the rotating mechanism. When the suspension mechanism is subjected to an external force to perform an unfolding or retracting action, the rotating mechanism follows and switches modes to reset the suspension mechanism. When the drive mechanism drives the rotating mechanism to move, the suspension mechanism follows suit and switches modes to inflate or deflate.

[0104] The air supply-driven control valve provided in this embodiment, by incorporating a suspension mechanism, allows the suspension mechanism to sway when the vehicle encounters road bumps and the seat shakes. This swaying of the suspension mechanism drives a rotating mechanism to rotate, thereby switching modes to inflate or deflate, achieving shock absorption. The entire control valve can be housed inside the airbag, connected to the top of the airbag via the suspension mechanism. Seat movement causes the top of the airbag to rise or fall, causing the suspension mechanism to deploy or retract. Therefore, this invention reduces the installation space required and can adapt to harsh, confined environments, solving the technical problem of existing seat airbag control valves requiring large installation spaces and being unsuitable for confined spaces.

[0105] The drive mechanism can be any type of electric drive, such as direct drive by motor 5, drive by motor 5 in combination with transmission components, or drive by push rod in combination with transmission components, etc.

[0106] Based on the above technical solutions, such as Figure 2 As shown, the rotating mechanism includes a rotating shaft 1, a fixed block 2, a height adjusting block 3, and a suspension adjusting block 4. The fixed block 2, the height adjusting block 3, and the suspension adjusting block 4 are sequentially sleeved on the rotating shaft 1. The fixed block 2 is fixedly installed on the bottom surface of the lower seat of the airbag. The height adjusting block 3 and the suspension adjusting block 4 can rotate coaxially around the rotating shaft 1.

[0107] This invention utilizes three modules: a fixed block 2, a height adjusting block 3, and a suspension adjusting block 4. Air passages are set on the fixed block 2, the height adjusting block 3, and the suspension adjusting block 4. The various air passages are opened by rotation, which reduces the size of the control valve and lowers the structural complexity.

[0108] like Figure 3 The diagram shows the structure of the fixing block 2. The fixing block 2 has a square outline. The lower surface of the fixing block 2 is provided with a first air inlet 201 and a first exhaust outlet 202. Specifically, the first air inlet 201 and the first exhaust outlet 202 are provided on the left and right sides of the lower surface of the fixing block 2. The side surface (reverse side) of the fixing block 2 that contacts the height adjustment block 3 is provided with a second air inlet 203 and a second exhaust outlet 204. The first air inlet 201 and the second air inlet 203 are connected, and the first exhaust outlet 202 and the second exhaust outlet 204 are connected.

[0109] In this embodiment, the first air inlet 201 extends upward in a straight line from the lower surface of the fixing block 2 and has a vent hole until it reaches the middle position of the fixing block 2. The second air inlet 203 extends in a straight line from the side of the fixing block 2 until it communicates with the first air inlet 201. Similarly, the first exhaust port 202 extends upward in a straight line from the lower surface of the fixing block 2 and has a vent hole until it reaches the middle position of the fixing block 2. The second exhaust port 204 extends in a straight line from the side of the fixing block 2 until it communicates with the first exhaust port 202.

[0110] The center of the fixing block 2 is provided with a center hole that connects to the rotating shaft 1, and it is fitted onto the rotating shaft 1 through the center hole with a clearance fit.

[0111] In a preferred embodiment, the second air inlet 203 and the second air outlet 204 are annular waist holes, and the extension line of the annular waist hole is in the vertical direction. Therefore, the installation process space can be expanded, the installation difficulty of the fixing block 2 can be reduced, and the air hole conduction can be avoided due to installation errors.

[0112] In addition, the back of the fixed block 2 has a step. Since the height adjustment block 3 has a rotational motion, the contact area between the height adjustment block 3 and the fixed block 2 can be reduced by adjustment, thereby reducing friction.

[0113] like Figure 4 and Figure 5 The diagram shown is a structural schematic of the height adjustment block 3. Figure 4 The image shows the front structure of height adjustment block 3. Figure 5 The diagram shows the reverse side structure of the height adjustment block 3. The front side of the height adjustment block 3 is provided with a first air inlet groove 301 and a first exhaust groove 302, and the reverse side of the height adjustment block 3 is provided with a second air inlet groove 303 and a second exhaust groove 304. The first air intake slot 301 and the second air intake slot 303 are connected; the first exhaust slot 302 and the second exhaust slot 304 are connected.

[0114] The first air intake groove 301 is arc-shaped, the first exhaust groove 302 is arc-shaped, and the first air intake groove 301 and the first exhaust groove 302 are located on arc lines with the same radius or different radii, and the center of the arc line is located on the central axis of the height adjustment block 3.

[0115] The second air intake groove 303 is arc-shaped, the second exhaust groove 304 is arc-shaped, and the second air intake groove 303 and the second exhaust groove 304 are located on arc lines with the same radius or different radii; and the center of the arc line is also located on the central axis of the height adjustment block 3. Thus, the positions of the first air intake groove 301 and the first exhaust groove 302 can be adjusted by rotation, thereby realizing the connection of different air paths.

[0116] This embodiment utilizes arc-shaped air inlet and exhaust slots to connect the air passages, achieving a technical solution for switching the air passages by rotation, thereby saving the size of the control valve and installation space.

[0117] In a clockwise direction facing the opposite side, the depth of the beginning of the second air intake groove 303 is less than the depth of the middle part of the second air intake groove 303, and the width of the beginning of the second air intake groove 303 is less than the width of the middle part of the second air intake groove 303. In a clockwise direction facing the opposite side, the depth of the tail end of the second exhaust groove 304 is less than the depth of the middle part of the second exhaust groove 304, and the width of the tail end of the second exhaust groove 304 is less than the width of the middle part of the second exhaust groove 304.

[0118] A slot with a small width and depth is provided at the beginning of the second air inlet slot 303, and a slot with a small depth and width is provided at the end of the second exhaust slot 304. As a result, the air flow rate is reduced in the last period before the end of inflation or deflation, which can avoid over-inflation or over-expansion, and further solves the technical problem of "how to improve the accuracy of inflation or deflation".

[0119] Furthermore, the first air intake groove 301 is rotated clockwise by a set angle relative to the second air intake groove 303; the first exhaust groove 302 is extended clockwise by a set length relative to the second exhaust groove 304; the first air intake groove 301 and the second air intake groove 303 are connected by an air hole, which is parallel to the central axis of the height adjustment block 3, in conjunction with... Figure 4 and Figure 5 The air vent is connected to the end of the first air inlet groove 301 and to the middle of the second air inlet groove 303; the first exhaust groove 302 and the second exhaust groove 304 are connected by an air vent, which is parallel to the central axis of the height adjustment block 3. Figure 4 and Figure 5 The vent is connected to the first exhaust groove 302 at approximately 2 / 5 of its length and to the middle of the second exhaust groove 304.

[0120] The height adjustment block 3 has a shape with at least one plane on its circular edge.

[0121] At least one of the technical solutions can be understood as the height adjustment block 3 having one, two, three, four, or even more planes on its circular edge. The purpose of setting the planes is to enable the height adjustment block 3 to achieve synchronous rotation drive with the drive mechanism. Therefore, when multiple planes are set, the arrangement of the multiple planes can be diversified. For example, they can be set in an array with a 90° interval, or with intervals of 60°, 120°, or other angles, and they can also be arranged irregularly.

[0122] In this embodiment, the height adjusting block 3 has three planes on its circular edge, and the three planes are spaced 90° apart. The planes on the edge of the height adjusting block 3 are designed to cooperate with the turbine outside the height adjusting block 3 to achieve synchronous rotation. A central hole is provided at the center of the height adjusting block 3 for connection with the rotating shaft 1, and the hole is clearance-fitted with the rotating shaft 1, meaning the height adjusting block 3 can rotate freely on the rotating shaft 1.

[0123] like Figure 6 and Figure 7 The diagram shows the structure of the suspension adjustment block 4. A groove 401 is provided on the front side of the suspension adjustment block 4, located above the central hole. An air hole 402 is provided above the suspension adjustment block 4; the air hole 402 communicates with the groove 401. The air hole 402 is radially oriented, with one end connected to the groove 401 and the other end outputting gas from the side of the suspension adjustment block 4.

[0124] The outline of the suspension adjustment block 4 is a shape with at least one plane on a circular edge.

[0125] The outline of the suspension adjustment block 4 in this technical solution can also have one, two, three, four, or even more planes on its circular edge. The purpose of setting the planes is to enable the suspension adjustment block 4 to achieve synchronous rotation drive with the suspension mechanism. Therefore, when multiple planes are set, their arrangement can be diversified. For example, they can be arranged in an array with 90° intervals, or with intervals of 60°, 120°, or other angles, and they can also be arranged irregularly.

[0126] In this embodiment, the circular edge of the suspension adjustment block 4 has four planes, which are spaced 90° apart. The reason for setting the plane edge is to cooperate with the crank 1111 connected to the outside of the suspension adjustment block 4 so as to rotate synchronously with the crank 1111. In addition, the suspension adjustment block 4 is connected to the rotating shaft 1 through its central hole and is in clearance fit with the rotating shaft 1, that is, the suspension adjustment block 4 can rotate freely relative to the rotating shaft 1.

[0127] In a balanced state (neither inflating nor deflating), such as Figure 8 As shown, the first air inlet 201, the second air inlet 203, the first air inlet groove 301, and the second air inlet groove 303 are kept in communication; the first exhaust port 202, the second exhaust port 204, the first exhaust groove 302, and the second exhaust groove 304 are kept in communication; the groove 401 of the suspension adjustment block 4 is kept disconnected from the second air inlet groove 303 and the second exhaust groove 304, and the gas inside the airbag is in a closed state.

[0128] like Figure 13 The diagram shows the structure of the drive mechanism, which includes a motor 5 and a primary or multi-stage transmission assembly. The motor 5 drives the primary or multi-stage transmission assembly to rotate the height adjustment block 3.

[0129] In this technical solution, the motor 5 in the drive mechanism can directly drive the height adjustment block 3 through a single-stage transmission component, or it can drive the height adjustment block 3 through a multi-stage transmission component.

[0130] The other primary transmission component can be a speed-changing transmission component or a direction-changing transmission component, that is, to realize the change of transmission direction, or it can be a transmission component that can both change speed and change direction.

[0131] Multi-stage transmission components can be speed-changing transmission components or direction-changing transmission components, that is, they can realize the change of transmission direction, or they can be transmission components that can both change speed and change direction.

[0132] The primary transmission component is a gear transmission mechanism or a worm gear transmission mechanism; the multi-stage transmission component consists of a worm gear or gears with different numbers of teeth. Whether a multi-stage or primary transmission component is used, whether the transmission component is a worm gear or gear transmission, and the transmission ratio of the transmission component, are adjusted according to actual needs.

[0133] By using a single-stage or multi-stage transmission assembly, the speed, direction of rotation, and torque of motor 5 can be changed, thereby reducing the size of the control valve, lowering the adjustment speed, and reducing the control difficulty, thus further solving the "technical problem of how to reduce the control difficulty".

[0134] Specifically, in this embodiment, the motor 5 drives the height adjustment block 3 through a two-stage transmission assembly, such as... Figure 13 As shown, motor 5 is connected to first worm gear 6, which meshes with first turbine gear 7. A second worm gear 8 is installed on the center hole of first turbine gear 7, and first turbine gear 7 and second worm gear 8 rotate coaxially. Second worm gear 8 meshes with second turbine gear 9. Second turbine gear 9 is sleeved on the outside of height adjustment block 3. The center of second turbine gear 9 is provided with an irregular through hole, and the irregular edge matches the outer edge of height adjustment block 3.

[0135] When motor 5 is running, motor 5 drives the first worm 6 to rotate, the first worm 6 drives the first turbine 7 to rotate, the first turbine 7 and the second worm 8 are coaxial, so the second worm 8 rotates, the second worm 8 drives the second turbine 9 to rotate, the rotation of the second turbine 9 causes the height adjustment block 3 to rotate, by changing the forward and reverse rotation of motor 5, the height adjustment block 3 can be rotated clockwise or counterclockwise.

[0136] In addition, to obtain the real-time operating status of motor 5 and the rotational position of height adjustment block 3, a signal acquisition module is installed below the drive mechanism. The signal acquisition module includes an upper acquisition base 16, a lower acquisition base 17, an acquisition worm gear 18, an acquisition turbine 19, and a sensor 10. Figure 14 and Figure 15 As shown, the lower mounting base 17 is fixedly installed. The lower mounting base 17 has a groove with an upper opening. The groove is equipped with a worm gear 18 and a turbine gear 19. The lower end of the worm gear 18 is embedded in the bottom wall of the lower mounting base 17 through a bearing. The upper end of the worm gear 18 is coaxially connected to the second worm gear 8.

[0137] The worm gear 18 and the turbine gear 19 are engaged. The turbine gear 19 is horizontally mounted on the side wall of the lower mounting base 17, and one end of the turbine gear 19 extends out of the side wall of the lower mounting base 17. The end of the turbine gear 19 extending out of the side wall of the lower mounting base 17 is connected to the sensor 10, and the sensor 10 rotates synchronously when the turbine gear 19 rotates.

[0138] The upper mounting base 16 covers the lower mounting base 17. The upper end of the acquisition worm 18 passes through the upper mounting base 16 and connects to the second worm 8. Specifically, the lower end of the second worm 8 passes through the first turbine 7 and connects to the acquisition worm 18. A groove is provided on the lower surface of the lower end of the second worm 8. The groove is not cylindrical. The upper end of the acquisition worm 18 is designed to match the shape of the groove. The acquisition worm 18 is inserted into the groove on the lower surface of the second worm 8, so that when the second turbine rotates, it can drive the acquisition worm 18 to rotate.

[0139] When motor 5 is running, the second worm 8 rotates, which in turn drives the acquisition worm 18 to rotate. The rotation of acquisition worm 18 drives acquisition turbine 19 to rotate, and the rotation of acquisition turbine 19 drives sensor 10 to rotate synchronously. Thus, the rotation angle of the second turbine 9 can be obtained in real time, and the real-time rotation angle and rotation position of height adjustment block 3 can be obtained.

[0140] Among them, sensor 10 is an angle sensor. Sensor 10 can also be set in other positions, such as the end of a primary transmission component or the end of a transmission component in a multi-stage transmission component, for detecting the rotation angle of the transmission shaft of the transmission component.

[0141] Sensor 10 can detect the rotation angle and rotation direction of a certain transmission component in real time. Based on the transmission ratio, it can calculate parameters such as angular displacement and rotation direction completed by motor 5 per unit time, thereby providing a basis for height adjustment control.

[0142] The sensor 10 can be positioned flexibly, and can be placed at the end of the drive shaft of any transmission component.

[0143] like Figure 16 The diagram shows the structure of the suspension mechanism, which is a linkage structure. The linkage mechanism includes a crank 11 and a connecting rod 12. One end of the connecting rod 12 is hinged to the airbag cover 14, and the other end of the connecting rod 12 is hinged to the crank 11. One end of the crank 11 is hinged to the connecting rod 12, and the other end of the crank 11 is sleeved on the outside of the suspension adjustment block 4.

[0144] Specifically, the other end of the crank 11 is provided with a groove for fitting the suspension adjustment block 4. The groove has an opening on its side, through which the crank 11 is fitted onto the suspension adjustment block 4. The side wall of the groove is shaped to fit the edge of the suspension adjustment block 4. Furthermore, multiple sealing rings are provided between the inner side wall of the groove and the suspension adjustment block 4.

[0145] A thrust bearing is provided on the opposite side of the crank 11, and a fixed seat 13 is provided on the opposite side of the thrust bearing to fix the rotating shaft 1 and limit the thrust bearing. The thrust bearing is a thrust ball bearing or a thrust roller bearing.

[0146] In other embodiments, the suspension mechanism can also be a measuring tape structure, which adopts the same working principle as a measuring tape, or a metal sheet can be directly connected to the airbag cover 14, as long as it can achieve the following: when the airbag cover 14 rises, the suspension adjustment block 4 rotates counterclockwise, and when the airbag cover 14 falls, the suspension adjustment block 4 rotates clockwise.

[0147] For example, when the suspension mechanism is a metal plate, the metal plate is connected to the airbag cover 14 after it surrounds the suspension adjustment block 4. When the airbag cover 14 descends, it pushes the metal plate, and the metal plate drives the suspension adjustment block 4 to rotate in the opposite direction. When the airbag cover 14 rises, it pulls the metal plate, and the metal plate drives the suspension adjustment block 4 to rotate in the forward direction.

[0148] like Figure 17 As shown, the air supply drive control valve also includes a fixed seat 13, which has an open bottom and an internal installation space. The drive mechanism is located within the installation space inside the fixed seat 13. The second worm 8 extends upward from the fixed seat 13, and the second turbine 9 is located above the fixed seat 13. The rotating mechanism is located above the fixed seat 13, and the fixed seat 13 has a limiting structure for the fixed block 2 to prevent the fixed block 2 from rotating around the rotating shaft 1. Specifically, the limiting structure consists of two locking blocks on the fixed seat 13, with the fixed block 2 locked between the two locking blocks. A connecting block is also provided above the fixed block 2, and the upper end of the second worm 8 is rotatably fixed to the connecting block.

[0149] The air supply drive control valve also includes a control module, which is located inside the fixed base 13, specifically below the signal acquisition module, and is electrically connected to the sensor 10. The control module adjusts the rotation parameters and start / stop positions of the motor 5 based on the rotation angle detected by the sensor 10.

[0150] The data detected by sensor 10 is transmitted to the control module. Based on the current state of motor 5, namely the angular displacement and rotation direction completed by motor 5 per unit time, the control module can calculate the current position of height adjustment block 3 in real time, and then assist the control module in controlling the rotation of height adjustment block 3 to complete inflation or deflation.

[0151] The working principle of the air supply driven control valve provided by this invention is as follows: This invention places the air supply drive control valve inside the airbag under the seat. The principle of levitation adjustment when encountering bumpy roads is as follows: In equilibrium, such as Figure 8 As shown, the groove 401 of the suspension adjustment block 4 is neither connected to the exhaust channel nor to the intake channel, so the air hole 402 of the suspension adjustment block 4 is neither filled with gas nor discharged with gas.

[0152] When the airbag moves downwards under external force, the seat follows the airbag and descends. At this time, rapid inflation is needed to raise the seat and prevent excessive vertical vibration. When the airbag moves downwards under external force, the upper part of the airbag's skin moves downwards, compressing the suspension mechanism and causing the suspension adjustment block 4 to rotate clockwise. Figure 9 As shown, at this time, the groove 401 is connected to the air intake channel, that is, the groove 401 is connected to the second air intake slot 303. Then, the gas enters the airbag through the first air intake hole 201, the second air intake hole 203, the first air intake slot 301, the second air intake slot 303, the groove 401, and the air hole 402, supporting the airbag to push upward. As the top of the airbag moves upward, it drives the crank 11 of the suspension mechanism to rotate counterclockwise. The suspension adjustment block 4 rotates counterclockwise under the drive of the suspension mechanism, and then the suspension adjustment block 4 gradually returns to the initial position. The airbag enters a state where it is neither inflated nor deflated, that is, a balanced state.

[0153] When the airbag moves upward under external force, the seat rises along with the airbag. At this point, it's necessary to quickly deflate the airbag to lower the seat and reduce vibration. When the airbag moves upward under external force, the airbag skin moves upward, the suspension mechanism deploys upward, and the suspension adjustment block 4 rotates counterclockwise. Figure 10 As shown, at this time, the groove 401 is connected to the exhaust channel, that is, the groove 401 is connected to the second exhaust groove 304. The gas is discharged through the air hole 402, the groove 401, the second exhaust groove 304, the first exhaust groove 302, the second exhaust hole 204, and the first exhaust hole 202. Under the action of external air pressure, the top of the airbag moves downward. When the top of the airbag moves downward, it drives the crank 11 of the suspension mechanism to rotate clockwise. The suspension adjustment block 4 rotates clockwise under the drive of the suspension mechanism, and then the suspension adjustment block 4 gradually returns to the initial position. The airbag enters a state where it is neither inflated nor deflated, that is, a balanced state.

[0154] The above process describes the automatic suspension adjustment of the seat. Through suspension adjustment, when the vehicle encounters bumpy roads, the height of the airbag can be automatically adjusted, thereby reducing the vibration amplitude of the seat and improving the seating experience and safety.

[0155] When different users need to adjust the seat height, the principle of height adjustment in this embodiment is as follows: Active inflation: When the control module receives an inflation command (usually issued by the user through a button or knob inside the vehicle), the control module controls the drive mechanism to rotate the height adjustment block 3 counterclockwise, such as... Figure 11As shown, at this time, the inflation channel is connected to the air intake channel, that is, the first air intake hole 201, the second air intake hole 203, the first air intake groove 301, the second air intake groove 303, and the groove 401 are connected; the gas in the first air intake hole 201 enters the airbag in sequence through the second air intake hole 203, the first air intake groove 301, the second air intake groove 303, the groove 401, and the air hole 402, thereby achieving inflation.

[0156] As the airbag inflates, the top of the airbag moves upward, causing the suspension mechanism to rotate. The suspension adjustment block 4 rotates counterclockwise under the influence of the suspension mechanism. The groove 401 of the suspension adjustment block 4 gradually disconnects from the second air intake groove 303, and the airbag enters a state of neither deflation nor inflation, that is, it enters a balanced state.

[0157] Active exhaust: When the control module receives an exhaust command (usually issued by the user through a button or knob inside the vehicle), the control module controls the drive mechanism to rotate the height adjustment block 3 clockwise, such as... Figure 12 As shown, at this time, the inflation channel and the deflation channel are connected, that is, the first deflation hole 202, the second deflation hole 204, the first deflation groove 302, the second deflation groove 304, and the groove 401 are connected. The gas in the airbag is discharged through the air hole 402, the groove 401, the second deflation groove 304, the first deflation groove 302, the second deflation hole 204, and the first deflation hole 202 in sequence, thus realizing the deflation.

[0158] As the airbag deflates, the top of the airbag moves downward, causing the suspension mechanism to rotate. The suspension adjustment block 4 rotates clockwise under the action of the suspension mechanism. The groove 401 of the suspension adjustment block 4 gradually disconnects from the second exhaust groove 304, and the airbag enters a state of neither deflation nor inflation, that is, it enters a balanced state.

[0159] Example 3 This embodiment provides an airbag control system, including an airbag 20 and an air supply drive control valve provided in Embodiment 1 and Embodiment 2; like Figure 1 and Figure 18 As shown, an upper airbag cover 14 is embedded above the airbag skin of the airbag 20, and a lower airbag cover 15 is embedded below the airbag skin of the airbag 20; the upper airbag cover 14 and the lower airbag cover 15 are connected by the airbag skin to form a sealed space. One end of the connecting rod 12 is hinged to the upper cover 14 of the airbag, and the fixing seat 13 of the air supply drive control valve is located inside the lower cover 15 of the airbag.

[0160] To increase the connection strength between the airbag skin and the airbag cover 14, a fastening ring is provided between the airbag cover 14 and the upper part of the airbag skin; that is, multiple annular grooves are provided on the side wall of the airbag cover 14, and the airbag skin is embedded in the grooves to achieve fastening between the airbag skin and the airbag cover 14. Similarly, a fastening ring is provided between the lower airbag cover 15 and the lower part of the airbag skin.

[0161] The number of locking rings can be 1, 2, 3, 4, etc.

[0162] Example 4 This embodiment provides an airbag control method, which is used in conjunction with the airbag control system provided in Embodiment 3. The airbag control method includes: S1. The sensor 10 detects the position and operating status of the drive mechanism in real time; S2. When inflation is needed to adjust the airbag height, the control module, based on the operating status of the drive mechanism detected by sensor 10, controls the drive mechanism to drive the height adjustment block 3 to rotate counterclockwise, as shown below. Figure 11 As shown, inflation is achieved; S3. When air needs to be vented to adjust the airbag height, the control module, based on the operating status of the drive mechanism detected by sensor 10, controls the drive mechanism to drive the height adjustment block 3 to rotate clockwise, as shown. Figure 12 As shown, exhaust is achieved.

[0163] Specifically, such as Figure 11 As shown, during inflation, the groove 401 in the suspension adjustment block 4 is connected to the second air inlet groove 303 in the height adjustment block 3, and the airbag begins to inflate. As the gas inside the airbag increases, the suspension mechanism drives the suspension adjustment block 4 to rotate counterclockwise. When the groove 401 in the suspension adjustment block 4 is disconnected from the second air inlet groove 303 in the height adjustment block 3, inflation is complete.

[0164] During exhaust, such as Figure 12 As shown, the groove 401 in the suspension adjustment block 4 is connected to the second exhaust groove 304 in the height adjustment block 3. The airbag starts to exhaust gas. As the gas in the airbag decreases, the suspension mechanism drives the suspension adjustment block 4 to rotate clockwise. When the groove 401 in the suspension adjustment block 4 is disconnected from the second exhaust groove 304 in the height adjustment block 3, the exhaust is completed.

[0165] Whether in active inflation or active deflation mode, the suspension adjustment block 4 can be passively driven by the automatic rise or fall of the airbag to gradually return to a balanced state. Alternatively, the height adjustment block 3 can be directly rotated through the drive mechanism to return to a balanced state and stop inflation or deflation.

[0166] Example 5 This embodiment provides a seat, such as Figure 1 As shown, it includes an upper frame and a lower frame, and the airbag control system provided in Embodiment 3 is provided between the upper frame and the lower frame. The upper frame is fixedly connected to the upper airbag cover 14, and the lower frame is fixedly connected to the lower airbag cover 15.

[0167] By inflating or deflating the airbags, the seat height can be adjusted to suit users of different heights or usage needs; or by automatically inflating or deflating the airbags, the seat height can be automatically adjusted to cushion bumps caused by uneven road surfaces.

[0168] Example 6 This embodiment provides a cockpit mounted on a vehicle chassis. An airbag control system as described in Embodiment 3 is provided between the cockpit and the vehicle chassis. The cockpit is fixedly connected to the upper airbag cover, and the vehicle chassis is fixedly connected to the lower airbag cover.

[0169] Example 7 This embodiment provides a suspension system disposed between the vehicle body and the lower control arm. The suspension system includes the airbag control system provided in Embodiment 3. The vehicle body is fixedly connected to the upper airbag cover, and the lower control arm is fixedly connected to the lower airbag cover. The lower control arm is fixedly connected to a transverse axle between the two front wheels of the vehicle, or the lower control arm is fixedly connected to a transverse axle between the two rear wheels of the vehicle.

[0170] Among them, vehicles include all types of automobiles, such as passenger cars, buses, trucks, and tractor-trailers.

[0171] The above specific embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to examples, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A gas-driven control valve, characterized in that, include: A drive mechanism for driving a rotary mechanism to perform rotational motion in multiple modes; A rotating mechanism is provided with an inflation port, an exhaust port, and an air inlet port, which can switch between inflation mode, exhaust mode, and balance mode; A suspension mechanism is mounted on the rotating mechanism. When the suspension mechanism is subjected to an external force to perform an unfolding or retracting action, the rotating mechanism follows and switches modes to reset the suspension mechanism. When the drive mechanism drives the rotating mechanism to move, the suspension mechanism follows suit and switches modes to inflate or deflate.

2. The air supply driven control valve according to claim 1, characterized in that, The rotating mechanism includes a rotating shaft, a fixed block, a height adjusting block, and a suspension adjusting block. The fixed block, the height adjusting block, and the suspension adjusting block are sequentially sleeved on the rotating shaft. The fixed block is fixedly installed, and the height adjusting block and the suspension adjusting block can rotate coaxially around the rotating shaft.

3. The air supply driven control valve according to claim 2, characterized in that, The fixed block has a square outline. The lower surface of the fixed block is provided with a first air inlet and a first air outlet. The side surface of the fixed block that contacts the height adjustment block is provided with a second air inlet and a second air outlet. The first air inlet and the second air inlet are connected, and the first air outlet and the second air outlet are connected.

4. The air supply driven control valve according to claim 3, characterized in that, The second air inlet and the second air outlet are annular waist holes.

5. The air supply driven control valve according to claim 3, characterized in that, The height adjustment block has a first air inlet groove and a first exhaust groove on its front side, and a second air inlet groove and a second exhaust groove on its back side. The first air intake slot and the second air intake slot are connected; the first exhaust slot and the second exhaust slot are connected.

6. The air supply driven control valve according to claim 5, characterized in that, The first air intake groove is arc-shaped, the first exhaust groove is arc-shaped, and the first air intake groove and the first exhaust groove are located on arc lines with the same radius or different radii, and the center of the arc line is located on the central axis of the height adjustment block.

7. The air supply driven control valve according to claim 6, characterized in that, The second air intake groove is arc-shaped, the second exhaust groove is arc-shaped, and the second air intake groove and the second exhaust groove are located on arc lines with the same radius or different radii.

8. The air supply driven control valve according to claim 6, characterized in that, In a clockwise direction facing the opposite side, the depth of the beginning of the second air intake groove is less than the depth of the middle part of the second air intake groove, and the width of the beginning of the second air intake groove is less than the width of the middle part of the second air intake groove. In a clockwise direction facing the opposite side, the depth of the tail end of the second exhaust groove is less than the depth of the middle part of the second exhaust groove, and the width of the tail end of the second exhaust groove is less than the width of the middle part of the second exhaust groove.

9. The air supply driven control valve according to claim 7, characterized in that, The first air intake slot rotates clockwise by a set angle relative to the second air intake slot; the first exhaust slot extends clockwise by a set length relative to the second exhaust slot.

10. The air supply driven control valve according to claim 5, characterized in that, The height adjustment block has a shape with at least one plane on its circular edge.

11. The air supply driven control valve according to claim 2, characterized in that, The suspension adjustment block has a groove on its front side and an air hole on its top; the air hole and the groove are connected.

12. The air supply driven control valve according to claim 11, characterized in that, The outline of the suspension adjustment block is a shape with at least one plane on a circular edge.

13. The air supply driven control valve according to claim 11, characterized in that, In a balanced state, the first air inlet, the second air inlet, the first air inlet groove, and the second air inlet groove remain connected; the first exhaust port, the second exhaust port, the first exhaust groove, and the second exhaust groove remain connected; the groove of the suspension adjustment block remains disconnected from the second air inlet groove and the second exhaust groove, and the gas inside the airbag is in a closed state.

14. The air supply driven control valve according to claim 13, characterized in that, The drive mechanism includes a motor, a primary transmission assembly or a multi-stage transmission assembly, and the motor drives the primary transmission assembly or the multi-stage transmission assembly to rotate the height adjustment block.

15. The air supply driven control valve according to claim 14, characterized in that, The primary transmission component is a gear transmission mechanism or a worm gear transmission mechanism. The multi-stage transmission assembly consists of worm gears or gears with different numbers of teeth.

16. The air supply driven control valve according to claim 14, characterized in that, The drive mechanism also includes a sensor, which is disposed at the end of a primary transmission component or at the end of one of the transmission components in a multi-stage transmission component, for detecting the rotation angle of the transmission shaft of the transmission component.

17. The air supply driven control valve according to claim 2, characterized in that, The suspension mechanism includes a crank and a connecting rod. One end of the connecting rod is hinged to the airbag cover, and the other end of the connecting rod is hinged to the crank. One end of the crank is hinged to the connecting rod, and the other end of the crank is sleeved outside the suspension adjustment block.

18. The air supply driven control valve according to claim 16, characterized in that, The gas supply drive control valve also includes a fixed base, a drive mechanism is located inside the fixed base, and a rotating mechanism is located above the fixed base.

19. The air supply driven control valve according to claim 18, characterized in that, The air supply drive control valve also includes a control module, which is installed inside the fixed base. The control module adjusts the rotation parameters and start / stop positions of the motor according to the rotation angle detected by the sensor.

20. An airbag control system, characterized in that, Includes an airbag and the air supply drive control valve as described in any one of claims 19; An upper cover is embedded above the airbag skin, and a lower cover is embedded below the airbag skin; the upper cover and the lower cover are connected by the airbag skin to form a sealed space. One end of the connecting rod is hinged to the upper cover of the airbag, and the air supply drive control valve is located inside the lower cover of the airbag.

21. The airbag control system according to claim 20, wherein a fastening ring is provided between the upper airbag cover and the upper part of the airbag skin; and a fastening ring is provided between the lower airbag cover and the lower part of the airbag skin.

22. An airbag control method, used in conjunction with the airbag control system of claim 20 or 21, characterized in that, Airbag control methods include: S1. The sensor detects the position and operating status of the drive mechanism in real time; S2. When inflation is required to adjust the height of the airbag, the control module controls the drive mechanism to rotate the height adjustment block counterclockwise according to the operating status of the drive mechanism detected by the sensor, thereby achieving inflation. S3. When it is necessary to vent air to adjust the height of the airbag, the control module controls the drive mechanism to rotate the height adjustment block clockwise according to the operating status of the drive mechanism detected by the sensor, so as to vent air.

23. The airbag control method according to claim 22, characterized in that, During inflation, the groove in the suspension adjustment block connects with the second air inlet slot in the height adjustment block, and the airbag begins to inflate. As the gas inside the airbag increases, the suspension mechanism drives the suspension adjustment block to rotate counterclockwise. When the groove in the suspension adjustment block disconnects from the second air inlet slot in the height adjustment block, inflation is complete.

24. The airbag control method according to claim 22, characterized in that, During the exhaust process, the groove in the suspension adjustment block connects with the second exhaust slot in the height adjustment block, and the airbag begins to exhaust. As the gas in the airbag decreases, the suspension mechanism drives the suspension adjustment block to rotate clockwise. When the groove in the suspension adjustment block disconnects from the second exhaust slot in the height adjustment block, the exhaust process is complete.

25. A seat, comprising an upper frame and a lower frame, characterized in that, An airbag control system as described in claim 20 or 21 is provided between the upper frame and the lower frame, wherein the upper frame is fixedly connected to the upper cover of the airbag and the lower frame is fixedly connected to the lower cover of the airbag.

26. A cockpit, mounted on a vehicle chassis, characterized in that, An airbag control system as described in claim 20 or 21 is provided between the cockpit and the vehicle chassis, wherein the cockpit is fixedly connected to the upper airbag cover and the vehicle chassis is fixedly connected to the lower airbag cover.

27. A suspension system disposed between a vehicle body and a lower control arm, characterized in that, The suspension includes the airbag control system as described in claim 20 or 21, the vehicle body is fixedly connected to the upper airbag cover, and the lower control arm is fixedly connected to the lower airbag cover.

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