Cam-driven valve, valve group and control method thereof

Abstract

The invention belongs to the technical field of automobile seat massage systems, and particularly relates to a valve driven by a cam, a valve bank and a control method thereof. The valve comprises a valve bank body, a cam shaft located on the outer side of the valve bank body, a motor in transmission connection with the cam shaft and a valve opening and closing assembly; a gas circulation cavity is formed in the valve bank body, an air inlet, an inflation inlet and an exhaust port which are communicated with the cavity are formed in the valve bank body, the valve opening and closing assembly comprises an elastic component, a plug and an elastic sealing piece at the end of the plug, one end of the elastic component is fixed to the mounting base, and the other end of the elastic component is connected with the plug, so that the plug is switched between a first position and a second position. The valve bank body is provided with a pressing opening, the cam exerts pressing displacement on the elastic component through the pressing opening so as to drive the plug to be switched, and an elastic sealing piece covering the pressing opening is arranged at the pressing opening. The risk of noise and heat accumulation is reduced, time-sharing or grouping inflation and deflation control over the multiple air bags is achieved, and the system integration degree, the control controllability and the stability under the high-temperature working condition are improved.

Description

Technical Field

[0001] This application belongs to the technical field of automotive seat massage systems, and more specifically, relates to a cam-driven valve, valve assembly, and control method thereof. Background Technology

[0002] With the improvement of car seat comfort and intelligence, pneumatic massage systems for seats have been widely used. These systems typically use air pumps, air lines, and gas distribution valves to control the inflation and deflation of multiple massage air bags, thereby achieving massage modes such as pressing, wave, and circulation.

[0003] In existing pneumatic massage systems, the gas distribution valve assembly typically consists of multiple two-position three-way valves controlled by solenoid valves to selectively inflate and deflate different air bags. Taking a car seat with a 10-point massage and 4-side wing support structure as an example, the massage air bags usually require 14 two-position three-way valves for control, and the total number of solenoid valves in the entire system often reaches 14 or more. In this approach, each solenoid valve generally requires a relatively independent drive and power control channel, leading to a significant increase in the number of control harnesses, drive components, and control interfaces. This results in a system with high cost, heavy weight, and high structural and control complexity.

[0004] Furthermore, the engagement and disengagement of the electromagnet core during operation of the solenoid valve generates impacts, easily creating noticeable operating noise, which is detrimental to improving cabin quietness. For some miniature electromagnet structures, the magnetic attraction force is limited by size and power consumption, resulting in limited driving capability. This may restrict the sealing and switching reliability of the controlled air valve, limiting the maximum working air pressure the valve body can withstand and making it unsuitable for high-pressure or rapid inflation conditions. Especially in scenarios requiring continuous inflation or prolonged pressure maintenance, such as during aggressive driving when side airbags are continuously inflated, the electromagnet may be energized for extended periods, leading to heat accumulation and overheating risks, adversely affecting safety and lifespan. Simultaneously, solenoid valves are typically integrated into relatively enclosed cavities within the seat frame and foam covering structure. Limited air convection and obstructed heat conduction and radiation paths by the soft seat materials increase the thermal resistance of the coil and valve body, resulting in poor heat dissipation. Prolonged continuous operation increases the risk of temperature accumulation and overheating failure.

[0005] Existing technologies include valve solutions driven by shape memory alloy (SMA) materials. This solution is quieter than solenoid valves during operation, but its working mechanism typically relies on heating-induced phase change and cooling-induced deformation recovery. Furthermore, SMA-driven valves are usually integrated into a relatively enclosed cavity formed by the seat frame and foam covering structure. This limited air convection heat transfer and insufficient heat dissipation channels within the cavity make it difficult to release residual heat from the SMA element after heating, prolonging the cooling recovery process. Limited by the temperature conditions and thermal management capabilities of shape memory alloys during cooling recovery, their recovery performance decreases at higher ambient temperatures: when the ambient temperature reaches or exceeds a certain threshold, problems such as failure to recover properly or slowed response may occur, leading to a significant reduction in the valve's operating frequency. In applications such as automobiles with high-temperature cabin environments or heat immersion conditions, the applicability of SMA-driven valves is limited.

[0006] Meanwhile, both solenoid valve solutions and SMA-driven valve solutions typically require relatively independent current and power control and drive management for each air valve, further increasing the hardware and software complexity and development cost of the control system, which is not conducive to system integration and lightweighting.

[0007] Therefore, there is an urgent need for a gas distribution valve assembly and its control scheme that can reduce the number of solenoid valve groups or drive channels, reduce system weight and cost, reduce operating noise, and improve stability and reliability in high-temperature environments while ensuring the control capability of multiple air bags in pneumatic massage, so as to overcome the above-mentioned defects in the existing technology. Summary of the Invention

[0008] To address the technical problems of existing solenoid valves or SMA-driven pneumatic massage valve assemblies, such as a large number of valve components and drive channels, complex wiring harnesses and controls, significant noise and heat accumulation, and insufficient stability under high-temperature closed cavities, this application provides a cam-driven valve, valve assembly, and its control method. This technical solution uses a motor-driven camshaft to apply pressing displacement to the valve opening and closing components through the pressing opening to achieve mechanical seal switching between the air inlet and exhaust port. Combined with a control strategy of multi-cam phase arrangement and pressing angle interval mapping, it realizes time-sharing or group inflation and deflation control of multiple airbags, improving system integration and controllability, reducing system complexity and thermal noise risk, and enhancing reliability under high-temperature conditions.

[0009] On one hand, this application provides a cam-driven valve, including a valve assembly body, a camshaft, a motor, and a valve opening and closing assembly; the valve assembly body is a shell structure with an internal gas flow cavity, and the valve assembly body is provided with an air inlet, an air filling port, and an air exhaust port communicating with the cavity, and is provided with a mounting seat for installing the valve opening and closing assembly; the valve opening and closing assembly is disposed at the mounting seat, and the valve opening and closing assembly includes an elastic member, a plug, and an elastic sealing element disposed at the end of the plug; one end of the elastic member is fixed to the mounting seat, and the other end of the elastic member is connected to the plug;

[0010] The plug is arranged vertically, with its upper end corresponding to the air inlet and its lower end corresponding to the exhaust outlet. Under the elastic deformation of the elastic member, the plug has a first position and a second position: in the first position, the upper end of the plug is sealed to the air inlet via the elastic seal, and a preset gap is maintained between the lower end of the plug and the exhaust outlet; in the second position, the lower end of the plug is sealed to the exhaust outlet via the elastic seal, and the upper end of the plug is no longer sealed to the air inlet.

[0011] The valve assembly body has a pressing opening, which is corresponding to the force-bearing position of the elastic member. The camshaft is located on the outside of the valve assembly body and can be rotatably installed. The camshaft has a cam, which is arranged opposite to the pressing opening, so that the cam can apply a pressing displacement to the elastic member through the pressing opening and cause the elastic member to undergo elastic deformation during the rotation of the camshaft, thereby driving the plug to switch between the first position and the second position.

[0012] The motor is connected to the camshaft via a transmission, and is used to drive the camshaft to rotate;

[0013] The valve assembly body is provided with an elastic seal at the press opening, and the elastic seal covers the press opening.

[0014] In a preferred embodiment, the way in which the cam applies a pressing displacement to the elastic member through the pressing opening during the rotation of the camshaft is as follows: the cam directly contacts the elastic member and applies the pressing displacement, or the cam indirectly contacts the elastic member and applies the pressing displacement via a force transmission member disposed at the pressing opening.

[0015] In a preferred embodiment, the cam and the elastic member are further configured for indirect contact and pressing. The elastic member is a spring plate, one end of which is fixed to the mounting base of the valve assembly body. The spring plate extends outward from the fixed end to form a cantilever structure, and the free end of the spring plate is connected to the plug. The valve opening and closing assembly also includes a pressure rod, which is a force transmission component. The spring plate has a first mounting hole, and one end of the pressure rod forms a cylindrical boss that passes through the first mounting hole, so that the pressure rod cooperates with the spring plate to transmit pressing displacement. The other end of the pressure rod extends into the pressing opening.

[0016] The plug includes a pin and two rubber plugs disposed at both ends of the pin. The elastic member is a spring plate, and the free end of the spring plate is provided with a second mounting hole. Both ends of the pin pass through and are fixed at the second mounting hole. The two rubber plugs are respectively disposed corresponding to the air inlet and the air outlet.

[0017] In a preferred embodiment, the valve assembly body is further defined as a split-type housing structure, comprising a cover plate and a base. The cover plate and the base are fastened together and enclose the cavity. The pressing opening is located on the cover plate, and the air inlet and the pressing opening are located on the cover plate. The inflation port, the exhaust port, and the mounting base are located on the base. The air inlet and the exhaust port are positioned opposite each other along the vertical direction of the valve assembly body and aligned on their axes. The inflation port is located at a lateral position between the air inlet and the exhaust port. The valve opening and closing assembly also includes a spring. A spring seat is provided on the inner bottom surface of the base, and the spring is installed in the spring seat and abuts against the spring seat and the spring plate, respectively.

[0018] In a preferred embodiment, the elastic seal at the pressing opening is a sealing membrane, which is disposed on the top surface of the cover plate and covers the pressing opening; the valve opening and closing assembly further includes a pressure plate disposed on the outer surface of the sealing membrane, the pressure plate being a force transmission component, and at least one U-shaped groove penetrating the thickness of the pressure plate is formed along the length direction of the pressure plate to form an elastic tongue integrally connected to the main body of the pressure plate, the free end of the elastic tongue forming a pressing surface and being disposed opposite to the cam.

[0019] In a preferred embodiment, the elastic seal at the pressing opening is further defined as an elastic block, which includes a top cover and a plunger disposed at the bottom of the top cover and extending downward. The top cover covers the pressing opening, and the plunger extends below the pressing opening. An annular groove is formed on the outer circumference of the plunger on the bottom surface of the top cover. The outer diameter of the annular groove is larger than the opening size of the pressing opening, so that at least a portion of the annular groove falls within the opening range of the pressing opening. A protruding portion is provided on the inner side of the bottom edge of the top cover, and a recessed groove is provided on the upper surface of the cover plate to cooperate with the protruding portion. The bottom of the plunger abuts against the top of the pressure rod, so that when the cam presses the top cover, it drives the plunger to move downward and drives the pressure rod to move downward.

[0020] In a preferred embodiment, the cam and the elastic member are in direct contact and pressing mode; the elastic seal is a soft-hard composite nested structure, which includes a soft and hard material placement plate, a soft injection molding material, and a hard material; a through opening is provided on the soft and hard material placement plate, the soft injection molding material is disposed in the through opening, the soft injection molding material has a through hole, and the hard material is embedded in the through hole;

[0021] The elastic component is a spring sheet. The hard material has a through hole for the spring sheet to pass through. The spring sheet passes through the through hole along its length, and one end of the spring sheet extends to the outside of the valve body and directly engages with the cam. The other end of the spring sheet has a second mounting hole, through which a pin passes and is fixed. The plug includes the pin and rubber plugs respectively disposed at both ends of the pin. The rubber plugs constitute an elastic seal at the end of the plug.

[0022] In a preferred embodiment, the valve opening and closing assembly further includes a spring, the exhaust port forms a boss structure, the spring is sleeved on the outer side or circumferential outer wall of the boss structure along its elastic extension and contraction direction, and abuts against the spring sheet; the valve assembly body includes a cover plate and a base, the air inlet is disposed on the cover plate, the exhaust port is disposed on the base, and the air inlet and the exhaust port are arranged opposite each other in the vertical direction.

[0023] On the other hand, the present invention provides a valve assembly of a cam-driven valve as described in any of the above claims, comprising a camshaft and multiple valve channels driven by the camshaft; the camshaft is provided with multiple cams spaced apart along the axial direction, and the convex orientation of each cam is different from that of the others in the circumferential direction; the valve assembly body is provided with multiple independently arranged mounting seats, each mounting seat is respectively equipped with a set of valve opening and closing components, and respectively forms an air inlet, an air filling port and an air exhaust port communicating with the internal cavity of the valve assembly body, so as to form multiple sets of valve channels arranged in parallel; wherein, each cam is respectively arranged opposite to the pressing opening at the corresponding mounting seat, so that when the camshaft rotates, each cam applies pressure or releases pressure on the valve opening and closing component of the corresponding valve channel according to its corresponding convex orientation.

[0024] On the other hand, the present invention also provides a control method for a cam-driven valve group, the valve group including a motor, a camshaft driven by the motor to rotate, and at least two sets of valve channels disposed in the valve group body. Each set of valve channels has an air inlet connected to an air source, an inflation port connected to a corresponding air bag, an exhaust port connected to the atmosphere, and a valve opening and closing assembly. The camshaft is provided with multiple cams along the axial direction and each cam corresponds to the valve opening and closing assembly of each set of valve channels.

[0025] The control method includes:

[0026] Step 1: Determine the non-pressing angle range and pressing angle range of the camshaft through calibration, and establish the mapping relationship of the pressing angle range of the cam corresponding to each valve channel;

[0027] Step 2: Obtain the control parameters of the target airbag, establish the correspondence between the target airbag and the valve channel, determine at least one target valve channel based on the correspondence, and determine the pressing angle range corresponding to the target valve channel;

[0028] Step 3: Control the motor to drive the camshaft to rotate according to the preset rotation angle and rotation speed, so that each valve channel switches between the first state and the second state within the pressing angle range of its corresponding cam.

[0029] Step 4: When the camshaft is in the non-pressing angle range, make the valve opening and closing assembly of the target valve channel in the first state under the action of the reset force;

[0030] Step 5: When inflating the target airbag, control the motor to drive the camshaft to rotate into the pressing angle range corresponding to the target valve channel, so that the cam of the target valve channel applies a pressing displacement to the valve opening and closing component through the pressing opening, drives the elastic component to deflect, drives the plug to release the seal on the air inlet and form a seal with the exhaust port, so that the target valve channel switches to the second state, and the air supply source supplies air to the target airbag through the air inlet and the inflation port;

[0031] Step 6: When the inflation termination condition of the control parameters is met, control the motor to keep the camshaft at a preset angle position within the pressing angle range corresponding to the target valve channel for a preset duration;

[0032] Step 7: When deflating the target airbag, control the motor to drive the camshaft to rotate away from the pressing angle range corresponding to the target valve channel and enter the non-pressing angle range, release the pressing displacement, cause the elastic component to rebound and drive the plug to re-seal the air inlet, and at the same time connect the exhaust port, so that the target airbag can vent through the inflation port and the exhaust port.

[0033] The beneficial effects of this application are:

[0034] First, the cam-driven valve of this application, compared with the existing technology that uses multiple electromagnetic two-position three-way valves or SMA driven valves to independently control each air bag, suffers from problems such as a large number of valve components, multiple drive channels, large wiring harness and drive components, significant noise and heat accumulation, and insufficient stability under high-temperature conditions in a closed cavity. The cam shaft is driven by a motor to rotate and apply a pressing displacement to the valve opening and closing assembly through a pressing opening, causing the plug to switch between a first position and a second position under the elastic deformation of the elastic component, thereby mechanically achieving the sealing switching of the air inlet and exhaust port; on the one hand, it uses a single electric... The mechanism and cam mechanism replace the valve-by-valve independent drive method of electromagnets and SMA, reducing the dependence on multi-channel current power drive and complex wiring harness interfaces, reducing the complexity of system structure and control, and facilitating lightweighting and cost control. On the other hand, it avoids the risk of overheating under electromagnetic attraction impact and long-term power-on heating / hot immersion conditions, and avoids the problem of slow high-temperature response and frequency limitation caused by SMA's reliance on heating-cooling recovery. At the same time, the elastic seal at the pressing opening forms a dynamic sealing isolation, reducing the risk of cavity leakage, thereby improving the sealing reliability and working stability under long-term operation and high-temperature environment.

[0035] Secondly, in the preferred implementation, this application preferably sets the force applied by the cam to the elastic member to either direct contact pressing or indirect contact pressing via the force transmission member at the pressing opening. This allows the valve opening and closing drive to have greater adaptability in terms of structural layout and force transmission form. When direct contact pressing is used, the cam output force can act directly on the elastic member, resulting in a shorter force transmission chain and a simpler component structure, which helps to reduce assembly stacking tolerances and transmission losses. When indirect contact pressing is used, the force is guided and isolated through the force transmission member, which facilitates the optimization of the relative positional relationship between the cam and the elastic member in a confined space and reduces the direct contact between the cam and the sealing component at the pressing opening, thereby reducing the sensitivity to local friction and wear and increasing the design freedom of the sealing structure. The optional configuration of the two methods allows the valve to achieve more suitable structural matching and reliable pressing switching under different air circuit layouts, installation space and life requirements.

[0036] Third, in the preferred implementation, this application adopts an indirect contact pressing method between the cam and the spring plate, and uses the pressure rod as a force transmission component to transmit the pressing displacement through the first mounting hole and the spring plate. This allows the action point of the cam to be arranged at the pressing opening, while the force and deflection area of ​​the spring plate is arranged inside the valve assembly cavity. At the same time, the valve assembly body adopts a split shell structure with the cover plate and the base fastened together. The air inlet and the pressing opening are integrated in the cover plate, and the air inlet, the air outlet and the mounting base are arranged in the base. The air inlet and the air outlet are aligned vertically, and the air outlet is arranged laterally in the center. This is conducive to the regular arrangement and assembly positioning of the ports and channels in a compact space. Furthermore, by setting a spring seat on the bottom surface of the base and placing the spring in the spring seat to abut against the spring plate, an independent and stable reset support is provided for the spring plate, making it easier to keep the spring plate's rebound posture consistent with the plug switching position.

[0037] Fourth, in the preferred implementation, this application uses a covering sealing membrane at the pressing opening and arranges it on the top surface of the cover plate. This allows the pressing opening to form a continuous sealing boundary while allowing the force transmission component to move back and forth, thereby reducing the leakage sensitivity at the pressing opening and improving the isolation capability against the intrusion of external particles and liquids. At the same time, a pressure plate is set on the outside of the sealing membrane as a force transmission component, and an elastic tongue is integrally defined on the pressure plate by a U-shaped groove that penetrates the thickness. This gives the pressure plate a locally controllable flexural stroke and rebound characteristics. The cam can realize the pressing drive of the valve opening and closing component by only cooperating with the pressing action surface of the free end of the elastic tongue. This avoids the friction wear and fatigue accumulation caused by the direct contact between the cam and the sealing membrane, and separates the force transmission action surface from the sealing component, making the force more concentrated and the stroke more controllable.

[0038] Fifth, in the preferred implementation, this application adopts a plug structure consisting of a pin and rubber plugs at both ends, with the two ends of the pin passing through and fixed to the second mounting holes at the free ends of the spring plate. This allows the plug to achieve stable installation positioning and support rigidity with the pin as a skeleton component. At the same time, the elastic deformation capability of the rubber plugs is used to achieve a tight seal with the port. The arrangement of the rubber plugs corresponding to the air inlet and exhaust port allows the same plug to switch between the sealing positions of the two ports during the deflection movement of the spring plate. The number of structural components is small, the fit relationship is clear, and the rubber plugs can compensate for assembly tolerances and small deviations of the ports through their own elasticity.

[0039] Sixth, in the preferred implementation, this application adopts a force transmission form in which the cam and the spring plate directly contact and press, so that a more direct coupling relationship is formed between the output displacement of the cam and the deflection of the spring plate, reducing the assembly stacking and transmission gap caused by intermediate force transmission components; at the same time, the elastic seal at the pressing opening is set as a soft and hard composite nested structure composed of a soft and hard material placement plate, injection molded soft material and hard material, so that the sealing interface is provided with elastic fit by the injection molded soft material, while the hard material provides rigid support and guiding limit in the area where the spring plate passes through. The spring plate passes through the through hole of the hard material along the length direction and one end extends out of the outside of the valve body and the cam. The direct fit allows the spring plate to have more stable motion constraints and a clearer force path during reciprocating deflection. Furthermore, the free end of the spring plate is fixed to the pin through the second mounting hole, and the rubber plugs at both ends of the pin form an elastic seal at the end of the plug, which separates the positioning support of the plug from the sealing interface of the port and makes the connection relationship clear. Combined with the exhaust port boss structure and the spring sleeved on its outside to provide support and reset, as well as the separate arrangement of the cover plate and the base and the port layout that aligns the air inlet and the exhaust port vertically, it is beneficial to achieve integrated matching of guidance, reset and port alignment within a compact structure.

[0040] Seventh, the cam-driven valve assembly of this application, by axially spaced multiple cams on the same camshaft with different convex orientations in the circumferential direction, and by arranging multiple independent mounting seats and valve opening / closing components in parallel within the valve assembly body, establishes a one-to-one pressing relationship between each cam and the pressing opening of the corresponding valve channel, thereby achieving sequential or phase-based switching control of multiple valve channels under a single rotary drive source. This structure transforms the opening and closing switching of multi-channel air passages from parallel control of multiple independent drive units to centralized mechanical switching under cam phase arrangement, reducing the dependence of multi-valve parallel drive on electrical connection and drive management. Furthermore, the time-sharing and group control cycle of multiple airbags can be flexibly set by adjusting the number of cams and their phase configuration, improving the integration and control arrangement freedom of the valve assembly in the multi-airbag system.

[0041] Eighth, the cam-driven valve group control method of this application obtains the pressing angle range of the cam corresponding to each valve channel through calibration and establishes a mapping relationship, enabling the controller to coordinate and schedule multiple valve channels using the camshaft angle as a unified timing reference. When executing target airbag control, by determining the target valve channel, driving the camshaft into the corresponding pressing angle range, maintaining the preset angle and duration within the range, and then exiting the range, an angle range control strategy is adopted. This makes the switching action of the valve opening and closing components and the air supply and exhaust processes clearly correspond to the camshaft angle position, thereby transforming the selection and switching of multiple air channels into the angle and speed control of a single motor, reducing the multi-path power control and synchronization management required for independent driving of multiple valves. At the same time, by using the fixed angle holding within the pressing angle range and the reset holding within the non-pressing angle range, the valve state during the inflation, pressure holding, and deflation stages can be stably limited by the angle position, which facilitates the formation of repeatable time-sharing or group control cycles and improves the timing consistency and controllability of multi-airbag control. Attached Figure Description

[0042] Figure 1 This is a front view of the cam-driven valve in Embodiment 1 of the present invention;

[0043] Figure 2 In Embodiment 2 of the present invention Figure 1 A cross-sectional view at section line AA shown;

[0044] Figure 3 This is an exploded view of the cam-driven valve in Embodiment 2 of the present invention;

[0045] Figure 4 This is a front view of the cam-driven valve in Embodiment 3 of the present invention;

[0046] Figure 5 In Embodiment 3 of the present invention Figure 4 A cross-sectional view at the section line shown in Figure BB;

[0047] Figure 6 This is an exploded view of the cam-driven valve in Embodiment 3 of the present invention;

[0048] Figure 7 This is a cross-sectional schematic diagram of the variant structure in Embodiment 4 of the present invention, relative to Embodiment 2;

[0049] Figure 8 This is an exploded view of the cam-driven valve in Embodiment 5 of the present invention;

[0050] Figure 9 This is a front view of the cam-driven valve in Embodiment 5 of the present invention;

[0051] Figure 10 In Embodiment 5 of the present invention Figure 9The cross-sectional view shown at the CC section line.

[0052] Among them, 1-camshaft; 2-motor; 3-valve body; 30-cover plate; 31-base; 4-valve opening and closing assembly; 40-pressure plate; 41-sealing membrane; 42-spring plate; 43-pressure rod; 44-spring; 45-pin; 46-rubber plug; 47-soft and hard material placement plate; 48-injection molded soft material; 49-hard material; 50-elastic pressure block; 500-annular groove; 5-top cover; 6-ring clip. Detailed Implementation

[0053] To enable those skilled in the art to better understand the technical solutions of this application, the following will provide a more detailed description of this application in conjunction with the accompanying drawings and embodiments.

[0054] The directional terms such as above, below, left, right, front, and back used in this application are based on the positional relationships shown in the attached drawings. Different attached drawings may result in different positional relationships, therefore they should not be interpreted as limitations on the scope of protection.

[0055] In this application, the terms "installation," "connection," "interlocking," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, an integral connection, a mechanical connection, an electrical connection, or a connection that allows communication between components. They can also 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 between two components. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0056] Example 1

[0057] As per the instruction manual Figure 1 This embodiment provides a cam-driven valve for controlling the inflation and deflation of seat airbags to provide support and massage functions for the occupant's back or waist area.

[0058] The cam-driven valve includes a camshaft 1, a motor 2, a valve body 3, and a valve opening / closing assembly 4. The valve body 3 is a shell structure with an internal gas flow chamber. The valve body 3 has an air inlet P, an inflation port B, and an exhaust port R communicating with the chamber, and a mounting base for installing the valve opening / closing assembly 4. The air inlet P communicates with an external seat inflation device, such as a miniature air pump, to provide pressurized air to the valve body. The inflation port B communicates with the internal airbag of the seat, for inflating or deflating the airbag. The exhaust port R communicates with the atmosphere, for releasing gas to the external environment.

[0059] The valve opening and closing assembly 4 is located at the mounting base and includes a spring plate 42, an elastic seal, and a plug. One end of the spring plate 42 is fixed to the side wall of the mounting base, and the other end is connected to the plug, thus forming a cantilever structure with elastic recovery capability. To allow the plug to switch between sealing the inlet P and the exhaust R under different operating conditions, the plug is arranged vertically, with its upper and lower ends corresponding to the inlet P and the exhaust R, respectively. An elastic seal is provided at the end of the plug to improve the sealing effect with the corresponding port.

[0060] When the spring plate 42 is in its natural state without external force, the end of the plug near the air inlet P is sealed to the air inlet P, keeping the air inlet P closed. At the same time, a preset gap is maintained between the end of the plug near the exhaust port R and the exhaust port R, keeping the exhaust port R open. With the above default state, the valve assembly can block the entry of external air source when not driven, while maintaining a release channel between the seat airbag side and the atmospheric side, so that the airbag can naturally deflate or quickly retract.

[0061] To achieve controlled force application to the spring plate 42, a pressing opening is provided on the valve assembly body 3, which corresponds to the force-bearing position of the spring plate 42. A camshaft 1 is mounted on the outside of the valve assembly body 3, and a cam on the camshaft 1 is arranged opposite to the pressing opening, allowing the cam to exert a direct or indirect pressing action on the spring plate 42 through the pressing opening during rotation. An elastic seal is provided at the pressing opening of the valve assembly body 3 to seal the pressing opening; wherein, the elastic seal is suitable for providing a flexible dynamic seal when the external pressing component applies direct or indirect pressure to the spring plate 42 through the pressing opening, thereby reducing or preventing gas leakage from the cavity through the pressing opening.

[0062] The output shaft of motor 2 is connected to one end of camshaft 1, driving camshaft 1 to rotate at a preset angle or cycle to switch between inflation and deflation modes. When the seat airbag needs to be inflated, motor 2 drives camshaft 1 to rotate, causing the cam to rotate to the position corresponding to the pressing opening. The cam applies pressure to spring plate 42 through the pressing opening, causing spring plate 42 to elastically deflect under external force, and driving the plug to move relative to valve body 3 towards the exhaust port R. As the position of the plug changes, the seal between the plug and air inlet P is released, and the plug gradually approaches the exhaust port R and finally seals with it, thus switching the exhaust port R from the open state to the closed state. At this time, the gas output from the external inflation device enters the valve body through air inlet P and enters the seat airbag through inflation port B, inflating the airbag to provide support or massage for the occupant's back or waist area.

[0063] When it is necessary to deflate the seat airbag, motor 2 continues to drive camshaft 1 to rotate, moving the cam away from the pressing opening position, thus releasing the pressing action of the cam on spring plate 42. Spring plate 42 rebounds to its natural state under its own elastic restoring force, causing the plug to return to its original position relative to valve assembly body 3 towards air inlet P. During the plug's return process, it re-seales with air inlet P, closing air inlet P; simultaneously, the plug and exhaust port R restore the preset gap, reopening exhaust port R. At this time, the gas in the seat airbag enters the valve assembly cavity through inflation port B and is discharged to the atmosphere through exhaust port R, thus deflating the airbag and causing it to fall back down.

[0064] Through the above-mentioned structure and action coordination, the cam-driven valve group of this application uses a motor-driven cam to realize the periodic pressing and releasing of the spring plate, thereby realizing the switching of the sealing state of the plug between the air inlet P and the exhaust port R, thus completing the inflation and deflation control of the airbag. It has a compact structure, reliable drive, and is suitable for air circuit control scenarios of seat support or massage systems.

[0065] Example 2

[0066] As per the instruction manual Figure 1-3 In this embodiment, the valve assembly body 3 adopts a split shell structure, specifically including a cover plate 30 and a base 31. The cover plate 30 and the base 31 are connected by a snap-fit ​​method, and the two cooperate to form an internal cavity for gas flow. In terms of structural arrangement, the air inlet P and the pressing opening for cam force application are provided on the cover plate 30; the air filling port B, the exhaust port R, and the mounting seat of the valve opening and closing assembly 4 are provided on the base 31. The air inlet P and the exhaust port R are arranged opposite each other along the vertical direction of the valve assembly body 3 and keep their axes aligned; the air filling port B is arranged in a lateral position between the air inlet P and the exhaust port R, so that the air inlet P, the air filling port B, and the exhaust port R form a three-point arrangement in space, thereby facilitating the realization of gas path diversion and valve switching control within a compact structure.

[0067] In addition to the spring plate 42, plug, and elastic seal, the valve opening and closing assembly 4 also includes a pressure rod 43 and a spring 44. In this embodiment, a boss structure with a preset height is formed on one side of the base 31. The base 31 is recessed from the boss towards its center to form a recessed installation space, providing a clearance stroke for the elastic deflection of the spring plate 42. One end of the spring plate 42 is fixedly connected to the boss, so that the spring plate 42 cantilevered outward from the fixed end, forming a cantilever elastic structure.

[0068] A first mounting hole is provided in the middle region of the spring plate 42. One end of the pressure rod 43 forms a cylindrical boss, which passes through the first mounting hole and cooperates with the spring plate 42, so that the pressure rod 43 can transmit the pressing force of the cam to the spring plate 42; the other end of the pressure rod 43 extends toward the cover plate 30 and extends into the pressing opening for the cam to apply force, so that the cam can act on the pressure rod 43 through the pressing opening, and the pressure rod 43 realizes the indirect pressing drive of the spring plate 42.

[0069] A spring seat is provided on the inner bottom surface of the base 31. The spring seat is located directly below the first mounting hole and mates with the recessed mounting space. The spring 44 is installed in the spring seat and arranged vertically along the elastic extension direction. One end of the spring 44 abuts against the bottom of the spring seat, and the other end abuts against the bottom of the spring plate 42 to provide an upward restoring force to the spring plate 42, so that the spring plate 42 can stably rebound to its initial position after the cam is released from pressure. A second mounting hole is provided at the free end of the spring plate 42. Both ends of the pin 45 pass through and are fixed to the second mounting hole to form a support connection for the plug.

[0070] In this embodiment, the plug is constructed by a pin 45 and two rubber plugs 46. Specifically, the pin 45 serves as a skeleton component, and the two rubber plugs 46 are respectively sleeved or fixedly installed at both ends of the pin 45 to achieve an elastic sealing fit with the air inlet P and the exhaust port R, thereby completing the switching of the sealing state of the air inlet P and the exhaust port R during the deflection of the spring plate 42.

[0071] Spring 44 is located inside valve opening and closing assembly 4 and applies a restoring force to spring plate 42 and pressure rod 43, so that spring plate 42 and pressure rod 43 are in the top position in their natural state: on the one hand, the rubber plug 46 at the end of the plug near the air inlet P is brought into contact with the air inlet P to form a seal, so that the air inlet P is in the default closed state; on the other hand, the top end face of pressure rod 43 protrudes upward relative to cover plate 30 and extends beyond the pressing opening for cam to apply force by a preset length, so as to ensure that the cam can apply force stably and obtain sufficient stroke margin.

[0072] To achieve a sealed protection of the press-opening area and prevent external dust, liquids, etc. from entering the valve assembly cavity, the elastic sealing element of the valve opening and closing assembly 4 in this embodiment adopts a sealing membrane 41. The sealing membrane 41 is disposed on the top surface of the cover plate 30 and covers the projection area of ​​the press-opening and the top of the pressure rod 43 that may move, so that the pressure rod 43 always keeps in contact with the sealing membrane 41 or forms a dynamic seal during the reciprocating motion, thereby achieving isolation between the cavity and the outside world without affecting the displacement of the pressure rod 43.

[0073] The sealing membrane 41 is preferably made of a flexible and elastic polymer elastomer film material, such as silicone rubber, thermoplastic elastomer TPE and TPU films, or oil-resistant and aging-resistant fluororubber films, to meet the requirements of resilience under repeated deformation, sealing reliability, and environmental resistance. The thickness and hardness of the sealing membrane 41 can be selected according to the stroke of the pressure rod 43 and the required pressing force to balance low-friction movement and sealing adhesion.

[0074] The sealing membrane 41 can be fixed to the top of the cover plate 30 in one or more combinations of the following methods: 1. Adhesive fixing: An adhesive area is provided on the periphery of the top of the cover plate 30. The sealing membrane 41 is bonded to the adhesive area with an adhesive, such as silicone adhesive, pressure-sensitive adhesive, or structural adhesive, to form a continuous sealing boundary. 2. Frame clamping fixing: An annular step or frame mounting position is provided on the top of the cover plate 30. The periphery of the sealing membrane 41 is clamped between the cover plate 30 and the frame, and mechanical locking is achieved by screws and buckles. 3. Groove snap-fit ​​fixing: A circumferential groove is formed on the top of the cover plate 30. The edge of the sealing membrane 41 is provided with reinforcing ribs or flanges and is embedded in the groove to achieve limiting snap-fit. 4. Integrated molding fixing: The sealing membrane 41 can be integrated with the cover plate 30 through overmolding, secondary injection molding, or hot melt lamination to improve assembly consistency and sealing durability. Through the above-mentioned setting and fixing method of the sealing membrane 41, this embodiment can provide reliable dynamic sealing and protection for the pressing opening area while the cam drives the pressure rod 43 to reciprocate, thereby improving the stability of the valve group in long-term operation and complex environment.

[0075] The valve opening and closing assembly 4 also includes a pressure plate 40 disposed on the outer surface of the sealing membrane 41. The pressure plate 40 is an integrally formed plate-shaped component, including a main fixing area and a pressable elastic area extending from the main fixing area. To enable the pressure plate 40 to have a pressing stroke and rebound capability in a local area, at least one U-shaped groove penetrating the thickness of the pressure plate is formed on the pressure plate 40 along its length direction.

[0076] The U-shaped groove is formed by two parallel long groove segments and an arc-shaped groove segment connecting the ends of the two long groove segments, so that the pressure plate 40 defines an elastic tongue piece integrally connected to the main body of the pressure plate 40 inside the U-shaped groove. One end of the elastic tongue piece is continuously connected to the fixed area of ​​the main body of the pressure plate 40, forming the fixed end of the elastic tongue piece; the other end of the elastic tongue piece is completely isolated from the main body of the pressure plate 40 by the U-shaped groove, forming the free end of the elastic tongue piece. The free end forms a pressing surface for contacting the cam.

[0077] During cam-driven operation, when the cam applies pressure to the pressing surface, the elastic tongue undergoes elastic flexural deformation around its fixed end and displaces in the direction of force, thus forming a preset pressing stroke. When the pressing force is released, the elastic tongue springs back to its initial position under the elastic restoring force of the material. Through the cutting and isolating effect of the U-shaped groove, the pressure plate 40 achieves localized compressibility and springback function without the need for additional independent spring components, resulting in a compact structure and stable response.

[0078] Furthermore, to reduce frictional wear of the sealing membrane 41 during long-term reciprocating drive and improve sealing reliability, in this embodiment, the pressing force of the cam is preferably transmitted to the pressure rod 43 via the pressure plate 40. Specifically, the pressure plate 40 is disposed on the outside of the sealing membrane 41, and the cam contacts the pressing surface of the pressure plate 40 and applies force to the elastic tongue, causing the elastic tongue to drive the corresponding area of ​​the pressure plate 40 downward during the downward displacement. During the downward pressing process, the pressure plate 40 forms an abutment with the top end face of the pressure rod 43 through the sealing membrane 41 and applies a downward driving force to the pressure rod 43, thereby achieving the pressing of the pressure rod 43. Thus, the cam does not directly contact the sealing membrane 41, and the top of the pressure rod 43 does not need to directly rub against the sealing membrane 41. The sealing membrane 41 mainly bears the follow-up deformation or pressure adhesion rather than continuous friction, which can effectively reduce the risk of wear, tearing or fatigue failure caused by long-term operation and improve the sealing life and working stability of the pressing opening area.

[0079] In some embodiments, the pressure plate 40 may be provided with a plurality of U-shaped grooves spaced apart along the cam movement direction of the cam shaft 1 to form a plurality of parallel elastic tongues, thereby obtaining a more uniform force distribution and a more suitable rebound stiffness when pressing, and further improving the consistency of force on the pressure rod 43.

[0080] In this embodiment, the cam-driven valve also includes an upper cover 5 and a retaining ring 6. The upper cover 5 is fastened to the base 31, and the two together form an outer support structure for mounting the camshaft 1. Circular through holes are respectively opened at the two ends of the upper cover 5 and the base 31 that are opposite to each other. These circular through holes are used for the shoulders at both ends of the camshaft 1 to pass through and realize rotational support, thereby radially positioning and guiding the camshaft 1.

[0081] A gear is fixed at one end of the camshaft 1, and the output shaft of the motor 2 is provided with teeth that mesh with the gear, such as a pinion or tooth segment. The motor 2 drives the camshaft 1 to rotate through this meshing transmission. The other end of the camshaft 1 extends to the outer side formed by the upper cover 5 and the base 31, and is axially limited by a retaining ring 6 that cooperates with the outer side to prevent the camshaft 1 from axially moving or dislodging during operation, thereby ensuring the stability of the relative position of the cam and the pressing opening and the reliability of the pressing action.

[0082] In this embodiment, the split-type valve assembly body 3 achieves flow diversion and switching with the air inlet P, air filling port B, and exhaust port R within a compact space. The valve opening and closing is achieved through mechanical transmission using a camshaft 1, pressure plate 40, pressure rod 43, and spring plate 42. This transforms traditional solenoid valve and SMA control into a centralized mechanical switching driven by a motor, thereby reducing the number of valve components and the need for independent drive channels, reducing the size of wiring harnesses and drive components, and ultimately reducing system weight and cost. Simultaneously, the spring 44 provides stable reset force, the pin 45 and rubber plug 46 achieve reliable elastic sealing switching, and the pressing opening is isolated and protected by a sealing membrane 41 in conjunction with the pressure plate 40. The cam does not directly rub against the sealing membrane to reduce wear and improve sealing life. Therefore, under long-term pressure and high-temperature closed-cavity conditions, the problems of solenoid valve overheating due to prolonged energization or limited SMA cooling recovery can be avoided, balancing low-noise operation with high-temperature stability, sealing reliability, and service life.

[0083] Example 3

[0084] As per the instruction manual Figure 4-6 This embodiment is a variant of Embodiment 2. The main difference between this embodiment and Embodiment 2 is that the cam of the camshaft 1 and the spring plate 42 adopt a direct contact pressing method. That is, the output force of the cam is no longer transmitted through the pressure plate 40 and the pressure rod 43, but the cam directly applies pressing force to the spring plate 42 to realize the valve opening and closing switching.

[0085] In terms of structural layout, the valve body 3 still adopts a shell structure formed by the cover plate 30 and the base 31. The top of the cover plate 30 is provided with an air inlet P, and the bottom of the base 31 is provided with an exhaust port R. The air inlet P and the exhaust port R are arranged opposite each other in the vertical direction and keep their axes aligned. The base 31 is provided with an air inlet B and an elastic sealing element mounting hole on both sides to meet the assembly requirements of air circuit diversion and sealing switching. The exhaust port R is preferably formed into a boss structure. The spring 44 is sleeved on the outer side or circumferential outer wall of the boss along its elastic extension direction, and provides stable elastic support and restoring force during the return process of the spring plate 42.

[0086] In this embodiment, the elastic seal adopts a soft-hard composite nested structure, specifically including a soft and hard material placement plate 47, a soft injection molded material 48, and a hard material 49. The soft and hard material placement plate 47 is preferably a rectangular plate-shaped skeleton member with at least one through-hole. Each soft injection molded material 48 matches the size of its corresponding opening and is fixed within the opening of the soft and hard material placement plate 47 by overmolding or embedding, thereby forming a sealing interface with elastic deformation capability on the placement plate 47. A through-hole is further formed inside the soft injection molded material 48, and the hard material 49 is embedded in this through-hole and tightly fitted with the soft injection molded material 48 to form a guiding and limiting structure for the spring sheet 42. A through-hole is formed on the hard material 49 for the spring sheet 42 to pass through, and the diameter / outline size of the through-hole matches the outer dimensions of the spring sheet 42, thereby achieving a tight guiding fit for the spring sheet 42 and reducing the risk of swaying, shifting, and leakage of the spring sheet 42 during reciprocating deflection.

[0087] Regarding materials, the soft and hard material placement plate 47 is preferably made of rigid engineering plastics, such as PA66, PBT, POM, or reinforced PA, such as PA66+GF, to ensure structural strength, dimensional stability, and assembly support capabilities. The injection-molded soft material 48 is preferably made of elastomer materials, such as silicone rubber, TPE, or TPU, to provide good resilience and sealing adhesion. The hard material 49 is preferably made of wear-resistant, dimensionally stable rigid materials, such as POM, PA66, PBT, or metal inserts, such as stainless steel or aluminum alloy, to improve the wear resistance, resistance to extrusion deformation, and long-term dimensional retention of the area through which the spring sheet 42 passes.

[0088] The spring plate 42 passes through the through hole of the hard material 49 along its length, with its two ends located on both sides of the hard material 49: one end extends to the outside of the valve body 3 and directly engages with the cam working surface of the cam shaft 1 to receive the pressing force output by the cam and undergo elastic deflection; the other end extends into the interior of the valve body 3, and a second mounting hole is provided at this end. The two ends of the pin shaft 45 pass through and are fixed at the second mounting hole to form a support connection structure for the plug, thereby realizing the switching of the sealing state of the air inlet P and the exhaust port R.

[0089] Compared to Embodiment 2, this embodiment features a shorter transmission chain and fewer parts, eliminating the need for pressure plate 40, pressure rod 43, and their assembly positioning relationships. This makes it easier to control the thickness and stacking tolerances of the mechanism, resulting in higher assembly consistency and lower costs. The cam output force acts directly on the spring plate 42, reducing frictional losses in the force transmission path. This leads to a more direct valve switching response and higher driving force utilization, which is beneficial for improving switching reliability under high-pressure or rapid charging / discharging conditions. Simultaneously, the soft-hard composite elastic seal, composed of the soft and hard material placement plate 47, injection-molded soft material 48, and hard material 49, tightly guides and seals the spring plate 42. This not only suppresses swaying and reduces leakage risk during the reciprocating deflection of the spring plate 42 but also avoids the fatigue and wear sensitivity caused by long-term pressure on the dynamic contact area of ​​the sealing film 41 in Embodiment 2. Thus, a more compact, lower-cost, and more consistent valve drive and sealing solution is achieved while ensuring sealing and lifespan.

[0090] Example 4

[0091] As per the instruction manual Figure 7 This embodiment is basically the same as embodiment 2 in terms of overall structure and working principle. It still includes a valve opening and closing assembly consisting of a camshaft 1, a motor 2, a valve body 3, a pressure plate 40, a sealing membrane 41, a spring plate 42, a pin 45, and a rubber plug 46. The main difference lies in the installation form of the spring plate 42 and its force transmission path.

[0092] In this embodiment, one end of the spring plate 42 is fixed to a side support portion of the base 31, and forms an inclined section from the fixed side starting section along a predetermined angle and a predetermined drop, transitioning to a basically horizontal overhanging section and extending to the area between the air inlet P and the exhaust port R. The free end of the spring plate 42 is fitted with the same plug structure as in Embodiment 2, i.e., a pin 45 serves as a skeleton component, with rubber plugs 46 fitted at both ends of the pin 45 to form an elastic seal with the air inlet P and the exhaust port R. Due to the elastic pre-tightening force generated by the predetermined angle of inclination of the spring plate 42, the rubber plug 46 on the side of the plug closest to the air inlet P is pressed tightly against the air inlet P in its natural state to form a seal, thereby keeping the air inlet P in a default closed state.

[0093] The top of the cover plate 30 has an opening for the displacement of the elastic tongue of the pressure plate 40. The sealing film 41 covers this top opening and forms a continuous sealing boundary, keeping the pressure plate 40 isolated from the internal cavity of the valve body 3 during reciprocating flexing, preventing the entry of external dust and liquid, while not affecting the force transmission and displacement stroke. To accommodate the local displacement caused by the reciprocating flexing of the elastic tongue of the pressure plate 40 and maintain long-term dynamic sealing reliability, the sealing film 41 is preferably made of an elastomer film material with high toughness and high elongation, so as to have good tear resistance, fatigue resistance and resistance to repeated deformation. The sealing film 41 can be made of one or more of the following materials: TPU thermoplastic polyurethane film, TPE thermoplastic elastomer film, and silicone rubber film. The thickness, hardness and elastic modulus of the sealing film 41 can be matched and selected according to the stroke of the pressure plate 40, the pressure magnitude and the required sealing contact stress, so that it can provide a continuous sealing interface during pressure and follow-up deformation, and avoid tearing or fatigue failure caused by strain concentration.

[0094] When the camshaft 1 rotates to its working angle under the drive of the motor 2, the cam applies pressure to the elastic tongue of the pressure plate 40, causing the elastic tongue to elastically flex around its fixed end and displace downwards. This displacement deforms the sealing membrane 41 and presses down on the spring plate 42, causing the spring plate 42 to elastically deflect around its fixed end. As the spring plate 42 deflects, the plug carried by its free end moves accordingly, causing the plug to move closer to the exhaust port R and be fitted with the exhaust port R by the rubber plug 46, thereby sealing the exhaust port R. When the cam releases pressure, the spring plate 42 returns to its original position due to its own elastic restoring force, the plug returns to its initial position, and the rubber plug 46 at the intake port P re-presses the intake port P and restores the default sealing state, achieving stable reset and cyclic switching.

[0095] With the above structure, this embodiment utilizes the tilt preset of the spring plate 42 and the cantilever elasticity to realize the default sealing and reset functions, and completes the valve port switching through the force transmission chain of the camshaft 1, pressure plate 40 and spring plate 42. At the same time, the sealing membrane 41 provides dynamic sealing protection for the top opening of the cover plate 30, taking into account compact arrangement, stable response and reliable sealing life.

[0096] Example 5

[0097] As per the instruction manual Figure 8-10 This embodiment is a variant of Embodiment 2. The main difference between this embodiment and Embodiment 2 is that the pressure plate 40 and the sealing membrane 41 are omitted in this embodiment, and the pressing force transmission and sealing protection of the pressing opening area are achieved by the elastic pressure block 50. Except for the structural differences described below, the other structures and connection relationships can be referred to Embodiment 2, and will not be repeated here.

[0098] In this embodiment, the cover plate 30 still has an air inlet P and a pressing opening for applying force to the cam. The elastic seal of the valve opening and closing assembly 4 is an elastic pressure block 50. The elastic pressure block 50 is an integral elastic component with an approximately T-shaped cross section, which includes a top cover and a plunger disposed at the bottom of the top cover and extending downward.

[0099] Specifically, the bottom surface of the top cover of the elastic pressure block 50 forms an annular groove 500 on the outer circumference of the plunger. The outer diameter of the annular groove 500 is larger than the opening size of the pressing opening on the cover plate 30 for cam force application, so that at least a portion of the annular groove 500 falls within the opening range of the pressing opening, thereby forming a controllable local deformation zone when the top cover is pressed. The plunger of the elastic pressure block 50 extends correspondingly below the pressing opening to transmit the pressing displacement of the top cover downward.

[0100] To achieve stable positioning and support of the elastic pressure block 50 on the cover plate 30, a protruding portion is provided on the inner side of the bottom edge of the top cover of the elastic pressure block 50. This protruding portion can be an annular boss or other protruding structures. The upper surface of the cover plate 30 is provided with a recessed groove that mates with the protruding portion, so that after assembly, the elastic pressure block 50 is limited and supported by the interaction between the protruding portion and the recessed groove, and it also helps to form a reliable fit and seal around the pressing opening.

[0101] During operation, the cam rotates and applies pressure to the top cover of the elastic pressure block 50. Under the action of external force and with the help of the elastic deformation of the annular groove 500, the top cover is compressed and displaced towards the inside of the pressing opening of the cover plate 30, thereby driving the plunger to move downward. The top of the pressure rod 43 of the valve opening and closing assembly 4 abuts against the bottom of the plunger. When the plunger moves downward, it applies a downward driving force to the pressure rod 43 to achieve pressing drive of the pressure rod 43, thereby completing the control of the subsequent valve opening and closing mechanism. During the reset process, the elastic pressure block 50 relies on the elastic rebound of its material to restore its initial shape and continuously provides sealing isolation and protection for the pressing opening area.

[0102] Example 6

[0103] This embodiment provides a cam-driven valve assembly. Based on the valve assembly structure and working principle of Embodiment 1, the number of camshafts and valve channels is expanded, so that the same drive source can realize time-sharing and group inflation and deflation control of multiple airbags in the seat.

[0104] Specifically, the camshaft 1 has multiple cams spaced apart along its axial direction. The convex orientation of each cam is different in the circumferential direction, and each cam corresponds to a set of valve opening and closing components 4 inside the valve assembly body 3. The cavity of the valve assembly body 3 is provided with multiple mounting seats for installing the valve opening and closing components 4. Each mounting seat is arranged independently. Each mounting seat forms an air inlet P, an air filling port B, and an exhaust port R that communicate with the cavity structure of the valve assembly body 3. The corresponding valve opening and closing components 4 are installed at the mounting seats, thereby forming multiple sets of valve channels arranged in parallel.

[0105] In this embodiment, the inflation port B of each valve channel is connected to airbags in different locations inside the seat, such as the upper backrest airbag and the middle backrest airbag. The exhaust port R is connected to the atmosphere, and the air inlet P is connected to an external inflation device or a common air supply chamber to provide air to each valve channel.

[0106] Because the cams on camshaft 1 have different convex orientations in the circumferential direction, i.e., different operating angle ranges, when motor 2 drives camshaft 1 to rotate at a preset angle, different cams will sequentially or in a set order apply pressure or release pressure to the spring plate 42 of the corresponding valve opening / closing assembly 4 through their respective pressing openings. This causes each set of plugs to switch between two states: air inlet P closed and exhaust outlet R open, and air inlet P open and exhaust outlet R closed. By setting the phase angle of each cam and the number of cams, the timed inflation and deflation of airbags in different positions inside the seat can be achieved, thereby forming a preset inflation / deflation rhythm and massage waveform.

[0107] Therefore, this embodiment integrates multiple cams with different phases on the same camshaft and arranges multiple sets of valve opening and closing components in the valve group body, thereby realizing independent or sequential control of multiple airbags and improving the control integration and consistency of the multi-airbag system under the premise of compact structure.

[0108] Example 7

[0109] This embodiment provides a control method for a cam-driven valve group. The valve group includes a motor, a camshaft driven by the motor to rotate, and at least two sets of valve channels disposed in the valve group body. Each set of valve channels has an air inlet P connected to an air source, an inflation port B connected to a corresponding air bag, an exhaust port R connected to the atmosphere, and a valve opening and closing assembly. The camshaft is provided with multiple cams along the axial direction, each corresponding to the valve opening and closing assembly of each set of valve channels.

[0110] Specifically, the control method includes the following steps:

[0111] Step 1: Determine the non-pressing angle range and pressing angle range of the camshaft through calibration, and establish the mapping relationship of the pressing angle range of the cam corresponding to each valve channel.

[0112] The pressing angle range is the angle range within which the cam applies a pressing displacement to the valve opening and closing assembly through the pressing opening, causing the valve passage to switch to the second state. The non-pressing angle range is the angle range within which the cam does not apply or is insufficient to apply a pressing displacement to the valve opening and closing assembly, causing the valve passage to remain or return to the first state.

[0113] On the assembled valve assembly, the camshaft angle and valve status are calibrated. The calibration includes at least the starting angle, ending angle, effective holding angle, and release angle of the cam corresponding to each valve channel. Specifically, the camshaft is driven to rotate by a motor in a low-speed stepping manner, and the shaft angle θ output by the angle sensor is read. The angle sensor can be an encoder, a Hall array, or the angle can be calculated by counting the number of motor steps.

[0114] Furthermore, for each valve channel, the displacement or on / off status parameters of its valve opening and closing components are monitored. Displacement monitoring can be achieved by monitoring the displacement of the top of the pressure rod or the position of the plug. For example, a small magnet can be embedded in the top or side of the pressure rod 43, and a Hall linear sensor can be fixed on the cover plate 30 or the bracket above it. The linear Hall sensor can obtain continuous displacement. The same applies to plug position monitoring. On / off monitoring can be achieved by monitoring the pressure difference at the inlet P, the pressure difference at the outlet R, the flow rate at the charging port B, and the rate of change of cavity pressure. Taking the pressure difference monitoring at the inlet P as an example, a first pressure tap is set in the supply side channel of the inlet P, and a second pressure tap is set in the channel from the inlet P to the internal cavity. The second pressure tap is connected to the channel where the charging port B is located. The first and second pressure taps are respectively connected to the first and second pressure ports of the differential pressure sensor to output the differential pressure signal between the upstream and downstream pressures of the inlet P.

[0115] Furthermore, the minimum shaft angle at which the cam begins to apply displacement to the pressure plate or pressure rod, and the valve transitions from the first state to the second state, is denoted as the starting angle. The maximum shaft angle at which the pressure on the cam is released and the valve returns from the second state to the first state is recorded as the release angle. .by to The pressing angle range is defined between the two angle ranges, and the non-pressing angle range is defined with the remaining angle ranges. The stable pressing segment within the pressing angle range is further truncated into the holding angle segment. This is used to maintain the position in the subsequent step 5.

[0116] It should be noted that the stable pressing segment is within the pressing angle range. , Within this range, the valve has completed switching and the pressing displacement is in the plateau zone, an angle sub-range unaffected by impact and rebound. Based on the collected data, it is determined that the displacement has reached the pressing threshold and the slope of the angle change is less than the plateau threshold. A continuous angle range is defined as a stable pressing segment. Within this segment, the midpoint angle is selected as the holding angle, which is then stored in an angle mapping table for subsequent positioning. The platform threshold... The change in displacement is the difference in displacement between two adjacent samplings of the compression bar. This represents the change in camshaft angle over the same period of time.

[0117] Finally, assign each valve channel to ( , , and phase difference Write the control parameter table or memory to form an angle mapping table.

[0118] Step 2: Obtain the control parameters of the target airbag, establish the correspondence between the target airbag and the valve channel, determine at least one target valve channel based on the correspondence, and determine the pressing angle range corresponding to the target valve channel.

[0119] Specifically, when entering a single inflation / deflation control cycle, the controller reads or calculates the control parameters for the target airbag. These control parameters include at least one or more of the following: target pressure parameters, timing parameters, and state determination thresholds. The target pressure parameters include the target pressure... Upper limit pressure Lower limit pressure Timing parameters include the maximum inflation time. Longest time to release air Press and hold duration Sampling period The state determination thresholds include the inflation pressure change rate threshold. Threshold for rate of change of venting pressure , threshold of pressure change rate in the holding section The control parameters can be obtained from sources such as data sent from the host computer, read from a preset configuration table, determined by looking up a table based on the target airbag type and volume under operating conditions, or calculated from sensor measurements combined with control rules.

[0120] The controller stores a mapping table of airbags and valve channels, which represents the connectivity between each airbag and one or more valve channels in the valve group. The mapping table can be one-to-one, meaning each airbag corresponds to a unique valve channel; one-to-many, meaning the same airbag corresponds to multiple valve channels; or many-to-one, meaning multiple airbags share the same valve channel and are connected through piping switching or distribution structures. The mapping table can be created through factory calibration, assembly configuration, or by the controller reading identification information during runtime initialization. The controller reads identification information such as channel number, airbag number, and interface code. The mapping table must contain at least the airbag ID, valve channel ID, corresponding cam ID or phase ID, channel priority, and mutual exclusion group number.

[0121] Furthermore, the controller acquires the control configuration parameters corresponding to the massage mode, determines the target airbag based on the control configuration parameters, and determines at least one target valve channel corresponding to the target airbag based on the pre-stored mapping relationship between airbags and valve channels. When the massage mode includes grouping, sequence, or phase difference configuration, the controller determines the target valve channel set or target valve channel sequence according to the grouping, channel sequence, and phase difference parameters.

[0122] Based on the angle calibration data obtained in step 1, the controller establishes a pressing angle range parameter for each valve channel, and reads the corresponding pressing angle range for the target valve channel in this step. The pressing angle range includes at least the starting angle. Final pressure angle Maintaining angle One or more of the following. When multiple cams are set on the camshaft and each corresponds to a different valve channel, the controller further reads the phase parameters of the cam corresponding to the target valve channel. The pressing angle range of the target valve channel is converted into a range representation under a unified axial angle coordinate system for subsequent motor angle control.

[0123] One specific embodiment includes:

[0124] The valve assembly includes three valve channels CH1, CH2, and CH3, which are connected to three airbags A1, A2, and A3 respectively via inflation port B. The air inlet P is connected to the air supply source, and the exhaust port R is open to the atmosphere. Three cams CAM1, CAM2, and CAM3 are mounted on the camshaft, each driving the valve opening and closing components of its corresponding valve channel. The controller stores an angle calibration table and an airbag and valve channel mapping table, as well as control configuration parameters for various massage modes. Assuming the controller receives a user-selected massage mode of wave kneading, intensity level 2, and frequency level 3, the controller reads the control parameters from the preset configuration table based on this mode and intensity level, forming the parameter set for the current control cycle.

[0125] In the target pressure parameters, the target pressure =22kPa, upper limit pressure =26kPa, lower limit pressure =18kPa; among the timing parameters, the longest inflation time =1.2s, longest time for venting =0.9s, press duration =0.35s, sampling period =10ms. In the state determination threshold, the inflation pressure change rate threshold is... =1.5kPa / s, threshold for rate of change of venting pressure =1.2kPa / s, threshold of pressure change rate in the holding section =0.2kPa / s.

[0126] The controller stores a mapping table of airbags and valve channels. The mapping table records the relationships as follows: A1 corresponds to CH1 and cam CAM1, A2 corresponds to CH2 and cam CAM2, and A3 corresponds to CH3 and cam CAM3. The mapping table fields include airbag ID, valve channel ID, corresponding cam ID, channel priority, and mutual exclusion group number.

[0127] The control configuration for the wave-kneading mode is defined as sequentially inflating and holding airbags A1 through A2 through A3, followed by sequential deflation, with a phase difference between adjacent airbags. Based on this, the controller determines the target airbag for the current control cycle as A2, which is in the current segment of the wave sequence, and retrieves the candidate valve channel set {CH2} from the mapping table, thus determining the target valve channel as CH2. In another control cycle, when the mode configuration requires grouped control, the controller can determine the target airbags as {A1, A3} and form the target valve channel set {CH1, CH3}; when the mode configuration requires sequential execution, the controller forms the target valve channel sequence such as [CH1, CH2, CH3].

[0128] Based on the calibration data from step 1, the controller establishes a pressing angle range parameter for each valve channel. In this embodiment, the angle calibration table provides the pressing angle for the target valve channel CH1. =18°, final pressure angle =62°, holding angle =40°, the pressure-initiating angle of the target valve channel CH2 =138°, final pressure angle =182°, holding angle =160°, the pressure-inducing angle of the target valve channel CH3 =258°, final pressure angle =302°, holding angle =280°. When the controller determines that the target valve channel is CH2, it reads and determines the pressing angle range of the target valve channel as [138°, 182°], and sets the holding angle to 160° for subsequent pressing and holding control.

[0129] Furthermore, the phase difference parameter for the wave kneading massage mode is set as follows: Based on this, the controller organizes the holding angles of CH1, CH2, and CH3 into a sequence [40°, 160°, 280°] according to a unified camshaft angular coordinate system, and uses it for angle scheduling in subsequent control cycles.

[0130] Step 3: Control the motor to drive the camshaft to rotate according to the preset rotation angle and rotation speed, so that each valve channel switches between the first state and the second state within the pressing angle range of its corresponding cam.

[0131] Specifically, the controller must establish at least a valve channel angle mapping table, phase difference parameters, channel sequence and grouping scheduling table, and motor motion parameter table. The valve channel angle mapping table establishes the corresponding cam angle window parameters for each valve channel i, i.e., the pressure angle. Final pressure angle Maintaining angle The phase difference parameter is the installation phase difference between each cam on the camshaft and the reference cam, denoted as . The global shaft angle θ is determined and written into the controller during calibration or assembly, enabling the controller to convert the global shaft angle θ into the equivalent cam angle of channel i.

[0132]

[0133] Based on this, it is determined whether channel i is within its pressing angle range. .

[0134] The motor motion parameter table includes the motor rotation speed and rotation angle.

[0135] When the camshaft angle θ enters the pressing angle range of the target valve channel, the valve channel is switched to the second state; when θ enters its non-pressing angle range, the valve channel is switched to the first state.

[0136] Step 4: When the camshaft is in the non-pressing angle range, the valve opening and closing assembly of the target valve channel is in the first state under the action of the reset force.

[0137] When θ is within the non-pressing angle range of the target valve channel, the valve opening and closing assembly maintains its first state under the action of the reset force. The first state is defined as follows: the plug is sealed with the air inlet P, closing the air inlet P and keeping the charging port B connected to the exhaust port R.

[0138] Step 5: When inflating the target airbag, control the motor to drive the camshaft to rotate into the pressing angle range corresponding to the target valve channel, so that the cam of the target valve channel applies a pressing displacement to the valve opening and closing component through the pressing opening, drives the elastic component to deflect, drives the plug to release the seal on the air inlet P and form a seal with the exhaust port R, so that the target valve channel switches to the second state, and the air supply source supplies air to the target airbag through the air inlet P and the inflation port B.

[0139] Step 6: When the inflation termination condition of the control parameters is met, control the motor to keep the camshaft at a preset angle position within the pressing angle range corresponding to the target valve channel for a preset duration.

[0140] Inflation termination conditions include pressure reaching a threshold or inflation time reaching a threshold.

[0141] Step 7: When deflating the target airbag, control the motor to drive the camshaft to rotate away from the pressing angle range corresponding to the target valve channel and enter the non-pressing angle range, release the pressing displacement, cause the elastic component to rebound and drive the plug to re-seal the air inlet P, and at the same time connect the exhaust port R, so that the target airbag can vent through the inflation port B and the exhaust port R.

[0142] The present invention relates to a cam-driven valve, valve assembly, and control method. A motor drives a camshaft, which, through a pressing opening, switches the valve opening and closing components, enabling mechanical sealing switching between the air inlet and exhaust port. This reduces the number of valve components, drive channels, and wiring harness required for independent valve driving with multiple solenoid valves and SMA valves, lowering noise and heat accumulation risks and improving stability under high-temperature conditions. Simultaneously, it provides two force transmission paths: direct or indirect cam pressing. Indirect pressing can utilize a pressure rod, sealing diaphragm, and pressure plate with a U-shaped groove elastic tongue to optimize force transmission and reduce seal wear. The plug can employ a pin shaft and double rubber plug structure to improve sealing consistency. The valve assembly can arrange multiple cams and multiple valve channels in parallel on the same camshaft. Phase arrangement enables time-sharing and group control of multiple airbags. The control method establishes a pressing angle interval mapping based on calibration and uses angle interval control to achieve controllable timing of inflation, pressure holding, and deflation.

[0143] The above descriptions are merely embodiments of this application, and common knowledge regarding specific structures and characteristics in the solutions is not described in detail here. It will be apparent to those skilled in the art that this application is not limited to the details of the above exemplary embodiments, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Therefore, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this application. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A cam-driven valve, characterized in that, The system includes a valve assembly body (3), a camshaft (1), a motor (2), and a valve opening and closing assembly (4). The valve assembly body (3) is a shell structure that forms an internal gas flow cavity. The valve assembly body (3) is provided with an air inlet, an air filling port, and an air exhaust port that communicate with the cavity, and is provided with a mounting seat for installing the valve opening and closing assembly (4). The valve opening and closing assembly (4) is located at the mounting seat and includes an elastic member, a plug, and an elastic sealing element located at the end of the plug. One end of the elastic member is fixed to the mounting seat, and the other end of the elastic member is connected to the plug. The plug is arranged in the vertical direction, with the upper end of the plug corresponding to the air inlet and the lower end of the plug corresponding to the exhaust outlet. The plug has a first position and a second position under the elastic deformation of the elastic member: in the first position, the upper end of the plug is sealed to the air inlet through the elastic sealing member, and a preset gap is maintained between the lower end of the plug and the exhaust port; in the second position, the lower end of the plug is sealed to the exhaust port through the elastic sealing member, and the upper end of the plug is released from the air inlet. The valve assembly body (3) is provided with a pressing opening, which is arranged corresponding to the force-bearing position of the elastic member; the camshaft (1) is arranged on the outside of the valve assembly body (3) and can be rotatably installed. The camshaft (1) is provided with a cam, which is arranged opposite to the pressing opening, so that the cam can apply a pressing displacement to the elastic member through the pressing opening and cause the elastic member to undergo elastic deformation during the rotation of the camshaft (1), thereby driving the plug to switch between the first position and the second position; The motor (2) is connected to the camshaft (1) for driving the camshaft (1) to rotate; The valve body (3) is provided with an elastic seal at the press opening, and the elastic seal covers the press opening.

2. The cam-driven valve according to claim 1, characterized in that, During the rotation of the cam with the camshaft (1), the cam applies a pressing displacement to the elastic member through the pressing opening in the following ways: the cam directly contacts the elastic member and applies a pressing displacement, or the cam indirectly contacts the elastic member through a force transmission member provided at the pressing opening and applies a pressing displacement.

3. The cam-driven valve according to claim 2, characterized in that, The cam and the elastic member are indirect contact pressing method; the elastic member is a spring plate (42), one end of the spring plate (42) is fixed to the mounting seat of the valve body (3), the spring plate (42) extends outward from the fixed end to form a cantilever structure, and the free end of the spring plate (42) is connected to the plug; the valve opening and closing assembly (4) also includes a pressure rod (43), the pressure rod (43) is a force transmission member, one end of the spring plate (42) is provided with a first mounting hole, one end of the pressure rod (43) forms a cylindrical boss and passes through the first mounting hole, so that the pressure rod (43) cooperates with the spring plate (42) to transmit the pressing displacement; the other end of the pressure rod (43) extends into the pressing opening; The plug includes a pin (45) and two rubber plugs (46) disposed at both ends of the pin (45). The elastic component is a spring plate (42). The free end of the spring plate (42) is provided with a second mounting hole. Both ends of the pin (45) are inserted and fixed at the second mounting hole. The two rubber plugs (46) are respectively disposed corresponding to the air inlet and the air outlet.

4. The cam-driven valve according to claim 3, characterized in that, The valve assembly body (3) is a split shell structure, including a cover plate (30) and a base (31). The cover plate (30) and the base (31) are fastened together and enclosed to form the cavity. The pressing opening is opened on the cover plate (30). The air inlet and the pressing opening are set on the cover plate. The air inlet, the air outlet and the mounting seat are set on the base (31). The air inlet and the air outlet are arranged opposite to each other along the vertical direction of the valve assembly body (3) and aligned with the axis. The air inlet is set at a lateral position between the air inlet and the air outlet. The valve opening and closing assembly (4) also includes a spring (44). A spring seat is set on the inner bottom surface of the base (31). The spring (44) is installed in the spring seat and abuts against the spring seat and the spring plate (42) respectively.

5. The cam-driven valve according to claim 3, characterized in that, The elastic seal at the pressing opening is a sealing membrane (41), which is disposed on the top surface of the cover plate (30) and covers the pressing opening; the valve opening and closing assembly (4) also includes a pressure plate (40) disposed on the outer surface of the sealing membrane (41), which is a force transmission component. At least one U-shaped groove penetrating the thickness of the pressure plate (40) is opened on the pressure plate (40) along the length direction to form an elastic tongue that is integrally connected to the main body of the pressure plate (40). The free end of the elastic tongue forms a pressing surface and is disposed opposite to the cam.

6. The cam-driven valve according to claim 4, characterized in that, The elastic seal at the pressing opening is an elastic block (50). The elastic block (50) includes a top cover and a plunger located at the bottom of the top cover and extending downward. The top cover covers the pressing opening, and the plunger extends below the pressing opening. An annular groove (500) is formed on the outer circumference of the plunger on the bottom surface of the top cover. The outer diameter of the annular groove (500) is larger than the opening size of the pressing opening, so that at least a portion of the annular groove (500) falls within the opening range of the pressing opening. A protruding portion is provided on the inner side of the bottom edge of the top cover, and a recessed groove is provided on the upper surface of the cover plate (30) to cooperate with the protruding portion. The bottom of the plunger abuts against the top of the pressure rod (43), so that when the cam presses the top cover, it drives the plunger to move downward and drives the pressure rod (43) to move downward.

7. The cam-driven valve according to claim 2, characterized in that, The cam and the elastic member are in direct contact and pressing manner; the elastic seal is a soft and hard composite nested structure, which includes a soft and hard material placement plate (47), a soft injection molding material (48), and a hard material (49); the soft and hard material placement plate (47) has a through opening, the soft injection molding material (48) is placed in the through opening, the soft injection molding material (48) has a through hole, and the hard material (49) is embedded in the through hole; The elastic component is a spring sheet (42). The hard material (49) has a through hole for the spring sheet (42) to pass through. The spring sheet (42) passes through the through hole along its length direction, and one end of the spring sheet (42) extends to the outside of the valve body (3) and directly engages with the cam. The other end of the spring sheet (42) has a second mounting hole, and the pin (45) passes through and is fixed at the second mounting hole. The plug includes the pin (45) and rubber plugs (46) respectively disposed at both ends of the pin (45). The rubber plugs (46) constitute the elastic sealing element at the end of the plug.

8. The cam-driven valve according to claim 7, characterized in that, The valve opening and closing assembly (4) also includes a spring (44), the exhaust port forms a boss structure, the spring (44) is sleeved on the outer side or circumferential outer wall of the boss structure along its elastic extension and contraction direction, and abuts against the spring plate (42); the valve body (3) includes a cover plate (30) and a base (31), the air inlet is disposed on the cover plate (30), the exhaust port is disposed on the base (31), and the air inlet and the exhaust port are disposed opposite to each other in the vertical direction.

9. A valve assembly for a cam-driven valve as described in any one of claims 1-8, characterized in that, The system includes a camshaft (1) and multiple valve channels driven by the camshaft (1); the camshaft (1) is provided with multiple cams spaced apart along the axial direction, and the convex orientation of each cam is different from that of the others in the circumferential direction; the valve body (3) is provided with multiple independently arranged mounting seats, each mounting seat is respectively equipped with a set of valve opening and closing components (4), and respectively forms an air inlet, an air filling port and an exhaust port communicating with the internal cavity of the valve body (3) to form multiple sets of valve channels arranged in parallel; wherein, each cam is arranged opposite to the pressing opening at the corresponding mounting seat, so that when the camshaft (1) rotates, each cam applies pressure or releases pressure on the valve opening and closing component (4) of the corresponding valve channel according to its corresponding convex orientation.

10. A control method for a cam-driven valve assembly, characterized in that, The valve group includes a motor, a camshaft driven to rotate by the motor, and at least two sets of valve channels disposed in the valve group body. Each set of valve channels has an air inlet connected to an air source, an inflation port connected to a corresponding airbag, an exhaust port connected to the atmosphere, and a valve opening and closing assembly. The camshaft is provided with multiple cams along the axial direction, each corresponding to the valve opening and closing assembly of each set of valve channels. The control method includes: Step 1: Determine the non-pressing angle range and pressing angle range of the camshaft through calibration, and establish the mapping relationship of the pressing angle range of the cam corresponding to each valve channel; Step 2: Obtain the control parameters of the target airbag, establish the correspondence between the target airbag and the valve channel, determine at least one target valve channel based on the correspondence, and determine the pressing angle range corresponding to the target valve channel; Step 3: Control the motor to drive the camshaft to rotate according to the preset rotation angle and rotation speed, so that each valve channel switches between the first state and the second state within the pressing angle range of its corresponding cam. Step 4: When the camshaft is in the non-pressing angle range, make the valve opening and closing assembly of the target valve channel in the first state under the action of the reset force; Step 5: When inflating the target airbag, control the motor to drive the camshaft to rotate into the pressing angle range corresponding to the target valve channel, so that the cam of the target valve channel applies a pressing displacement to the valve opening and closing component through the pressing opening, drives the elastic component to deflect, drives the plug to release the seal on the air inlet and form a seal with the exhaust port, so that the target valve channel switches to the second state, and the air supply source supplies air to the target airbag through the air inlet and the inflation port; Step 6: When the inflation termination condition of the control parameters is met, control the motor to keep the camshaft at a preset angle position within the pressing angle range corresponding to the target valve channel for a preset duration; Step 7: When deflating the target airbag, control the motor to drive the camshaft to rotate away from the pressing angle range corresponding to the target valve channel and enter the non-pressing angle range, release the pressing displacement, cause the elastic component to rebound and drive the plug to re-seal the air inlet, and at the same time connect the exhaust port, so that the target airbag can vent through the inflation port and the exhaust port.

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