Pump and valve suction integrated damping and silencing integrated system

Abstract

A pump valve suction integrated shock absorption and noise reduction integrated system comprises an upper cover and a lower cover which are buckled to form a noise reduction shell. The invention has the beneficial effects that the automatic reversing valve is integrated in the silencing shell, so that the system is endowed with an active suction function on the premise of not changing the existing ECU architecture, and high-frequency circulating massage is supported; an adapter, a three-dimensional hard limit and an O-shaped ring are adopted for sealing, so that the pipeline is prevented from being shrunken and a solid acoustic bridge is cut off; through X-axis anti-locking, Y-axis double-bridge hollowing, Z-axis interference pre-pressing and multi-line interference fit on the inner side of a damping sleeve, and in combination with asymmetric rigidity of a motor end and a pump head end, vibration and swing resonance are eliminated; a step labyrinth seam and an offset air inlet hole eliminate direct sound and are matched with a sound absorption piece to reduce noise; the long and thin elastic buffering piece wraps the tail of the motor to prevent collision and reduce convection obstruction, an air gap is reserved between the sound absorption piece and the tail of the motor to form convection cooling, axial fixing is achieved through the buckle, the elastic body is flexibly connected to an external structure, and vehicle-mounted mute and damping are achieved.

Description

Technical Field

[0001] This invention relates to a pump valve, and more specifically to an integrated pump valve suction system with vibration damping and noise reduction. Background Technology

[0002] With the continuous upgrading of automotive seat comfort systems, pneumatic massage technology has evolved from the traditional "slow inflation and deflation" to advanced cyclic massage forms such as "pneumatic and mechanical composite" or "multi-chamber high-frequency pulse." This requires the airbag to have an extremely high expansion and contraction response frequency, that is, instantaneous inflation and instantaneous deflation and retraction. At the same time, the in-vehicle environment has stringent requirements for NVH (noise and vibration) performance and must cope with harsh conditions such as bumps and wide temperature ranges. Therefore, developing an in-vehicle air source system that combines high flow rate, extreme quietness, and support for high-frequency suction has become a pressing technical challenge in this field.

[0003] In existing technologies, traditional seat massage ECU boxes (with built-in solenoid valves) only have active inflation and passive deflation functions upon power failure. Passive deflation relies primarily on the elasticity of the airbag itself or the weight of the user to expel air, resulting in extremely slow deflation speeds that cannot meet the rapid retraction requirements of advanced pulse-cycle massage or "pneumatic-mechanical hybrid" modules. To achieve active suction, it is typically necessary to completely discard the existing ECU and redevelop a complex valve array module that supports positive and negative pressure switching, significantly increasing R&D and automotive-grade verification costs.

[0004] Furthermore, most existing small-flow air pumps lack dedicated sound-absorbing housings, simply wrapped in soft rubber or sound-absorbing bags, resulting in limited sound insulation. While large-flow air pumps are equipped with sound-absorbing housings, the limited internal space makes integrated pump-valve design difficult. Regarding vibration damping, traditional solid rubber lugs are prone to "stiffness lock-up" (at zero clearance) or "impact noise" (with clearance) in bumpy vehicle environments. Simultaneously, the uneven mass distribution between the air pump motor and pump head leads to a misalignment between the elastic center and the physical center of gravity in traditional equal-stiffness single damping sleeve designs, easily inducing "seesaw" swaying resonance and limiting the versatility of in-vehicle installation. Additionally, the heat dissipation problem of large-flow air pumps within sealed sound-absorbing housings urgently needs to be addressed, otherwise, motor thermal failure may occur.

[0005] Therefore, how to integrate pump and valve, and suction into a compact silencing housing, while completely solving the problems of vibration, noise and heat dissipation, and upgrading traditional ECUs to support active suction function at zero cost, is a technical problem that needs to be solved by those skilled in the art. Summary of the Invention

[0006] The purpose of this invention is to address the shortcomings and defects of the existing technology by providing an integrated pump and valve suction system for vibration reduction and noise reduction.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: an integrated pump and valve suction shock absorption and noise reduction system, comprising: an upper cover and a lower cover, which are fastened together to form a noise reduction shell; an air pump assembly installed inside the noise reduction shell, one end of which is a pump head end and the other end of which is a motor end; an autonomous reversing valve integrated inside the noise reduction shell, the autonomous reversing valve being composed of two two-position three-way solenoid valves connected in parallel; the two air source ends of the two two-position three-way solenoid valves are respectively connected to the air inlet and air outlet of the air pump assembly through the air circuit connector, and their only common end is connected to the air outlet of the lower cover through the adapter, thereby connecting to the external main air circuit bus; a shock absorption suspension assembly, comprising a first shock absorption sleeve and a second shock absorption tube, the first shock absorption sleeve and the second shock absorption tube being respectively fitted onto both ends of the air pump assembly, and the inner contour of the first shock absorption sleeve and the second shock absorption tube being adapted to the outer shape of the air pump assembly.

[0008] Furthermore, the outer surfaces of the first shock-absorbing sleeve and the second shock-absorbing sleeve are provided with suspension components that protrude outward in the radial and tangential directions. The first shock-absorbing sleeve and the second shock-absorbing sleeve are respectively secured to the upper cover and the lower cover by the suspension components, and are fixed by the groove formed by the upper cover and the lower cover fastening together, so as to prevent the air pump assembly from moving axially.

[0009] Furthermore, the suspension assembly includes cross-shaped ribs and hollow cantilever arms that are independently protruding from the outer wall of the shock absorber sleeve. The cross-shaped ribs provide lateral support and prevent swaying. The hollow cantilever arms can convert the compression mode into bending and shear deformation, thereby reducing the radial stiffness of the system and absorbing high-frequency vibrations.

[0010] Furthermore, the inner walls of the first damping sleeve and the second damping sleeve are provided with discontinuous contact microstructures; the discontinuous contact microstructures include inwardly extending protrusions and outwardly recessed clearance grooves, configured to change the contact state between the first damping sleeve and the second damping sleeve and the air pump assembly from surface contact to multi-line contact or multi-point contact, and form an interference fit.

[0011] Furthermore, the shock-absorbing suspension assembly also includes at least two elastic bodies, which are disposed on the outer wall of the sound-absorbing housing, and the sound-absorbing housing is flexibly connected to the external components through the elastic bodies. The connection method between the elastic bodies and the sound-absorbing housing is one or more of cable ties, adhesive dots, and snap-fit ​​embedding.

[0012] Furthermore, the radial stiffness of the shock-absorbing suspension assembly corresponding to the motor end of the air pump assembly is greater than the radial stiffness of the shock-absorbing suspension assembly corresponding to its pump head end, forming an asymmetric stiffness match, so that the elastic center of the system coincides with the physical center of gravity. The asymmetric stiffness match is achieved through any one or more of the following structural combinations: The thickness of the suspension ribs of the shock-absorbing suspension assembly at the motor end is greater than the thickness of the suspension ribs of the shock-absorbing suspension assembly at the pump head end. The suspension ribs of the shock-absorbing suspension assembly corresponding to the motor end adopt a trapezoidal variable cross-section structure; the shock-absorbing suspension assembly corresponding to the motor end and the shock-absorbing suspension assembly corresponding to the pump head end adopt different materials or different hardnesses of the same material.

[0013] Furthermore, the seam between the upper and lower covers is provided with an acoustic labyrinth structure to block the straight-line propagation path of sound waves; the acoustic labyrinth structure is formed by the overlapping or misaligned fit of the joint edges of the upper and lower covers to create a non-linear sound transmission path.

[0014] Furthermore, the silencing housing is provided with an air inlet, which is offset from the motor end of the air pump assembly to eliminate the direct sound path of the sound wave radiation; the silencing housing is also provided with a sound-absorbing component and an elastic buffer component; the elastic buffer component surrounds the side edge of the motor tail of the air pump assembly; the sound-absorbing component is attached to the inner wall of the tail of the silencing housing; and the side of the sound-absorbing component facing the air pump assembly is provided with a hollowed-out clearance area or a guide groove, so that an air gap for natural convection cooling is maintained between the sound-absorbing component and the motor tail end face of the air pump assembly, and for air intake.

[0015] Furthermore, the lugs on both sides of the first and second shock-absorbing sleeves abut against the upper and lower covers, forming an interference pre-compression when the upper and lower covers are closed.

[0016] Furthermore, it also includes an air path control method, specifically including the following steps: inflation step: controlling the autonomous reversing valve to connect the air outlet of the air pump assembly to the external main air path bus, and starting the air pump assembly to inflate the airbag; deflation step: when receiving a deflation command, controlling the autonomous reversing valve to switch the air path, connecting the air inlet of the air pump assembly to the external main air path bus, and starting the air pump assembly to actively deflate the airbag.

[0017] After adopting the above technical solution, the beneficial effects of the present invention include at least the following: 1. An integrated two-position three-way solenoid valve within the muffler housing automatically intercepts the ECU's passive venting command and switches the air path, connecting the air pump's intake port (negative pressure) to the main air path, thus converting passive venting into active suction. High-frequency pulse massage and rapid retraction can be supported without modifying the ECU hardware or software.

[0018] 2. A rigid plastic adapter is used in conjunction with three-dimensional hard limiting on the X / Z axis and a fully suspended O-ring seal to prevent the pipeline from collapsing during high-flow suction, while cutting off the solid acoustic bridge transmission between the solenoid valve and the housing.

[0019] 3. Multidimensional micro-interference suspension and asymmetric stiffness eliminate vibration and resonance. Zero-clearance anti-locking is achieved via the X-axis, while the double-bridge hollow cantilever on the Y-axis reduces radial stiffness. Interference pre-compression on the Z-axis eliminates vertical clearance. The discontinuous contact microstructure inside the damping sleeve forms a multi-line contact interference fit. The motor end stiffness is greater than the pump head end (due to differences in rib thickness / variable cross-section / material hardness), aligning the elastic center with the physical center of gravity and eliminating swaying resonance.

[0020] 4. The stepped labyrinth structure at the joint between the upper and lower covers and the offset air intake eliminate direct noise, while flame-retardant sound-absorbing components reduce noise. A slender, elastic buffer wraps around the motor tail to prevent bumps and noise and reduce convection obstruction; the sound-absorbing components and the motor tail maintain an air gap to form natural convection cooling and prevent motor thermal exhaustion.

[0021] 5. The upper and lower cover clips achieve axial fixation, and the elastic body flexibly installs the system to the seat frame. The two-position three-way valve requires only one common air nozzle and can be directly plugged into the existing single-pipe ECU system, saving space and making retrofitting convenient. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the structure of the present invention.

[0024] Figure 2 This is a second-angle schematic diagram of the present invention.

[0025] Figure 3 This is a schematic diagram of the disassembled state of the present invention.

[0026] Figure 4 This is a schematic diagram of the structure of the first shock-absorbing sleeve in this invention.

[0027] Figure 5 yes Figure 4 The corresponding top-view structural diagram.

[0028] Figure 6 yes Figure 5 The corresponding front view structural diagram.

[0029] Figure 7 This is a schematic diagram of the structure of the second shock-absorbing sleeve in this invention.

[0030] Figure 8 yes Figure 7 The corresponding top-view structural diagram.

[0031] Figure 9 yes Figure 8 The corresponding front view structural diagram.

[0032] Figure 10 This is a schematic diagram of the inflation state of the present invention.

[0033] Figure 11 This is a schematic diagram of the air extraction state of the present invention.

[0034] Explanation of reference numerals in the attached drawings: 1. Top cover; 2. Elastomer; 3. Cable tie; 4. Self-reversing valve; 5. Adapter; 6. Air circuit connector; 7. First shock absorber sleeve; 8. Air pump assembly; 9. Elastic buffer; 10. Second shock absorber sleeve; 11. Sound absorber; 12. Bottom cover; 13. Suspension assembly; 131. Cross rib; 132. Hollowed-out cantilever. Detailed Implementation

[0035] See Figures 1-9 As shown, the technical solution adopted in this specific embodiment includes: The upper cover 1 and the lower cover 12 are fastened together to form a sound-absorbing shell; Air pump assembly 8 is installed inside the silencer housing, with one end being the pump head and the other end being the motor. The autonomous reversing valve 4, integrated inside the muffler housing, is a two-position three-way solenoid valve. Its two air source ends are connected to the air inlet and outlet of the air pump assembly 8 via air path connector 6, respectively. Its single common end is connected to the air outlet of the lower cover 12 via adapter 5, thus connecting to the external main air path bus. This system preferably uses a two-position three-way solenoid valve as the autonomous reversing valve. This structure allows the air exchange valve assembly to achieve seamless switching between positive pressure inflation and negative pressure suction on the same pipeline with only one common air nozzle. This not only greatly saves the piping space inside the muffler housing but also leaves only a single external air pipe, allowing for direct and perfect connection to the existing single-pipe ECU system of the car seat, reducing the difficulty of pipeline modification. The air path connector 6 is selected from one of the following: PU pipe, PVC pipe, corrugated pipe, and silicone hose, with silicone hose being preferred.

[0036] The shock-absorbing suspension assembly includes a first shock-absorbing sleeve 7 and a second shock-absorbing sleeve 10. The first shock-absorbing sleeve 7 and the second shock-absorbing sleeve 10 are respectively fitted onto both ends of the air pump assembly 8, and the inner contours of the first shock-absorbing sleeve 7 and the second shock-absorbing sleeve 10 are adapted to the outer shape of the air pump assembly 8.

[0037] More specifically, the outer surfaces of the first damping sleeve 7 and the second damping sleeve 10 are provided with suspension components 13 protruding outward in the radial and tangential directions. The first damping sleeve 7 and the second damping sleeve 10 are respectively clamped onto the upper cover 1 and the lower cover 12 by the suspension components 13, and are fixed by the groove formed by the upper cover 1 and the lower cover 12 fastening together, so as to prevent the air pump assembly 8 from moving axially.

[0038] More specifically, the suspension assembly 13 includes a cross rib 131 and a hollow cantilever 132, each independently protruding from the outer wall of the shock absorber sleeve. The cross rib 131 provides lateral support and anti-sway function. The hollow cantilever 132 can convert the compression mode into bending and shear deformation, thereby reducing the radial stiffness of the system and absorbing high-frequency vibrations.

[0039] More specifically, the inner walls of the first damping sleeve 7 and the second damping sleeve 10 are provided with discontinuous contact microstructures; the discontinuous contact microstructures include inwardly extending protrusions and outwardly recessed clearance grooves, which are configured to change the contact state between the first damping sleeve 7 and the second damping sleeve 10 and the air pump assembly 8 from surface contact to multi-line contact or multi-point contact, and form an interference fit.

[0040] More specifically, the shock absorption suspension assembly also includes at least two elastic bodies 2. The elastic bodies 2 are disposed on the outer wall of the sound-absorbing housing, and the sound-absorbing housing is flexibly connected to the external components through the elastic bodies 2. The connection method between the elastic bodies 2 and the sound-absorbing housing is one or more of cable ties 3, adhesive application, and buckle embedding.

[0041] More specifically, the radial stiffness of the shock-absorbing suspension assembly corresponding to the motor end of the air pump assembly 8 is greater than the radial stiffness of the shock-absorbing suspension assembly corresponding to its pump head end, forming an asymmetric stiffness match, so that the elastic center of the system coincides with the physical center of gravity. The asymmetric stiffness match is achieved through any one or more of the following structural combinations: The thickness of the suspension ribs of the shock-absorbing suspension assembly at the motor end is greater than the thickness of the suspension ribs of the shock-absorbing suspension assembly at the pump head end. The suspension ribs of the shock-absorbing suspension assembly corresponding to the motor end adopt a trapezoidal variable cross-section structure; The shock-absorbing suspension components corresponding to the motor end and the shock-absorbing suspension components corresponding to the pump head end are made of different materials or the same material with different hardness.

[0042] More specifically, the joint between the upper cover 1 and the lower cover 12 is provided with an acoustic labyrinth structure to block the straight-line propagation path of sound waves; the acoustic labyrinth structure is formed by the overlapping or misalignment of the joint edges of the upper cover 1 and the joint edges of the lower cover 12 to create a non-linear sound transmission path.

[0043] More specifically, the silencing housing has an air inlet, which is offset from the motor end of the air pump assembly 8 to eliminate the direct sound path of the linear radiation of sound waves. The silencing housing also has a sound-absorbing component 11 and an elastic buffer component 9. The elastic buffer component 9 surrounds the side edge of the motor tail of the air pump assembly 8. The sound-absorbing component 11 is attached to the inner wall of the tail of the silencing housing, and the side of the sound-absorbing component 11 facing the air pump assembly 8 has a hollowed-out clearance area or guide groove so that an air gap for natural convection cooling is maintained between the sound-absorbing component 11 and the end face of the motor tail of the air pump assembly 8, and is used for air intake. The sound-absorbing component 11 includes, but is not limited to, sound-absorbing materials such as sound-absorbing cotton and glass fiber, and the elastic buffer component 9 includes, but is not limited to, elastic buffer components, soft rubber strips and O-rings.

[0044] More specifically, the lugs on both sides of the first shock-absorbing sleeve 7 and the second shock-absorbing sleeve 1 abut against the upper cover 1 and the lower cover 12, forming an interference pre-compression when the upper cover 1 and the lower cover 12 are closed.

[0045] More specifically, a gas path control method is also included, which specifically includes the following steps: See Figure 10 As shown, the inflation steps are as follows: control the autonomous reversing valve 4 to connect the air outlet of the air pump assembly 8 to the external main air circuit bus, and start the air pump assembly 8 to inflate the airbag; See Figure 11 As shown, the air extraction process is as follows: When an air extraction command is received, the autonomous reversing valve 4 is controlled to switch the air path, connecting the air inlet of the air pump assembly 8 to the external main air path bus, and starting the air pump assembly 8 to actively extract air from the airbag.

[0046] The working principle of this invention: This system is integrated into the automotive seat comfort system and connected to the air bus of the traditional ECU. When the ECU issues an inflation command, the autonomous reversing valve 4, integrated inside the muffler housing formed by the upper cover 1 and the lower cover 12, connects the air outlet of the air pump assembly 8 to the external main air bus through the air connection 6 and the adapter 5. The air pump assembly 8 starts and quickly inflates and pushes out of the airbag. When the ECU issues a traditional suction command, i.e., power-off passive exhaust, the autonomous reversing valve 4 automatically intercepts the command and switches the air path, connecting the negative pressure side of the air inlet of the air pump assembly 8 to the main air bus, so that the air pump assembly 8 actively suctions the airbag, thereby physically transforming the passive suction of the traditional ECU into a powerful active suction, supporting high-frequency pulse cycle massage without modifying the ECU hardware and software. During the operation of the air pump assembly 8, the first shock-absorbing sleeve 7, which is fitted onto the square pump head end at one end, and the second shock-absorbing sleeve 10, which is fitted onto the circular motor end at the other end, play a core shock-absorbing role: the cross ribs 131 on the outer side of the first shock-absorbing sleeve 7 and the second shock-absorbing sleeve 10 are snapped and fixed between the upper cover 1 and the lower cover 12, and the hollow cantilever structure 132 opened on the cross ribs 131 absorbs radial vibration through bending and shear deformation in the Y-axis direction, greatly reducing dynamic stiffness; at the same time, the discontinuous contact microstructures on the inner side of the first shock-absorbing sleeve 7 and the second shock-absorbing sleeve 10 form a multi-line contact interference fit with the outer wall of the air pump assembly 8, which retains the clamping force and reduces the shape factor, effectively absorbing high-frequency structural sound transmission. In addition, the shock-absorbing suspension assembly also includes at least two elastic bodies 2 and cable ties 3. The elastic bodies 2 are fixed to the groove on the outside of the upper cover 1 by the cable ties 3. The cable ties 3 are sleeved on the outside of the upper cover 1 and the lower cover 12, and the first shock-absorbing sleeve 7 and the second shock-absorbing sleeve 10 are fixed to the corresponding positions of the air pump assembly 8, effectively preventing the air pump assembly 8 from moving axially. The elastic body 2 abuts against the outer wall of the upper cover 1 in the thickness direction X-axis, forming a Z-axis interference pre-compression when the upper cover 1 and the lower cover 12 are closed, completely eliminating vertical clearance and preventing knocking noises when the vehicle is bumpy. In response to the problem of the center of gravity shift when the mass of the motor end of the air pump assembly 8 is greater than that of the pump head end, this system adopts asymmetric stiffness matching: the second shock-absorbing sleeve 10 is sleeved on the motor end and the thickness of the elastic body 2 at the motor end is greater than that at the pump head end, so that the radial stiffness of the shock-absorbing suspension assembly corresponding to the motor end is greater than that at the pump head end, thereby forcing the elastic center of the system to coincide with the physical center of gravity, eliminating the swaying resonance mode of the whole machine during driving.In terms of acoustics and thermal management, the joint between the upper cover 1 and the lower cover 12 is provided with a stepped labyrinth structure composed of alternating inner and outer baffles, which forces the sound waves to undergo multiple 90° refractions and cuts off the straight radiation path of high-frequency noise by relying on the sudden change in acoustic impedance. The air inlet on the lower cover 12 is offset from the motor of the air pump assembly 8, eliminating the direct sound path at line distance. The inside of the silencing housing is filled with a flame-retardant sound-absorbing and silencing component 11 and an elastic buffer component 9 wrapped around the tail of the motor of the air pump assembly 8. The elastic buffer component 9 is attached to one side of the sound-absorbing component 11, and the other side of the sound-absorbing component 11 is attached to the inner wall of the tail of the silencing housing. An air gap is left between the sound-absorbing component 11 and the tail of the motor of the air pump assembly 8. When the air pump assembly 8 is working, cold air enters from the air inlet of the lower cover 12, flows through the motor surface to absorb heat, and is discharged from the pump head end, forming natural convection cooling, which achieves efficient silencing while preventing motor thermal exhaustion. In summary, this system achieves a zero-cost functional upgrade of the traditional ECU through the coordinated operation of multiple mechanisms, including integrated pump and valve suction circuit, multi-dimensional micro-interference suspension damping, asymmetric stiffness matching, labyrinth silencing, and convection cooling. It also solves the problems of vibration, noise, heat dissipation, and long-term reliability of high-flow air pumps within a compact space.

[0047] The above is only used to illustrate the technical solution of the present invention and is not intended to limit it. Any other modifications or equivalent substitutions made by those skilled in the art to the technical solution of the present invention, as long as they do not depart from the spirit and scope of the technical solution of the present invention, should be covered within the scope of the claims of the present invention.

Claims

1. An integrated pump and valve suction system with vibration damping and noise reduction, characterized in that: include: The upper cover (1) and the lower cover (12) are fastened together to form a sound-absorbing shell; The air pump assembly (8) is installed inside the silencer housing, with one end being the pump head and the other end being the motor. The autonomous reversing valve (4) is integrated inside the silencer housing. The autonomous reversing valve (4) is composed of two two-position three-way solenoid valves connected in parallel. The two air source ends of the two two-position three-way solenoid valves are connected to the air inlet and air outlet of the air pump assembly (8) through the air circuit connector (6), respectively. Their only common end is connected to the air outlet of the lower cover (12) through the adapter (5), and then connected to the external main air circuit bus. The shock-absorbing suspension assembly includes a first shock-absorbing sleeve (7) and a second shock-absorbing sleeve (10). The first shock-absorbing sleeve (7) and the second shock-absorbing sleeve (10) are respectively fitted onto both ends of the air pump assembly (8), and the inner contours of the first shock-absorbing sleeve (7) and the second shock-absorbing sleeve (10) are adapted to the outer shape of the air pump assembly (8).

2. The integrated pump and valve suction vibration damping and noise reduction system according to claim 1, characterized in that: The outer surfaces of the first shock-absorbing sleeve (7) and the second shock-absorbing sleeve (10) are provided with suspension components (13) protruding outward in the radial and tangential directions. The first shock-absorbing sleeve (7) and the second shock-absorbing sleeve (10) are respectively clamped on the upper cover (1) and the lower cover (12) by the suspension components (13), and are fixed by the groove formed by the upper cover (1) and the lower cover (12) being fastened together, so as to prevent the air pump assembly (8) from axially moving.

3. The integrated pump and valve suction vibration damping and noise reduction system according to claim 2, characterized in that: The suspension assembly (13) includes a cross rib (131) and a hollow cantilever (132) that are independently protruding on the outer wall of the shock absorber sleeve. The cross rib (131) has the function of lateral support and anti-swaying. The hollow cantilever (132) can convert the compression mode into bending and shear deformation, thereby reducing the radial stiffness of the system and absorbing high-frequency vibration.

4. The integrated pump and valve suction vibration damping and noise reduction system according to claim 1, characterized in that: The inner walls of the first damping sleeve (7) and the second damping sleeve (10) are provided with discontinuous contact microstructures; the discontinuous contact microstructures include inwardly extending protrusions and outwardly recessed clearance grooves, which are configured to change the contact state between the first damping sleeve (7) and the second damping sleeve (10) and the air pump assembly (8) from surface contact to multi-line contact or multi-point contact, and form an interference fit.

5. The integrated pump and valve suction vibration damping and noise reduction system according to claim 1, characterized in that: The shock-absorbing suspension assembly also includes at least two elastic bodies (2), which are disposed on the outer wall of the sound-absorbing housing, and the sound-absorbing housing is flexibly connected to the external components through the elastic bodies (2). The connection method between the elastic bodies (2) and the sound-absorbing housing is one or more of cable ties (3), glue application, and buckle embedding.

6. The integrated pump and valve suction vibration damping and noise reduction system according to claim 1, characterized in that: The radial stiffness of the shock-absorbing suspension assembly corresponding to the motor end of the air pump assembly (8) is greater than the radial stiffness of the shock-absorbing suspension assembly corresponding to its pump head end, forming an asymmetric stiffness match so that the elastic center of the system coincides with the physical center of gravity. The asymmetric stiffness match is achieved through any combination of one or more of the following structures: The thickness of the suspension ribs of the shock-absorbing suspension assembly at the motor end is greater than the thickness of the suspension ribs of the shock-absorbing suspension assembly at the pump head end. The suspension ribs of the shock-absorbing suspension assembly corresponding to the motor end adopt a trapezoidal variable cross-section structure; The shock-absorbing suspension components corresponding to the motor end and the shock-absorbing suspension components corresponding to the pump head end are made of different materials or the same material with different hardness.

7. The integrated pump and valve suction vibration damping and noise reduction system according to claim 1, characterized in that: The joint between the upper cover (1) and the lower cover (12) is provided with an acoustic labyrinth structure for blocking the straight propagation path of sound waves. The acoustic labyrinth structure is formed by the overlapping or misalignment of the joint edges of the upper cover (1) and the lower cover (12) to create a non-linear sound transmission path.

8. The integrated pump and valve suction vibration damping and noise reduction system according to claim 1, characterized in that: The silencing housing has an air inlet, which is offset from the motor end of the air pump assembly (8) to eliminate the direct sound path of the sound wave radiation. The silencing housing also has a sound-absorbing component (11) and an elastic buffer component (9). The elastic buffer component (9) surrounds the side edge of the motor tail of the air pump assembly (8). The sound-absorbing component (11) is attached to the inner wall of the tail of the silencing housing. The side of the sound-absorbing component (11) facing the air pump assembly (8) has a hollowed-out clearance area or a guide groove so that an air gap for natural convection cooling is maintained between the sound-absorbing component (11) and the motor tail end face of the air pump assembly (8), and is used for air intake.

9. The integrated pump and valve suction vibration damping and noise reduction system according to claim 5, characterized in that: The lugs on both sides of the first shock-absorbing sleeve (7) and the second shock-absorbing sleeve (10) abut against the upper cover (1) and the lower cover (12), forming an interference pre-compression when the upper cover (1) and the lower cover (12) are closed.

10. The integrated pump and valve suction vibration damping and noise reduction system according to claim 1, characterized in that: It also includes a gas path control method, which specifically includes the following steps: Inflation steps: Control the autonomous reversing valve (4) to connect the air outlet of the air pump assembly (8) to the external main air bus, and start the air pump assembly (8) to inflate the airbag; Air extraction step: When the air extraction command is received, the autonomous reversing valve (4) is controlled to switch the air path, and the air inlet of the air pump assembly (8) is connected to the external main air bus. The air pump assembly (8) is started to actively extract air from the airbag.

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