An active side wing control system for seats based on a closed-loop air spring source

Abstract

This specification discloses a seat active side wing control system based on a closed-loop air spring source. The technical solution of this application is based on a closed-loop air spring source, achieving active support for the seat side wings through the coordinated operation of multiple components. The system uses a compressor as a power source, with a high-pressure air tank (HRES) supplying air via a solenoid valve, and a low-pressure air tank (LRES) recovering gas to form a closed loop. An air dryer (AD) and a throttling check valve (TCV) ensure gas quality. The system monitors the air pressure in real time, and the control unit controls the opening and closing of the solenoid valve and air valve based on the detected values ​​to achieve airflow regulation. When the vehicle turns, the system can inflate the airbags to the required pressure value in a short time. Lateral support matched by centrifugal force prevents passenger tilting, the closed loop reduces moisture intrusion and extends the dryer's lifespan, the chassis-mounted air tank reduces in-vehicle noise, and the independent control unit simplifies the system and overcomes the inflation delay problem of existing technologies.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, and more specifically, to a seat active side wing control system based on a closed-loop air spring source. Background Technology

[0002] With the development of automotive technology and the increasing demand for driving comfort, traditional seat designs mainly focus on static comfort, failing to fully consider the needs of dynamic driving conditions, especially during sharp turns. When the body tilts due to inertia, the side wing support function of the seat becomes crucial. While some existing airbag-based support systems can automatically adjust side wing support based on steering and vehicle speed information, there is an adjustment delay, making it unable to meet the support requirements during sharp turns. Furthermore, the side wing tracking and support adjustment often use the same set of airbags, which cannot inflate further after reaching maximum inflation, causing the tracking adjustment to fail.

[0003] Therefore, it is necessary to provide an active flank support solution with a fast response speed and high efficiency. Summary of the Invention

[0004] This specification provides a seat active side wing control system based on a closed air spring air source to overcome at least one technical problem existing in related technologies.

[0005] According to the embodiments of this specification, a seat active side wing control system based on a closed-loop air spring source is provided, comprising: Main side wing support airbag, secondary side wing support airbag, control unit, compressor assembly, high-pressure air tank HRES, low-pressure air tank LRES, air dryer AD, pressure relief valve PLV, throttling check valve TCV, exhaust valve EV, first solenoid valve SV1, second solenoid valve SV2, third solenoid valve SV3, fourth solenoid valve SV4, fifth solenoid valve SV5, first air valve AV1, second air valve AV2, first detection airbag and second detection airbag; The main side wing support airbag is located in the back area of ​​the driver's seat body, and the secondary side wing support airbag is located in the back area of ​​the passenger seat body. The interface of the high-pressure gas storage tank HRES is connected to the first end of the first solenoid valve SV1 via a first gas supply line. The interface of the high-pressure gas storage tank is connected to the first end of the second solenoid valve SV2 via a second gas supply line. The low-pressure air inlet of the compressor assembly is connected to the first end of the third solenoid valve SV3 via a third gas supply line. The second end of the second solenoid valve SV2 is connected to the third gas supply line via a fourth gas supply line. The first branch of the fifth gas supply line connected to the second end of the third solenoid valve SV3 is connected to the first end of the first air valve AV1. The second end of the first air valve AV1 is connected to the main side wing support airbag. The second branch of the fifth gas supply line connected to the second end of the third solenoid valve SV3 is connected to the first end of the second air valve AV2. The second end of the second air valve AV2 is connected to the auxiliary side wing support airbag. The third branch of the fifth gas supply line connected to the second end of the third solenoid valve SV3 is connected to the first end of the fourth solenoid valve SV4. The low-pressure gas storage tank LRES is connected to the first end of the fifth solenoid valve SV5 through the sixth gas supply pipeline. The first branch of the seventh gas supply pipeline connected to the second end of the fifth solenoid valve SV5 is connected to the second end of the first solenoid valve SV1. The second branch of the seventh gas supply pipeline connected to the second end of the fifth solenoid valve SV5 is connected to the second end of the fourth solenoid valve SV4. The high-pressure outlet of the compressor assembly is connected to the inlet of the exhaust valve EV and the first end of the air dryer AD. The outlet of the exhaust valve EV is connected to the external environment through the air supply pipeline. The second end of the air dryer AD is connected to the first end of the throttling check valve TCV. The second end of the throttling check valve TCV is connected to the second branch of the seventh air supply pipeline connected to the second end of the fifth solenoid valve SV5 through the air supply pipeline. The first detection airbag is attached to the main side wing support airbag and is used to detect the air pressure value of the main side wing support airbag; the second detection airbag is attached to the secondary side wing support airbag and is used to detect the air pressure value of the secondary side wing support airbag. The control unit is electrically connected to the first solenoid valve SV1, the second solenoid valve SV2, the third solenoid valve SV3, the fourth solenoid valve SV4, the fifth solenoid valve SV5, the first air valve AV1, the second air valve AV2, the exhaust valve EV, the compressor assembly, the first detection airbag, and the second detection airbag, respectively, and is used to control the opening and closing states of each valve and the compressor, so as to realize the coordinated inflation and deflation operation of the main side wing support airbag and the secondary side wing support airbag.

[0006] In some alternative embodiments, a manual venting bolt ME is also included, which is located at the node where the second branch of the ninth gas supply line intersects with the seventh gas supply line.

[0007] In some optional embodiments, a first pressure distribution sensor disposed in the driver's seat cushion area and a second pressure distribution sensor disposed in the passenger seat cushion area are also included. The control unit is electrically connected to the first pressure distribution sensor and the second pressure distribution sensor respectively, and is configured as follows: Based on the contact pressure distribution area between the driver's buttocks and the seat cushion detected by the first pressure distribution sensor, the target inflation pressure value of the main side wing support airbag is dynamically adjusted. Based on the contact pressure distribution area between the front passenger's buttocks and the seat cushion detected by the second pressure distribution sensor, the target inflation pressure value of the secondary side wing support airbag is dynamically adjusted. Specifically, when the contact pressure distribution area between the occupant's buttocks and the seat cushion is detected to be less than a preset threshold, the target inflation pressure value of the corresponding side wing support airbag is reduced by a predetermined percentage.

[0008] In some optional implementations, the control unit is also connected to the vehicle's ADAS system. When the ADAS navigation module detects a sharp curve within a predetermined distance in front of the vehicle, it triggers the system's pre-inflation function in advance to control the main side wing support airbag and the secondary side wing support airbag to inflate to a predetermined pressure value.

[0009] In some optional embodiments, the first detection airbag and the second detection airbag have the same structure, both including: a flexible shell and a pressure detection unit; wherein, The flexible shell has a detection chamber that fits against the outer surface of the corresponding side wing support airbag. The detection chamber is connected to the interior of the corresponding side wing support airbag through at least one air pressure transmission channel. The pressure detection unit is embedded in the flexible shell and is used to sense the air pressure value in the detection chamber in real time and transmit it to the control unit.

[0010] In some optional embodiments, the back side support airbag and the seat side support airbag adopt a three-layer composite structure, consisting of a high-elasticity TPU inner layer, a polyester fiber reinforcement layer, and a wear-resistant PU coating outer layer from the inside out.

[0011] In some optional embodiments, a pressure sensor is integrated at the interface of the high-pressure gas storage tank HRES for real-time acquisition of the gas pressure data inside the high-pressure gas storage tank HRES; the pressure sensor is electrically connected to the control unit via a signal line to transmit the gas pressure data to the control unit in real time; The control unit collects the internal pressure of the high-pressure gas storage tank HRES in real time through the pressure sensor; the high-pressure gas storage tank is also equipped with a mechanical pressure relief valve. When the control unit detects that the internal pressure of the high-pressure gas storage tank HRES exceeds a predetermined pressure value, it triggers the compressor assembly CM to evacuate and depressurize the high-pressure gas storage tank HRES and issue an alarm.

[0012] In some alternative embodiments, both the high-pressure and low-pressure gas storage tanks are cylindrical containers, bolted to the longitudinal beams of the vehicle chassis, and the volume of the gas storage tanks is 3-5 liters to meet the gas storage requirements of closed-loop circulation.

[0013] In some optional embodiments, a three-in-one sensor integrating a temperature sensor, a pressure sensor, and a humidity sensor is also included. This three-in-one sensor is installed in the air path branch where the first air valve AV1 and the main side wing support airbag are located. The three-in-one sensor transmits the collected data to the control unit via a signal line.

[0014] In some optional embodiments, a pressure relief valve PLV, an air filter, and a drain device are also included, wherein the pressure relief valve PLV is connected to the compressor assembly CM and is used to automatically open and relieve pressure when the pressure exceeds a set value; the air filter and the drain device are connected to the low-pressure air inlet of the compressor assembly CM via a one-way valve CV.

[0015] The beneficial effects of the embodiments in this specification are as follows: The technical solution of this application relies on the high-pressure air storage capacity of the closed-loop air spring source and the valve group coordinated control mechanism to realize the rapid inflation and deflation of the side wing support airbags when the vehicle's driving conditions change. This allows the side wing support to dynamically match the lateral support needs of the driver and passengers in scenarios such as vehicle steering and acceleration, effectively suppressing body tilting and improving driving safety. At the same time, the closed-loop design efficiently recovers and utilizes the gas, reducing gas waste and ineffective equipment operation. This not only reduces the overall energy consumption of the system but also extends the life of core components such as the dryer and air pump by reducing the intrusion of moisture and impurities. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments or related technologies of this specification, the drawings used in the description of the embodiments or related technologies 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.

[0017] Figure 1 This is a schematic diagram showing the connection relationship of various components in an active side wing control system for a seat based on a closed air spring air source, provided as an embodiment of this specification. Detailed Implementation

[0018] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0019] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0020] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0021] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0022] Before introducing the technical solution of this application, the full Chinese and English names of some terms used in the technical solution of this application will be introduced first. Specifically, the compressor module (CM), high-pressure air reservoir (HRES), low-pressure air reservoir (LRES), air dryer (AD), pressure limiting valve (PLV), throttle check valve (TCV), exhaust valve (EV), air filter and dryer (AF + DR), solenoid valves (SV1 - SV5), air valves (AV1 - AV2), air filter and drain device (AF + DR), and check valve (CV).

[0023] This application provides a seat active side wing control system based on a closed-loop air spring air source. The "closed-loop air spring air source" refers to an air source solution that uses compressed air as a power source and employs a closed-loop circulation system to provide support for the seat side wing airbags. Specifically, the system compresses air using a compressor and stores it in a high-pressure air tank (HRES) to form a high-pressure air source. The gas is circulated within the system instead of being directly discharged into the atmosphere: when the airbag needs inflation, the high-pressure gas is delivered to the airbag via components such as solenoid valves and air valves; during deflation, the gas is recovered to the low-pressure air tank (LRES), forming a closed-loop path of "compression-supply-recovery-recompression." This design reduces water vapor intrusion and gas leakage, extends the dryer's service life, and also reduces overall vehicle energy consumption.

[0024] The technical solution of this application will be described below with reference to the accompanying drawings, such as... Figure 1 As shown, Figure 1 This specification provides a schematic diagram of the connection relationships between various components of a seat active side wing control system based on a closed-loop air spring source, as illustrated in the embodiments of this specification. The following diagram is based on... Figure 1 The technical solution of this application is described.

[0025] like Figure 1As shown, the system may include a main side wing support airbag, a secondary side wing support airbag, a control unit, a compressor assembly CM, a high-pressure air tank HRES, a low-pressure air tank LRES, an air dryer AD, a pressure relief valve PLV, a throttling check valve TCV, an exhaust valve EV, a first solenoid valve SV1, a second solenoid valve SV2, a third solenoid valve SV3, a fourth solenoid valve SV4, a fifth solenoid valve SV5, a first air valve AV1, a second air valve AV2, a first detection airbag, and a second detection airbag; The main side wing support airbag is located in the back area of ​​the driver's seat, and the secondary side wing support airbag is located in the back area of ​​the passenger seat. The interface of the high-pressure gas tank HRES is connected to the first end of the first solenoid valve SV1 via the first gas supply line. The interface of the high-pressure gas tank is connected to the first end of the second solenoid valve SV2 via the second gas supply line. The low-pressure intake end of the compressor assembly is connected to the first end of the third solenoid valve SV3 via the third gas supply line. The second end of the second solenoid valve SV2 is connected to the third gas supply line via the fourth gas supply line. The first branch of the fifth gas supply line connected to the second end of the third solenoid valve SV3 is connected to the first end of the first air valve AV1. The second end of the first air valve AV1 is connected to the main wing support airbag. The second branch of the fifth gas supply line connected to the second end of the third solenoid valve SV3 is connected to the first end of the second air valve AV2. The second end of the second air valve AV2 is connected to the secondary wing support airbag. The third branch of the fifth gas supply line connected to the second end of the third solenoid valve SV3 is connected to the first end of the fourth solenoid valve SV4. The low-pressure gas storage tank LRES is connected to the first end of the fifth solenoid valve SV5 through the sixth gas supply line. The first branch of the seventh gas supply line connected to the second end of the fifth solenoid valve SV5 is connected to the second end of the first solenoid valve SV1. The second branch of the seventh gas supply line connected to the second end of the fifth solenoid valve SV5 is connected to the second end of the fourth solenoid valve SV4. The high-pressure outlet of the compressor assembly is connected to the inlet of the exhaust valve EV and the first end of the air dryer AD. The outlet of the exhaust valve EV is connected to the external environment through the air supply pipeline. The second end of the air dryer AD is connected to the first end of the throttling check valve TCV. The second end of the throttling check valve TCV is connected to the second branch of the seventh air supply pipeline connected to the second end of the fifth solenoid valve SV5 through the air supply pipeline. The first detection airbag is attached to the main side wing support airbag and is used to detect the air pressure value of the main side wing support airbag; the second detection airbag is attached to the secondary side wing support airbag and is used to detect the air pressure value of the secondary side wing support airbag. The control unit is electrically connected to the first solenoid valve SV1, the second solenoid valve SV2, the third solenoid valve SV3, the fourth solenoid valve SV4, the fifth solenoid valve SV5, the first air valve AV1, the second air valve AV2, the exhaust valve EV, the compressor assembly, the first detection airbag, and the second detection airbag, respectively, to control the opening and closing status of each valve and the compressor, and to realize the coordinated operation of inflation and deflation of the main side wing support airbag and the secondary side wing support airbag.

[0026] Based on the technical solutions described above, this application also provides some more specific solutions, which are described below.

[0027] In an optional embodiment, the control unit can also communicate with the vehicle's ADAS system. When the ADAS navigation module detects a sharp curve within a predetermined distance in front of the vehicle, it triggers the system's pre-inflation function in advance to control the main side wing support airbag and the secondary side wing support airbag to inflate to a predetermined pressure value.

[0028] In this embodiment, the control unit establishes a communication connection with the vehicle's ADAS system, and achieves data interaction through a CAN bus or in-vehicle Ethernet. When the ADAS navigation module uses high-precision map data or visual sensors to identify a sharp curve (such as a curve with a radius of curvature less than a set threshold) within a predetermined distance ahead of the vehicle, it will send a pre-inflation signal to the control unit in advance. After receiving the signal, the control unit triggers the system's pre-inflation function, changing the traditional passive response mode that relies solely on real-time detection to an active predictive inflation mode.

[0029] Specifically, the control unit controls the solenoid valve group (such as SV2, SV4, etc.) and the compressor to work together to inflate the main side wing support airbag and the secondary side wing support airbag to a predetermined pressure value in advance. This predetermined pressure value is usually lower than the maximum pressure during emergency dynamic support. For example, it is first inflated to 1.1 bar, and then quickly supplemented to the target pressure of 1.3 bar when the vehicle actually enters the curve and centrifugal force is generated. This staged inflation strategy can avoid the discomfort caused by premature full inflation and ensure that effective support strength can be quickly achieved when entering the curve.

[0030] In this embodiment, the pre-inflation function significantly shortens the system response time, establishing basic support before the vehicle reaches the curve, thus overcoming the support lag problem caused by detection delays in traditional systems. Simultaneously, by combining ADAS predictive information with closed-loop control of the control unit, a full-process active support system—"road condition prediction - pre-inflation - dynamic adjustment"—can be achieved, improving driving safety and comfort when cornering. This is particularly suitable for intelligent driving scenarios in complex road conditions. The design in this embodiment changes passive response to active prediction, improving the intelligence and dynamic adaptability of traditional seat side wing support systems.

[0031] In an optional embodiment, the system may further include a manual venting bolt ME, which is located at the node where the second branch branch of the ninth gas pipeline and the seventh gas pipeline intersect.

[0032] In this embodiment, the installation position of the manual venting bolt is as follows: Figure 1 As shown, the manual vent bolt ME can be used to manually release residual gas at nodes during system maintenance or repair. For example, when the system requires disassembly of solenoid valves, airbags, or detection sensors, opening ME can release high-pressure gas in the pipeline, preventing operational risks caused by residual pressure. Alternatively, if abnormal airbag inflation is detected (such as inflation delay or unstable pressure), air or impurities near the node can be vented through ME to eliminate airway blockages or air resistance problems. Simultaneously, as an emergency venting interface for closed systems, ME can also serve as a mechanical backup when the electronic vent valve EV fails, allowing for manual venting to prevent support failure or structural damage caused by excessive airbag pressure.

[0033] In optional embodiments, the technical solution may further include a first pressure distribution sensor disposed in the driver's seat cushion area and a second pressure distribution sensor disposed in the passenger seat cushion area. The control unit is electrically connected to the first pressure distribution sensor and the second pressure distribution sensor respectively, and is configured as follows: Based on the contact pressure distribution area between the driver's buttocks and the seat cushion detected by the first pressure distribution sensor, the target inflation pressure value of the main side wing support airbag is dynamically adjusted. Based on the contact pressure distribution area between the front passenger's buttocks and the seat cushion detected by the second pressure distribution sensor, the target inflation pressure value of the secondary side wing support airbag is dynamically adjusted. Specifically, when the contact pressure distribution area between the occupant's buttocks and the seat cushion is detected to be less than a preset threshold, the target inflation pressure value of the corresponding side wing support airbag is reduced by a predetermined percentage.

[0034] In this embodiment, the first and second pressure distribution sensors can employ matrix pressure sensing technology (such as a thin-film pressure sensor array). By detecting the pressure distribution pattern of the contact area between the occupant's buttocks and the seat, the precise contact area can be calculated. This data directly reflects the occupant's body characteristics (such as hip width and weight distribution), providing a quantitative basis for subsequent pressure adjustment. The control unit can dynamically adjust the inflation pressure of the side wing airbags based on the contact pressure distribution area data fed back by the sensors in real time, using a preset mapping algorithm. For example, when the detected contact area is greater than a threshold (such as 1200 cm²), it is determined to be a larger occupant, and the standard inflation pressure (such as 1.0 bar) is maintained to provide sufficient support; when the contact area is less than the threshold (such as 800 cm²), it is determined to be a smaller occupant, and the inflation pressure is reduced by 20% to 0.8 bar to avoid discomfort caused by excessive pressure.

[0035] The technical solution of this embodiment uses a pressure distribution sensor to quantitatively detect the body shape characteristics of the occupants, which can realize personalized support pressure adaptation for occupants of different body shapes. This avoids the feeling of pressure on slender occupants due to excessive airbag pressure, while allowing larger users to obtain sufficient wrapping and improving driving comfort.

[0036] In optional embodiments, the first and second detection airbags have the same structure, both including a flexible shell and a pressure detection unit; wherein, The flexible shell has a detection chamber that fits against the outer surface of the corresponding side wing support airbag. The detection chamber is connected to the interior of the corresponding side wing support airbag through at least one air pressure transmission channel. The pressure detection unit is embedded in the flexible shell and is used to sense the air pressure value in the detection chamber in real time and transmit it to the control unit.

[0037] In the optional embodiment, the back side support airbag and the seat side support airbag can adopt a three-layer composite structure, consisting of a high-elasticity TPU inner layer, a polyester fiber reinforcement layer, and a wear-resistant PU coating outer layer from the inside out. The high-elasticity TPU inner layer serves as an airtight layer, possessing excellent elastic recovery and tear resistance. It maintains stable performance within a temperature range of -40℃ to +80℃, and operates without leakage under 1.3 bar pressure. During rapid inflation and deflation, it expands and contracts synchronously through elastic deformation, preventing stress concentration that could lead to rupture. The polyester fiber reinforcement layer serves as the structural support framework, using high-strength polyester fibers woven into a mesh structure. It boasts high tensile strength and low elongation at break, limiting excessive expansion of the TPU inner layer under high pressure, ensuring airbag shape stability, dispersing surface pressure distribution, and improving fatigue resistance. It can withstand ≥100,000 inflation and deflation cycles. The wear-resistant PU coating outer layer serves as a protective layer, exhibiting high hardness, excellent wear and scratch resistance, and good oil and chemical corrosion resistance. It resists daily wear and extends airbag lifespan, while its smooth surface reduces friction with the passenger's body, improving contact comfort and facilitating cleaning and maintenance. This three-layer composite structure achieves optimized dynamic support performance, improved durability and reliability, and a balance between comfort and safety through complementary material properties. It is deeply adapted to the closed-loop air circuit and multi-condition control logic, and optimizes material properties for vehicle vibration, temperature changes and other in-vehicle environments, providing a hardware foundation for the system's fast response, long life and high comfort support functions.

[0038] In an optional embodiment, a pressure sensor is integrated at the interface of the high-pressure gas storage tank HRES to collect the gas pressure data inside the high-pressure gas storage tank HRES in real time; the pressure sensor is electrically connected to the control unit via a signal line to transmit the gas pressure data to the control unit in real time. The control unit collects the internal pressure of the high-pressure gas storage tank HRES in real time through the pressure sensor; the high-pressure gas storage tank is also equipped with a mechanical pressure relief valve. When the control unit detects that the internal pressure of the high-pressure gas storage tank HRES exceeds a predetermined pressure value, it triggers the compressor assembly CM to evacuate and depressurize the high-pressure gas storage tank HRES and issue an alarm.

[0039] In this embodiment, the threshold of the mechanical pressure relief valve can be set according to the actual situation, such as 15 bar. When the pressure in the high-pressure gas tank exceeds this value, the mechanical pressure relief valve will release pressure. Since the control unit monitors the gas pressure data in the high-pressure gas tank HRES in real time, when the gas pressure data in the tank exceeds this value but the pressure data does not drop, the relevant valve can be controlled to open to perform emergency evacuation and pressure relief of the high-pressure gas tank HRES and issue an alarm signal to remind relevant personnel to pay attention to the system abnormality.

[0040] In the optional embodiment, both the high-pressure gas tank and the low-pressure gas tank can be cylindrical containers, which are fixed to the longitudinal beams of the vehicle chassis by bolts, and the volume of the gas tank is 3-5 liters to meet the gas storage requirements of closed-loop circulation.

[0041] In this embodiment, the cylindrical container structure features uniform stress distribution, effectively withstanding internal gas pressure and ensuring the structural stability of the gas tank under pressure conditions of 1.3 bar and above. Its cylindrical design also facilitates a compact layout at the chassis longitudinal beams, adapting to vehicle space constraints. Bolt fixing allows the gas tank to be securely installed on the chassis longitudinal beams, providing strong structural support and effectively resisting vibrations and impacts during vehicle operation, while also facilitating future maintenance and disassembly. The 3-5 liter capacity design is based on the gas storage requirements of the closed-loop system, ensuring that the high-pressure gas tank can store sufficient gas for rapid inflation of the dual airbags within 0.5 seconds, while also ensuring that the low-pressure gas tank can effectively recover gas during exhaust operations. This capacity matches the compressor's boosting capacity, the dual airbag volume, and the system's inflation and deflation frequency, ensuring a stable gas supply under dynamic support and static adjustment conditions. This capacity range also considers vehicle space utilization and gas storage efficiency, avoiding difficulties in chassis layout due to excessive volume or impact on system response performance due to insufficient volume.

[0042] In an optional embodiment, the system may also include a three-in-one sensor that integrates a temperature sensor, a pressure sensor, and a humidity sensor. This three-in-one sensor is installed in the air path branch where the first air valve AV1 and the main side wing support airbag are located. It is used to monitor key parameters in the air path in real time and transmit the collected data to the control unit through a signal line to provide accurate data support for the control unit.

[0043] like Figure 1 As shown, "P / T / H" represents the monitoring points for pressure, temperature, and humidity-related parameters, used to monitor key operating parameters of the system. The three-in-one sensor can be modularly packaged, integrating the three sensing elements onto the same PCB substrate. It connects to the air passage via a miniature air chamber, allowing for dynamic optimization of the airbag inflation based on temperature and pressure data. For example, it can reduce pressure to improve comfort during hot summer months. In some alternative embodiments, a pressure relief valve PLV, an air filter, and a drain device may also be included, wherein the pressure relief valve PLV is connected to the compressor assembly CM and is used to automatically open and relieve pressure when the pressure exceeds a set value; the air filter and the drain device are connected to the low-pressure air inlet of the compressor assembly CM via a one-way valve CV.

[0044] In this embodiment, the wiring connection of the pressure relief valve PLV can be found in [reference needed]. Figure 1 This device automatically opens to release pressure when the pressure exceeds a set value, controlling the system pressure within a safe range through the pressure relief action. Simultaneously, by incorporating an air filter and drainage device AF+DR, when the system requires additional air, the CM (Compressor Control Unit) activates to compress air. Outside air is filtered and dried by AF+DR before entering the one-way valve CV, and then flows into the low-pressure intake of the CM. The CM compresses the intake air into high-pressure gas.

[0045] Figure 1 The system provided offers three inflation conditions and three deflation conditions to suit different dynamic scenarios during vehicle operation. The following is a summary in a table, followed by a detailed explanation of each condition.

[0046] ; The following is a detailed explanation of each operating condition in the table. In the above figure, starting the motor means starting the motor in the compressor assembly CM. The following uses the same term and will not be distinguished in detail.

[0047] (1) Inflation condition 1: Turn on SV2 / SV4 / AV1 / AV2 / motor Inflation Mode 1 is suitable for dynamic scenarios that generate centrifugal force, such as vehicle steering, rapid acceleration, or sudden braking. It provides lateral support to the main / passenger side wing airbags of the seat by rapidly inflating and deflating the airbags to match the centrifugal force. Upon detecting a vehicle dynamic signal, the relevant valves and motors are opened simultaneously to achieve parallel inflation of the dual airbags, preventing passengers from tilting due to inertia and improving driving safety and comfort.

[0048] The following describes the system component states and collaborative logic under this operating condition. Specifically, when the SV2 solenoid valve is open, it connects the high-pressure gas tank HRES to the main air path, releasing the pre-stored high-pressure gas as an inflation power source. The motor is in the starting state, driving the compressor module CM to further pressurize the high-pressure gas flowing in through the SV2 solenoid valve, thus enhancing the inflation power. The SV4 solenoid valve is also open, acting as an air distribution hub. The AV1 / AV2 air valves are also open, directly opening the air intake channels of the main / secondary side wing support airbags, ensuring unobstructed gas flow, and ultimately synchronously guiding the pressurized high-pressure gas to the main / secondary side wing support airbags. All the above components need to be linked through the control unit's synchronization signal to ensure the timing consistency of valve opening and motor starting, thereby avoiding inflation efficiency loss due to action delays. Under this operating condition, the high-pressure gas released from the high-pressure gas tank HRES undergoes secondary pressurization. The specific pressurization mechanism includes: First, the high-pressure gas tank provides a basic gas source, which is introduced into the low-pressure intake end on the right side of the CM via SV2; Second, the CM performs secondary pressurization on the basic gas source, increasing the gas pressure before it flows into the airbag, forming a composite power mode of "energy storage and release + dynamic pressurization," thus significantly improving inflation efficiency compared to a single gas source. This operating condition is applicable to centrifugal force scenarios such as vehicle steering, high-speed cornering, and emergency lane changes. The simultaneous inflation of the dual airbags provides immediate lateral support, effectively reducing the passenger's body tilt and improving the comfort and safety of dynamic vehicle driving.

[0049] (2) Inflation condition 2: Open SV1 / SV4 / AV1 / AV2 This operating condition is suitable for static or low-dynamic scenarios (such as when passengers manually adjust the side wing stiffness or the system performs self-check calibration). It relies solely on the static air source pre-stored in the high-pressure air tank to achieve parallel inflation of the main and auxiliary side wing support airbags. The design goal of this operating condition is to provide stable inflation of the airbags through the base pressure of the high-pressure air tank without the need for compressor intervention.

[0050] The following describes the status and collaborative logic of each component in the system under this operating condition. After the SV1 solenoid valve is opened, it can connect the high-pressure gas tank and the main gas path, releasing the pre-stored high-pressure gas (the high-pressure gas tank can be equipped with a pressure reducing valve, which is connected to the gas source of the high-pressure gas tank, and the base pressure after being stabilized by the pressure reducing valve is then delivered to the outside). The SV4 solenoid valve is also in the open state, thus acting as the gas distribution hub. The AV1 / AV2 air valves are also in the open state, thus directly opening the air intake channels of the main / sub-side wing support airbags, allowing gas to flow into the airbags, and finally evenly distributing the high-pressure gas to the air intake paths of the main / sub-side wing support airbags.

[0051] In this inflation mode, the compressor module CM does not start, relying solely on the static air source from the high-pressure air tank. All valves open synchronously via signals from the control unit, forming a direct air path of "high-pressure air tank → SV1 → SV4 → AV1 / AV2 → airbag," avoiding inflation delays caused by asynchronous component movements. During inflation, the airbag's internal pressure is monitored in real time. When the target pressure is reached (e.g., the support pressure matching centrifugal force), the control unit sends a signal to close the relevant valves, ensuring precise matching of inflation volume to requirements. In this mode, the high-pressure air tank serves as the sole power source, providing a stable base pressure through a pressure reducing valve, avoiding energy consumption from compressor operation. This mode is suitable for scenarios with low response speed requirements (e.g., static adjustment), achieving "instant inflation" through the pre-stored gas in the air tank. When the compressor fails or the system needs to reduce energy consumption, inflation mode 2 can serve as a backup inflation mode, ensuring basic system functionality. Simultaneously, direct static air supply avoids the energy consumption of motor startup, thereby reducing overall vehicle energy consumption.

[0052] (3) Inflation condition 3: Turn on SV4 / AV1 / AV2 / motor Inflation Mode 3 is the emergency inflation mode when the high-pressure gas tank has no gas stored. The specific workflow is as follows: When the system detects insufficient gas pressure in the high-pressure gas tank and cannot provide a gas source, the control unit starts the motor CM as the sole power source, and simultaneously opens the fourth solenoid valve SV4, the first air valve AV1, and the second air valve AV2. After the motor starts running, compressed air is output from the high-pressure outlet on its left side. It first enters the air dryer AD, where moisture in the gas is removed by adsorption or condensation to prevent water vapor from freezing in the system or causing component corrosion. Subsequently, the gas flows into the throttling check valve TCV. This valve consists of a throttling valve and a check valve connected in parallel. It can control the unidirectional flow of airflow while regulating the gas flow rate through throttling to prevent excessive airflow impact during inflation. The treated gas passes through the SV4 solenoid valve, which switches the airflow path according to the control signal, and enters the AV1 and AV2 air valves respectively. Finally, it is delivered to the main side wing support airbag and the secondary side wing support airbag to achieve synchronous inflation of the two airbags.

[0053] (4) Exhaust Condition 1: Open AV1 / AV2 / SV4 / SV5 Exhaust Condition 1 is suitable for static vehicle adjustment or low-dynamic scenarios (such as passengers manually reducing the stiffness of the side wing supports or system pressure calibration). By opening the combination of valves AV1 / AV2 / SV4 / SV5, the main and auxiliary side wing support airbags are vented in a coordinated manner, and the exhaust gas is recovered to the low-pressure gas tank to maintain the closed-loop circulation of the system. The goal is to efficiently recover gas to save energy without the need for rapid depressurization, while reserving gas source for subsequent inflation conditions.

[0054] The following explains the function of the relevant valves under this operating condition. Opening the AV1 / AV2 air valves opens the exhaust channels of the main / secondary side wing support airbags, allowing gas to flow out. Opening the SV4 solenoid valve connects the main air path and the exhaust recovery path, serving as a hub for gas outflow. Opening the SV5 solenoid valve connects the main air path and the low-pressure storage tank, providing a recovery channel for exhaust. Under this condition, the relevant valves open synchronously through the control unit, forming a direct air path of "airbag → AV1 / AV2 → SV4 → SV5 → low-pressure storage tank," ensuring smooth exhaust and recovery processes. In this exhaust condition 1, the compressor is not started; gas flow is driven solely by the pressure difference between the airbag and the low-pressure storage tank, which is a "passive recovery" mode with low energy consumption (only valve operation consumes power). This design is suitable for non-emergency exhaust scenarios, avoiding frequent compressor starts and extending its service life.

[0055] (5) Exhaust Condition 2: Turn on AV1 / AV2 / SV3 / SV5 / motor This operating condition is applicable to scenarios where the airbag gas needs to be quickly recovered and stored after the vehicle's dynamic support ends (such as after steering or rapid acceleration to a stop). The goal is to use the compressor to actively pressurize the airbag and efficiently recover the gas discharged from the airbag to the low-pressure gas tank, thus reserving the gas source for subsequent inflation operations, while maintaining the closed-loop circulation of the system and reducing the introduction of outside air.

[0056] The opening function of the relevant valves and the motor control status under this working condition are explained below.

[0057] In this operating condition, opening the AV1 / AV2 air valves opens the exhaust channels of the main / secondary side wing support airbags, allowing gas to flow out. Opening the SV3 solenoid valve connects the airbag exhaust path to the low-pressure intake end of the compressor, forming a gas recovery channel; opening the SV5 solenoid valve connects the high-pressure outlet end of the compressor to the low-pressure storage tank, providing a storage path for the pressurized gas; the motor starts and drives the compressor module CM to operate, pressurizing and recovering the discharged gas. In this operating condition, the motor and valves are activated synchronously through the control unit, forming a closed-loop path of "airbag decompression → compressor pressurization → low-pressure gas storage," ensuring efficient and smooth exhaust recovery and avoiding gas leakage or pressure fluctuations. Unlike the passive recovery in exhaust condition 1 (which relies on pressure difference), exhaust condition 2 uses active compressor pressurization to achieve a "low-pressure exhaust → high-pressure storage" conversion, improving gas recovery efficiency. This design is suitable for rapid recovery after dynamic scenarios (such as after steering), ensuring rapid airbag decompression while efficiently storing gas.

[0058] (6) Exhaust Condition 3: Turn on AV1 / AV2 / SV4 / EV Exhaust Mode 3 is a dedicated mode for emergency situations (such as vehicle collisions, passenger emergency decompression needs) or when the side wing supports need to be quickly released. By opening the AV1 / AV2 / SV4 / EV valve combination, the gas in the main / secondary side wing support airbags is directly discharged into the atmosphere to achieve the goal of "accelerated exhaust". This mode breaks through the closed-loop limitation, sacrificing gas recovery in exchange for extreme exhaust speed to ensure passenger safety or system emergency response.

[0059] The following explains the opening function and coordination logic of the relevant valves under this operating condition. After the AV1 / AV2 air valves open, the exhaust channels of the main / secondary side wing support airbags are fully opened, eliminating the mechanical resistance to airbag exhaust. After the SV4 solenoid valve opens, it connects the main air path and the main exhaust channel, serving as a hub for gas discharge to the atmosphere. After the EV exhaust valve opens, it directly connects the main air path to the atmosphere; the EV exhaust valve can be designed with a large-diameter, fast exhaust channel. Under this operating condition, the relevant valves can be opened synchronously via hardware circuitry or independent emergency signals, with higher priority than other operating conditions, ensuring a rapid "trigger and exhaust" response when a collision signal (such as airbag triggering) or manual emergency button activation is received. The gas flow path can be simplified to "airbag → AV1 / AV2 → SV4 → EV → atmosphere".

[0060] The following section uses a sharp turn scenario as an example to explain in detail the workflow of the seat side wing control system in the technical solution of this application.

[0061] During vehicle operation, a series of vehicle dynamic sensors are equipped to constantly monitor the vehicle's motion. Among these, lateral acceleration is a key indicator for measuring the forces acting on the vehicle during lateral movements such as turning. When the vehicle dynamic sensors detect a lateral acceleration greater than 0.3g (where g represents gravitational acceleration), a trigger condition is met. This threshold is determined by comprehensively considering the comfortable and safe range of lateral forces that the human body can withstand during vehicle turning, as well as the boundary conditions under which the active side wing system of the seat can effectively provide support. Above this acceleration value, the driver and passengers will exhibit a significant tendency to shift to one side due to centrifugal force. In addition to lateral acceleration, the system can also consider parameters such as steering wheel angle and yaw rate as trigger conditions. Steering wheel angle directly reflects the driver's steering intention; a larger angle indicates that the vehicle is performing a significant steering maneuver. Yaw rate reflects the speed at which the vehicle rotates around its vertical axis. When any of these parameters reaches a pre-set threshold, the active side wing system of the seat can also be triggered. This multi-parameter redundant triggering mechanism improves the reliability and accuracy of system triggering, and avoids the system failing to start normally due to a single sensor failure or abnormality.

[0062] When the vehicle's dynamic sensors detect changes in relevant parameters, the information is transmitted to the control unit for analysis and decision-making. The control unit can simultaneously acquire vehicle speed information, as vehicle speed significantly impacts the need for seat side support. At high speeds, even with relatively small steering wheel angles or lateral acceleration, the vehicle's kinetic energy is high, resulting in significant centrifugal force on the driver during steering, making the need for side support more urgent. Conversely, at low speeds, the centrifugal force on the driver is relatively small under the same steering input, reducing the need for side support. Therefore, the control unit can comprehensively determine whether to activate side support based on vehicle speed, avoiding unnecessary frequent activation and improving system stability and lifespan. Furthermore, the control unit can differentiate based on the vehicle's driving mode. Different driving modes result in variations in vehicle power response, suspension tuning, and other aspects, leading to different sensitivities to seat side support. For example, in Sport mode, the vehicle's overall tuning leans towards high performance and handling, often resulting in more aggressive driving maneuvers such as rapid cornering, sharp acceleration, and rapid deceleration. Therefore, in Sport mode, the trigger sensitivity of the active side wing system is set higher, meaning the trigger threshold is relatively lower, to provide lateral support to the driver at an earlier stage, improving driving safety and handling. In Comfort or Eco mode, the trigger threshold is relatively higher, and the system doesn't activate overly sensitively to ensure passenger comfort and efficient energy use. Only after the control unit comprehensively assesses these factors and confirms that the activation conditions are met will the active side wing system be truly activated, providing timely and effective lateral support protection for the occupants.

[0063] Then, the rapid inflation phase begins, completing the inflation process within a predetermined time, such as 0.5 seconds. When the triggering conditions are met, the control unit reacts quickly, opening the high-speed solenoid valve between the high-pressure air tank and the airbag. Compressed air is injected into the airbag cavity through a specially optimized pipeline. The inner wall of the pipeline is treated with a low-friction coating, which significantly reduces the friction of the gas flowing within the pipeline. According to fluid mechanics principles, reduced friction helps reduce resistance to gas flow, allowing compressed air to flow more smoothly and quickly in the pipeline, thereby shortening the inflation time and improving inflation efficiency. During inflation, a pressure sensor monitors the air pressure inside the airbag in real time and feeds the pressure data back to the ECU. The ECU has a preset target pressure value (e.g., 1 bar). When the pressure value fed back by the pressure sensor reaches the target pressure, the ECU issues a control command to close the high-speed solenoid valve, preventing compressed air from continuing to enter the airbag and thus avoiding over-inflation. If the air pressure value fed back by the air pressure sensor does not reach the target pressure, the ECU will briefly activate the CM to perform a pressure replenishment operation. The CM can increase the gas pressure, prompting more compressed air to enter the airbag. The short-term CM is a refined control strategy that can avoid energy waste and unnecessary wear of system components caused by long-term CM operation, while quickly and effectively raising the air pressure in the airbag to the target value.

[0064] During system operation, the system can also perform graded inflation based on the vehicle's acceleration change rate. Since the acceleration change rate reflects the speed of change in the vehicle's motion state, the system determines the vehicle's actual driving conditions by monitoring and analyzing the acceleration change rate in real time. For example, when the acceleration is between 0.3 and 0.5g, it indicates that the vehicle is in a relatively moderate turning condition, and the system inflates the airbag to 0.8 bar to provide moderate support. When the acceleration is greater than 0.5g, it means that the vehicle is in a more intense motion state with greater centrifugal force, and the system inflates the airbag to 1.2 bar to provide stronger lateral support, better ensuring the safety and stability of the occupants. This dynamic adjustment mechanism can flexibly adjust the airbag inflation pressure according to the actual vehicle conditions, making the support effect of the active side wing system more closely match actual needs and improving the system's intelligence and adaptability.

[0065] After the rapid inflation phase, the airbag reaches the target pressure (which may be 1 bar or the corresponding pressure value for graded inflation depending on the operating conditions, as previously mentioned). At this point, the system enters the continuous support phase. The airbag maintains stable internal pressure through a series of measures. The airbag material has excellent airtightness, effectively preventing leakage of internal compressed air. Simultaneously, the high-speed solenoid valve closes, cutting off the air path to the high-pressure air tank to prevent excessive gas replenishment or leakage. The air pressure sensor inside the airbag continues to monitor the pressure in real time. If a slight decrease in pressure is detected (such as due to temperature changes, slight leakage, etc.), the ECU will take timely fine-tuning measures based on the data fed back by the air pressure sensor, such as briefly activating the CM for a small amount of air replenishment, to ensure that the airbag pressure is always maintained at an appropriate level, providing stable support for the occupants. The airbag, designed to maintain stable pressure, fits snugly against the driver's torso. Its ergonomic design ensures that when the vehicle is cornering, the driver's body leans to one side due to centrifugal force. The fitted airbag provides effective support and cushioning between the driver's body and the seat, reducing relative slippage and swaying. This minimizes discomfort caused by body tilt and improves vehicle stability and safety during cornering. During the sustained support phase, the ECU continuously monitors the vehicle's lateral acceleration, a key indicator of centrifugal force during cornering. This data is acquired in real-time by vehicle dynamic sensors (such as acceleration sensors) and transmitted to the ECU. The ECU continuously analyzes and processes the lateral acceleration data to determine whether the vehicle still requires support from the seat side airbags. When the ECU detects that the lateral acceleration continuously exceeds a preset threshold (such as 0.3g mentioned in the rapid inflation phase), it indicates that the vehicle may be in a scenario requiring prolonged lateral support, such as a long curve. In this situation, even if the airbag has already reached its initial target pressure, the pressure may gradually decrease or stronger support may be needed due to prolonged centrifugal force. At this point, the ECU will determine whether to trigger a secondary air replenishment operation based on the specific pressure changes and the magnitude of lateral acceleration. The secondary air replenishment process is similar to the rapid inflation phase. By opening relevant solenoid valves and activating the CM (Continuous Valve Controller), compressed air is added to the airbag to raise the airbag pressure back to an appropriate level. This meets the continuous demand for seat side wing support in conditions such as long curves, further ensuring the safety and comfort of passengers. This continuous monitoring by the ECU and the flexible secondary air replenishment strategy enable the active side wing system to better adapt to complex and changing actual driving conditions, improving the system's reliability and practicality.

[0066] Following this, the deflation and gas recovery phases are performed. In this application's technical solution, the triggering conditions for deflation and gas recovery can be set in two ways. One is a 2-second timer, where the timer starts from when the system determines that a deflation operation is needed. If 2 seconds have elapsed, the deflation and gas recovery process is initiated. This fixed time setting ensures that the system can perform gas recovery promptly and consistently under common and relatively stable operating conditions. The other trigger is when the scenario ends. These scenarios typically refer to dynamic scenarios during vehicle operation, such as sharp turns or rapid acceleration, which require additional support from the seat side airbags. When these scenarios end and the vehicle returns to a relatively stable driving state, the system senses changes in relevant vehicle dynamic data (such as acceleration and steering angle), thereby triggering the deflation and gas recovery operation. This ensures that after completing its support task, the airbag promptly releases pressure and recovers gas, preparing for the next possible action.

[0067] Then, active degassing can begin. During this process, the relevant solenoid valves open, and the control unit precisely controls the opening of the solenoid valves between the airbag and the low-pressure gas tank. Once opened, a gas flow path is established between the airbag and the low-pressure gas tank. Simultaneously with the opening of the solenoid valves, the air pump can begin reverse degassing. The air pump is the power source for gas recovery; by reversing its operation, it actively extracts gas from the airbag, accelerating the gas recovery process. Compared to simply relying on the gas's own pressure for discharge, the active degassing of the air pump significantly improves recovery efficiency, ensuring that the airbag deflation and gas collection are completed in a shorter time.

[0068] During this process, in order to prevent excessive pressure inside the tank from causing safety hazards or affecting the normal operation of the system, a pressure relief valve can be installed in the low-pressure gas storage tank. When the pressure inside the tank rises to close to the safety limit (such as the set 1.5 bar), the pressure relief valve will automatically open to release some gas, so that the pressure inside the tank is kept within a safe range, ensuring the pressure of the entire system is stable and avoiding damage to the gas storage tank or other related components due to excessive pressure.

[0069] The gas recovered to the low-pressure storage tank has a relatively low pressure and cannot directly meet the system's reuse requirements. At this time, the CM can pressurize this recovered gas to increase its pressure and energy. After pressurization, the gas can be stored back into the high-pressure storage tank once its pressure and state meet the requirements. In this way, the gas is recycled, reducing the intake of external air. This reduces the burden on pretreatment processes such as air filtration and drying, saving energy. On the other hand, it reduces the impact of impurities and moisture that may be brought in by the intake of external air, extending the service life of system components. It also helps to reduce the noise generated by the air pump during operation.

[0070] The proposed technical solution leverages the high-pressure air storage capacity of a closed-loop air spring source and a valve group-based coordinated control mechanism to achieve rapid inflation and deflation of the side support airbags as vehicle driving conditions change. This allows the side support to dynamically match the lateral support needs of passengers during vehicle steering and acceleration, effectively suppressing body roll and improving driving safety. Simultaneously, the closed-loop design efficiently recovers and reuses the gas, reducing air source waste and inefficient equipment operation. This not only lowers overall system energy consumption but also extends the lifespan of core components such as the dryer and air pump by reducing moisture and impurity intrusion.

[0071] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A seat active side wing control system based on a closed-loop air spring source, characterized in that, include: Main side wing support airbag, secondary side wing support airbag, control unit, compressor assembly CM, high-pressure air tank HRES, low-pressure air tank LRES, air dryer AD, throttling check valve TCV, exhaust valve EV, first solenoid valve SV1, second solenoid valve SV2, third solenoid valve SV3, fourth solenoid valve SV4, fifth solenoid valve SV5, first air valve AV1, second air valve AV2, first detection airbag and second detection airbag; among which The main side wing support airbag is installed in the back area of ​​the driver's seat body, and the secondary side wing support airbag is installed in the back area of ​​the passenger seat body. The interface of the high-pressure gas storage tank HRES is connected to the first end of the first solenoid valve SV1 via a first gas supply line. The interface of the high-pressure gas storage tank is connected to the first end of the second solenoid valve SV2 via a second gas supply line. The low-pressure air inlet of the compressor assembly is connected to the first end of the third solenoid valve SV3 via a third gas supply line. The second end of the second solenoid valve SV2 is connected to the third gas supply line via a fourth gas supply line. The first branch of the fifth gas supply line connected to the second end of the third solenoid valve SV3 is connected to the first end of the first air valve AV1. The second end of the first air valve AV1 is connected to the main side wing support airbag. The second branch of the fifth gas supply line connected to the second end of the third solenoid valve SV3 is connected to the first end of the second air valve AV2. The second end of the second air valve AV2 is connected to the auxiliary side wing support airbag. The third branch of the fifth gas supply line connected to the second end of the third solenoid valve SV3 is connected to the first end of the fourth solenoid valve SV4. The low-pressure gas storage tank LRES is connected to the first end of the fifth solenoid valve SV5 through the sixth gas supply pipeline. The first branch of the seventh gas supply pipeline connected to the second end of the fifth solenoid valve SV5 is connected to the second end of the first solenoid valve SV1. The second branch of the seventh gas supply pipeline connected to the second end of the fifth solenoid valve SV5 is connected to the second end of the fourth solenoid valve SV4. The high-pressure outlet of the compressor assembly is connected to the inlet of the exhaust valve EV and the first end of the air dryer AD. The outlet of the exhaust valve EV is connected to the external environment through the eighth gas supply line. The second end of the air dryer AD is connected to the first end of the throttling check valve TCV. The second end of the throttling check valve TCV is connected to the second branch of the seventh gas supply line connected to the second end of the fifth solenoid valve SV5 through the ninth gas supply line. The first detection airbag is attached to the main side wing support airbag and is used to detect the air pressure value of the main side wing support airbag; the second detection airbag is attached to the secondary side wing support airbag and is used to detect the air pressure value of the secondary side wing support airbag. The control unit is electrically connected to the first solenoid valve SV1, the second solenoid valve SV2, the third solenoid valve SV3, the fourth solenoid valve SV4, the fifth solenoid valve SV5, the first air valve AV1, the second air valve AV2, the exhaust valve EV, the compressor assembly, the first detection airbag, and the second detection airbag. The control unit controls the opening and closing states of each valve and the compressor based on the air pressure data fed back by the first and second detection airbags and the vehicle driving status signal, so as to realize the coordinated inflation and deflation operation of the main side wing support airbag and the secondary side wing support airbag.

2. The active side wing control system for a seat based on a closed-loop air spring source according to claim 1, characterized in that, It also includes a manual venting bolt ME, which is located at the node where the second branch branch of the ninth gas pipeline and the seventh gas pipeline intersect.

3. The active side wing control system for a seat based on a closed-loop air spring source according to claim 1, characterized in that, It also includes a first pressure distribution sensor located in the driver's seat cushion area and a second pressure distribution sensor located in the passenger seat cushion area; The control unit is electrically connected to the first pressure distribution sensor and the second pressure distribution sensor respectively, and is configured as follows: Based on the contact pressure distribution area between the driver's buttocks and the seat cushion detected by the first pressure distribution sensor, the target inflation pressure value of the main side wing support airbag is dynamically adjusted. Based on the contact pressure distribution area between the front passenger's buttocks and the seat cushion detected by the second pressure distribution sensor, the target inflation pressure value of the secondary side wing support airbag is dynamically adjusted. Specifically, when the contact pressure distribution area between the occupant's buttocks and the seat cushion is detected to be less than a preset threshold, the target inflation pressure value of the corresponding side wing support airbag is reduced by a predetermined percentage.

4. The active side wing control system for a seat based on a closed-loop air spring source according to claim 1, characterized in that, The control unit is also connected to the vehicle's ADAS system. When the ADAS navigation module detects a sharp curve within a predetermined distance in front of the vehicle, it triggers the system's pre-inflation function in advance to control the main side wing support airbag and the secondary side wing support airbag to inflate to a predetermined pressure value.

5. The active side wing control system for a seat based on a closed-loop air spring source according to claim 1, characterized in that, The first detection airbag and the second detection airbag have the same structure, both including: a flexible shell and a pressure detection unit; wherein, The flexible shell has a detection chamber that fits against the outer surface of the corresponding side wing support airbag. The detection chamber is connected to the interior of the corresponding side wing support airbag through at least one air pressure transmission channel. The pressure detection unit is embedded in the flexible shell and is used to sense the air pressure value in the detection chamber in real time and transmit it to the control unit.

6. The active side wing control system for a seat based on a closed-loop air spring source according to claim 1, characterized in that, The back side support airbag and the seat side support airbag adopt a three-layer composite structure, consisting of a high-elasticity TPU inner layer, a polyester fiber reinforcement layer, and a wear-resistant PU coating outer layer from the inside out.

7. The active side wing control system for a seat based on a closed-loop air spring source according to claim 1, characterized in that, A pressure sensor is integrated at the interface of the high-pressure gas storage tank HRES for real-time acquisition of the gas pressure data inside the high-pressure gas storage tank HRES; the pressure sensor is electrically connected to the control unit via a signal line to transmit the gas pressure data to the control unit in real time. The control unit collects the internal pressure of the high-pressure gas storage tank HRES in real time through the pressure sensor; the high-pressure gas storage tank is also equipped with a mechanical pressure relief valve. When the control unit detects that the internal pressure of the high-pressure gas storage tank HRES exceeds a predetermined pressure value, it triggers the compressor assembly CM to evacuate and depressurize the high-pressure gas storage tank HRES and issue an alarm.

8. The active side wing control system for a seat based on a closed-loop air spring source according to claim 1, characterized in that, Both the high-pressure and low-pressure gas storage tanks are cylindrical containers, which are bolted to the longitudinal beams of the vehicle chassis. The volume of each gas storage tank is 3-5 liters to meet the gas storage requirements of a closed-loop system.

9. The active side wing control system for a seat based on a closed-loop air spring source according to claim 1, characterized in that, It also includes a three-in-one sensor that integrates a temperature sensor, a pressure sensor, and a humidity sensor. This three-in-one sensor is installed in the air path branch where the first air valve AV1 and the main side wing support airbag are located. The three-in-one sensor transmits the collected data to the control unit through a signal line.

10. The active side wing control system for a seat based on a closed-loop air spring source according to claim 1, characterized in that, It also includes a pressure relief valve PLV, an air filter, and a drain device. The pressure relief valve PLV is connected to the compressor assembly CM and is used to automatically open and relieve pressure when the pressure exceeds a set value. The air filter and drain device are connected to the low-pressure air inlet of the compressor assembly CM via a one-way valve CV.

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