Centralized control circuit and pneumatic comfort system

Abstract

According to the centralized control circuit and the pneumatic comfort system, the centralized control circuit is provided with the master control unit and the slave control unit, so that the master control unit can control the first air source driving module, and meanwhile, the slave control unit can be managed through a protocol so as to control the first air valve driving modules; repeated configuration of hardware is effectively reduced, the slave control unit is simplified in design and only serves as an execution unit, software of the slave control unit can be completely canceled, and the cost of the slave control unit is reduced.

Description

Technical Field

[0001] This utility model relates to the field of control circuit technology for pneumatic comfort systems, and in particular to centralized control circuits and pneumatic comfort systems. Background Technology

[0002] With the increasing demands for automotive comfort, pneumatic comfort systems are being used more and more widely in seats. In existing technologies, seat pneumatic comfort systems typically include a backrest pneumatic module and a seat pneumatic module, which need to work together through independent control modules. For example, the backrest pneumatic module requires two sets of LIN communication circuits: one for communication with the vehicle's host computer (such as the ECU), and the other for communication with the seat pneumatic module. This architecture results in each pneumatic module requiring an independent control system, which not only increases hardware complexity but also significantly increases manufacturing costs.

[0003] Furthermore, in multi-seat configurations (such as when both the driver and front passenger seats are equipped with pneumatic comfort systems), existing solutions require deploying a separate control system for each seat, further amplifying the cost issue. Simultaneously, the wiring of multiple LIN communication circuits increases the complexity of the vehicle's wiring harness and the risk of potential failures. Therefore, optimizing the control architecture of the pneumatic comfort system, reducing hardware costs, and improving system reliability have become pressing technical challenges in this field. Utility Model Content

[0004] To address the aforementioned issues, this invention proposes a centralized control circuit and a pneumatic comfort system, which solves the problem of high hardware complexity and high manufacturing costs caused by the requirement of an independent control system for each pneumatic module in the prior art.

[0005] In a first aspect, this utility model provides a centralized control circuit, comprising:

[0006] The main control unit includes a main control interface module, a main controller, and a first air source drive module. The main control interface module is used to communicate with a host computer. The main controller is connected to the main control interface module, and the first air source drive module is connected to the main controller.

[0007] And several slave control units, which are communicatively connected to and controlled by the master control unit; each slave control unit includes a slave control interface module, a slave controller, and a first air valve drive module. The slave controller is communicatively connected to the master controller through the slave control interface module, and the first air valve drive module is connected to the slave controller.

[0008] In some embodiments, the main control interface module includes a first connector and a LIN control module.

[0009] The first connector is provided with a first communication terminal and a gas source enable connection terminal. The first communication terminal is connected to the main controller through a LIN control module, and the gas source enable connection terminal is connected to the main controller.

[0010] In some embodiments, the LIN control module includes a LIN control chip, which is provided with a LIN input terminal, a first RXD terminal, and a first TXD terminal;

[0011] The LIN input terminal is connected to the first communication terminal; the first RXD terminal and the first TXD terminal are both connected to the main controller through resistors.

[0012] In some embodiments, the master controller is provided with a second RXD terminal, a second TXD terminal, a first drive terminal, a first SDA terminal, and a first SCL terminal; the second RXD terminal and the second TXD terminal are communicatively connected to the LIN control module; the first drive terminal is driven by a first gas source drive module; and the first SDA terminal and the first SCL terminal are communicatively connected to the slave control unit.

[0013] In some embodiments, the first gas source drive module includes a second resistor, a third resistor, a first transistor, a fourth resistor, a fifth resistor, a first MOSFET, and a first fuse, wherein...

[0014] The driving terminal of the main controller is connected to the base of the first transistor and the first terminal of the third resistor through the second resistor; the collector of the first transistor is connected to the gate of the first MOS transistor and the first terminal of the fifth resistor through the fourth resistor, and the emitter is grounded;

[0015] The drain of the first MOSFET is connected to the first terminal of the first fuse and the second terminal of the fifth resistor, and the source is connected to the gas source control switch enable; the second terminal of the first fuse is used to connect to the power supply; the second terminal of the third resistor is grounded.

[0016] In some embodiments, the master controller of the master control unit communicates with the slave control interface module of the slave control unit via the IIC protocol.

[0017] In some embodiments, the master controller of the master control unit communicates with the slave control interface module of the slave control unit via the SPI protocol.

[0018] In some embodiments, the slave control interface module includes a second connector; the second connector is provided with an SDA interface and an SCL interface; the first end of the SDA interface is connected to the first SDA end of the master controller, and the second end of the SDA interface is connected to the second SDA end of the slave controller; the first end of the SCL interface is connected to the first SCL end of the master controller, and the second end of the SCL interface is connected to the second SCL end of the slave controller.

[0019] In some embodiments, the first valve drive module includes an eleventh resistor, a twelfth resistor, a second MOSFET, a seventh capacitor, an eighth capacitor, a ninth capacitor, a first diode, and a driver.

[0020] The slave controller is provided with a second driving terminal. The second driving terminal is connected to the gate of the second MOS transistor and the first terminal of the twelfth resistor through the eleventh resistor. The drain of the second MOS transistor is connected to the negative terminal of the driver, the first terminal of the first diode, and the first terminal of the seventh capacitor. The second terminal of the first diode is connected to the positive terminal of the driver and the first terminal of the sixth capacitor. The second terminal of the eighth capacitor is grounded through the ninth capacitor.

[0021] The positive terminal of the driver is used to connect to the power supply, and the second terminal of the twelfth resistor and the second terminal of the seventh capacitor are grounded.

[0022] In some embodiments, the main control unit further includes a second air valve drive module, which is connected to the main controller.

[0023] In some embodiments, the slave control unit further includes a second air source drive module, which is connected to the slave controller.

[0024] Secondly, this utility model provides a pneumatic comfort system, including a first air source device, a plurality of first air valves, a plurality of first air bags, and the aforementioned centralized control circuit; wherein, the first air source device is connected to the first air bags through the first air valves, the main control unit of the centralized control circuit system controls the first air source device, and the plurality of slave control units of the centralized control circuit control the plurality of first air valves respectively.

[0025] The centralized control circuit and pneumatic comfort system of this utility model have the following effects: The centralized control circuit of this utility model, by setting up a master control unit and a slave control unit, enables the master control unit to not only control the first air source drive module, but also to manage the slave control unit through the protocol and thus control several first air valve drive modules; effectively reducing the redundant hardware configuration, simplifying the design of the slave control unit so that it only serves as an execution unit, and completely eliminating the software of the slave control unit, thereby reducing the cost of the slave control unit.

[0026] Furthermore, the main control unit can be further equipped with a second air valve drive module, which is directly controlled by the main controller of the main control unit. Additionally, the slave control unit can be further equipped with a second air source drive module, which is controlled by the slave control unit through a protocol managed by the main control unit.

[0027] The pneumatic comfort system of this utility model is equipped with the above-mentioned centralized control circuit. The main control unit controls the air source device, and the slave control unit acts as the execution unit to control the corresponding air valve. This simplifies the wiring harness structure in the vehicle and reduces signal interference. It has the advantages of reducing costs, simplifying wiring, and improving system reliability and response speed.

[0028] The above description is merely an overview of the technical solutions of the present utility model embodiments. In order to better understand the technical means of the present utility model embodiments and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present utility model embodiments more obvious and understandable, specific embodiments of the present utility model are described below. Attached Figure Description

[0029] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0030] Figure 1 This is a schematic diagram of the centralized control circuit according to an embodiment of the present invention;

[0031] Figure 2 This is a schematic diagram of the main control unit in an embodiment of the present invention;

[0032] Figure 3 This is a circuit diagram of the main controller according to an embodiment of the present invention;

[0033] Figure 4 This is a circuit diagram of the first connector of the main control interface module in an embodiment of the present invention.

[0034] Figure 5 The circuit diagram of the first voltage conversion module of the main control interface module in this embodiment of the present invention is shown.

[0035] Figure 6 The circuit diagram of the LIN control module of the main control interface module in this embodiment of the utility model is shown.

[0036] Figure 7 This is a circuit diagram of the air source drive module according to an embodiment of the present utility model;

[0037] Figure 8 This is a circuit diagram of the button control module according to an embodiment of the present invention;

[0038] Figure 9 This is a circuit diagram of the third voltage conversion module according to an embodiment of the present invention;

[0039] Figure 10 This is a schematic diagram of the slave control unit according to an embodiment of the present invention;

[0040] Figure 11 This is a circuit diagram of the second connector of the slave control interface module in an embodiment of the present invention;

[0041] Figure 12 This is a circuit diagram of the second voltage conversion circuit of the slave control interface module according to an embodiment of the present invention;

[0042] Figure 13 This is a circuit diagram of the slave control module according to an embodiment of the present invention;

[0043] Figure 14 This is a circuit diagram of the first air valve drive module according to an embodiment of the present invention.

[0044] Figure label:

[0045] 100. Main control unit; U1. Main controller; 120. First air source drive module; 130. Main control interface module; 140. Voltage divider switch module;

[0046] J1, First connector; U2, First voltage conversion chip; D1, First rectifier diode; D2, Transient voltage suppressor diode; C1, First capacitor; R1, First resistor; C2, Second capacitor; C3, Third capacitor; U3, LIN control chip;

[0047] R2, second resistor; R3, third resistor; Q1, first transistor; R4, fourth resistor; R5, fifth resistor; Q2, first MOSFET; F1, first fuse;

[0048] R6, sixth resistor; R7, seventh resistor; C4, fourth capacitor; SW1, first switch; R8, eighth resistor; SW2, second switch;

[0049] 200, Slave control unit; U5, Slave controller; 220, First air valve drive module; 230 Slave control interface module;

[0050] J2, Second connector; Q3, Second transistor; U4, Second voltage conversion chip; R9, Ninth resistor; R10, Tenth resistor; C5, Fifth capacitor; C6, Sixth capacitor; D3, Second Zener diode.

[0051] R11, eleventh resistor; R12, twelfth resistor; Q4, second MOSFET; C7, seventh capacitor; C8, eighth capacitor; C9, ninth capacitor; D4, first diode; M1, driver;

[0052] U6, third voltage conversion chip; L1, first inductor; C10, tenth capacitor;

[0053] 300. Host computer. Detailed Implementation

[0054] It should be noted that, in the absence of conflict, the embodiments and technical features in the embodiments of this utility model can be combined with each other. The detailed description in the specific embodiments should be understood as an explanation of the spirit of this utility model and should not be regarded as an improper limitation of this utility model.

[0055] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the specific technical solutions of this utility model will be further described in detail below with reference to the accompanying drawings of the embodiments of this utility model. The following embodiments are used to illustrate this utility model, but are not intended to limit the scope of this utility model.

[0056] In the embodiments of this utility model, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0057] Furthermore, in this embodiment of the invention, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions of the components shown in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0058] In the embodiments of this utility model, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral part; it can be a direct connection or an indirect connection through an intermediate medium.

[0059] In embodiments of this invention, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0060] In this embodiment of the invention, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this embodiment of the invention should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0061] Figures 1-13This illustration shows an embodiment of a centralized control circuit according to an embodiment of the present invention, which includes a master control unit 100 and a plurality of slave control units 200.

[0062] The main control unit 100 includes a main control interface module 130, a main controller U1, and a first air source drive module 120. The main control interface module 130 is used to communicate with the host computer 300. The main controller U1 is connected to the main control interface module 130, and the first air source drive module 120 is connected to the main controller U1. Several slave control units 200 are communicated with the main control unit 100 and controlled by the main control unit 100. The slave control unit 200 includes a slave control interface module 230, a slave controller U5, and a first air valve drive module 220. The slave controller U5 is communicated with the main controller U1 through the slave control interface module 230, and the first air valve drive module 220 is connected to the slave controller U5.

[0063] In this embodiment of the utility model, the main control unit 100 refers to a hardware module that undertakes the functions of communication with the host computer 300, control of the first air source and / or the second air valve, and global coordination. Specifically, it can be implemented by an integrated control chip and a drive circuit, and it manages the slave control unit 200 through a communication protocol.

[0064] The slave control unit 200 refers to the hardware module that executes the local first air valve and / or second air source drive. Specifically, it can be implemented using a microcontroller with a drive interface. It receives instructions from the master control unit 100 and independently controls the air valve action.

[0065] The centralized control circuit of this invention is applied to a pneumatic comfort system. The pneumatic comfort system has multiple controlled terminals. A master control unit 100 can be deployed at any controlled terminal and defined as the master control terminal, and the master control unit 100 is driven to the master control terminal. Slave control units 200 are deployed at controlled terminals other than the master control terminal and defined as slave control terminals, and the slave control units 200 are driven to the slave control terminals. Specifically, when applied to a car seat to control the pneumatic comfort module of a single car seat, for a single seat, the master control unit 100 can be deployed to control the backrest pneumatic comfort module, and the slave control units 200 can be used to control the seat's seat cushion pneumatic comfort module. Alternatively, when applied to a car seat to control the pneumatic comfort modules of multiple car seats, corresponding to multiple seats, the master control unit 100 can be deployed to control the driver's seat pneumatic comfort module, and several slave control units 200 are respectively deployed to control several passenger / rear seat pneumatic comfort modules.

[0066] The main control unit 100 parses the instructions from the host computer 300 through the main controller U1, and adjusts the corresponding air source output via the first air source drive module 120. This air source can be a system air source encompassing both the main control unit 100 and the slave control unit 200, or it can be a main control terminal air source specific to the main control unit 100. Alternatively, the main control unit 100 can also control the corresponding local air valve to perform charging and discharging operations. The slave control unit 200 receives control signals from the main control unit 100 via a communication link, and the first air valve drive module 220 drives the corresponding air valve to perform charging and discharging operations. Furthermore, when a slave control terminal air source is provided, the slave control unit 200 can also drive the corresponding local slave control terminal air source.

[0067] In a specific example, the master control unit 100 can serve as the sole gas source control node in the system, avoiding gas source conflicts among multiple nodes. The slave control terminals only need to handle local valve actuation and do not require a separate host computer 300 communication module. This architecture allows multiple slave control modules to share the communication resources of the same master control unit 100, eliminating redundant circuits.

[0068] Compared with existing technologies, this invention addresses the issue that existing solutions require each pneumatic module to be configured with a complete control circuit and LIN communication module, while this solution centrally handles communication with the host computer 300 and air source control through the main control unit 100, and the slave control unit 200 only needs basic drive functions. For example, in multi-seat scenarios, existing technologies require two independent control units for each seat, while this solution only requires the main control unit 100 in the driver's seat and the slave control unit 200 in the passenger seat.

[0069] Through the above technical solution, this utility model effectively reduces the hardware complexity of the aerodynamic comfort system and eliminates wiring redundancy caused by multiple LIN communication modules. The hierarchical division between the master control unit 100 and the slave control unit 200 enhances the system's scalability; adding a new aerodynamic module only requires connecting it to the slave control unit 200 without modifying the master control architecture. Simultaneously, centralized air source control avoids coordination problems between multiple air source nodes, improving system operational stability.

[0070] In such Figures 2-3 In the illustrated embodiment, the main control unit 100 includes a main control interface module 130, a main controller U1, and a gas source drive module 120. The main control interface module 130 includes a first connector J1 and a LIN control module. Please refer to [link / reference needed]. Figure 4 As shown, the first connector J1 is provided with a first communication terminal J1_LIN, a gas source enable connection terminal J1_PUMP and a ground terminal. The first communication terminal J1_LIN is connected to the main controller U1 through the LIN control module, and the gas source enable connection terminal J1_PUMP is connected to the main controller U1.

[0071] In this embodiment, the first connector J1 refers to the physical interface used to establish signal and power transmission between the main control unit 100 and the host computer 300. Specifically, it can be implemented using a plug-in with multiple independent terminals, for example, four terminals corresponding to communication, power supply, air pump control, and grounding functions respectively. The LIN control module refers to a communication control unit based on a local area network protocol. Specifically, it can be implemented using a chip with integrated LIN transceiver functions. For example, the chip can modulate and demodulate the LIN bus signal, thereby establishing data interaction between the main control unit 100 and the host computer 300.

[0072] Specifically, the main control interface module 130 achieves physical connection with the host computer 300 through the first connector J1. Its first communication terminal J1_LIN is directly connected to the LIN control module, enabling the LIN bus signals sent by the host computer 300 to be parsed by the main controller U1. The air source enable connection terminal J1_PUMP is directly connected to the output terminal of the first air source drive module 120 for transmitting air pump control signals, while the ground terminal ensures that the potential reference of the entire main control unit 100 is consistent with the vehicle power system. The LIN control module converts the received LIN signals into serial communication signals recognizable by the main controller U1, and simultaneously re-encapsulates the feedback signals of the main controller U1 into LIN format and sends them back to the host computer 300.

[0073] Compared with the prior art, the existing solution requires discrete components for communication and power management between the main control unit 100 and the host computer 300, such as using an independent LIN transceiver chip, resulting in a large circuit board area and complex signal paths. In contrast, this solution integrates the LIN control module and voltage conversion module into the main control interface module 130, reducing the number of external components, such as eliminating the need for independent power filtering circuits and signal isolation circuits, while also optimizing the signal transmission path.

[0074] Through the above technical solution, the present invention reduces the hardware complexity of the main control unit 100, for example, by reducing the number of discrete components used, while improving the reliability of signal transmission, for example, by using an integrated LIN control module to avoid signal attenuation during long-distance transmission.

[0075] In addition, the first connector J1 is also equipped with a first power supply terminal J1_BAT. The main control interface module 130 also includes a first voltage conversion module. The first power supply terminal J1_BAT is connected to the main controller U1 through the first voltage conversion module. The first power supply terminal J1_BAT converts the external input power supply into a voltage suitable for the operation of the main controller U1 through the first voltage conversion module, such as converting 12V automotive power supply into 5V logic power supply. The first voltage conversion module is a circuit used to convert the input power supply to different voltage levels. Specifically, it can be implemented using a conversion circuit that includes rectification, filtering, and voltage regulation functions. For example, it uses a rectifier diode to suppress reverse current, a transient suppression diode D2 to absorb surge voltage, and a voltage conversion chip to perform voltage reduction processing, thereby providing a stable operating voltage for the main controller U1. The first voltage conversion module completes voltage conversion while suppressing power supply interference through multi-stage circuit design. For example, it uses a transient suppression diode D2 to eliminate voltage spikes on the power line and a filter capacitor to reduce power supply ripple, ensuring the stability of the power supply to the main controller U1.

[0076] Specifically, please refer to Figure 5 As shown, the first voltage conversion module includes a first rectifier diode D1, a transient suppression diode D2, a first voltage conversion chip U2, a first capacitor C1, a first resistor R1, a second capacitor C2, and a third capacitor C3. The first power supply terminal J1_BAT is connected to the first terminal of the first rectifier diode D1 and the first terminal of the transient suppression diode D2. The second terminal of the first rectifier diode D1 is connected to the input terminal of the first voltage conversion chip U2 and the first terminal of the first capacitor C1 through the first resistor R1, and the second terminal of the first rectifier diode D1 outputs the first power supply. The output terminal of the first voltage conversion chip U2 is connected to the first terminal of the second capacitor C2 and the first terminal of the third capacitor C3, and the first voltage conversion chip U2 outputs the second power supply. The second terminals of the transient suppression diode D2, the first capacitor C1, the second capacitor C2, and the third capacitor C3 are grounded.

[0077] In this embodiment of the invention, the first rectifier diode D1 can be an SS54 diode, which functions as a circuit protector, rectifier, and current limiter. Due to its unidirectional conductivity, the SS54 diode can prevent reverse current from flowing in, thereby protecting other components in the circuit from damage. The transient suppression diode D2 is a device used to suppress voltage spikes or surges, specifically a TVS diode, such as SMF18CA, used to absorb transient high-voltage interference at the power supply terminal. The first voltage conversion chip U2 is an integrated circuit that performs voltage conversion, specifically a linear regulator or DC-DC converter chip, used to convert the rectified first power supply into a stable second power supply. The first voltage conversion chip U2 can be a chip of model L78M05ABDT-TR. The first resistor R1 is a current-limiting element, specifically a carbon film resistor or a metal film resistor, used to regulate the current input to the voltage conversion chip. The first capacitor C1, the second capacitor C2, and the third capacitor C3 are energy storage components used for filtering. They can be implemented using electrolytic capacitors or ceramic capacitors to filter out high-frequency noise in the power supply and stabilize the output voltage.

[0078] Specifically, after initial rectification by the first rectifier diode D1, the input power is limited by the first resistor R1 and transmitted to the input terminal of the first voltage conversion chip U2. A transient suppression diode D2 is connected in parallel at the power input terminal to absorb instantaneous high voltage. The first capacitor C1 performs initial filtering on the rectified power supply. The first voltage conversion chip U2 converts the input voltage into a stable second power supply. The second capacitor C2 and the third capacitor C3 further perform secondary filtering on the output voltage. Thus, high-voltage interference at the power supply terminal is suppressed, current fluctuations are limited, and the output voltage remains stable after multiple stages of filtering, providing a reliable operating power supply for the main controller U1.

[0079] Compared with existing technologies, the power supply module of the main control unit 100 in traditional pneumatic comfort systems typically uses only a single filter capacitor or a simple voltage regulator circuit, which has weak protection against power fluctuations and instantaneous high voltage, easily leading to unstable operation of the main controller U1 or component damage. This solution, through a combination design of rectifier diodes, transient suppression diodes D2, and multi-stage capacitors, forms a multi-layered protection and filtering structure at the power input, suppressing voltage spikes and reducing power ripple, thereby improving the stability and reliability of the main control unit 100 power supply.

[0080] Through the above technical solution, this utility model effectively solves the problem of abnormal operation of the main controller U1 caused by external interference to the power supply of the main control unit 100, reduces the impact of power fluctuations on the pneumatic control system, reduces the probability of component damage caused by voltage instability, and simplifies the protection design of the power module, which is conducive to reducing hardware costs and extending the service life of the system.

[0081] exist Figure 6 In one embodiment shown, the LIN control module includes a LIN control chip U3, which has a LIN input terminal U3_LIN, a first RXD terminal U3_RXD, and a first TXD terminal U3_TXD. The LIN input terminal U3_LIN is connected to a first communication terminal J1_LIN. The first RXD terminal U3_RXD and the first TXD terminal U3_TXD are both connected to the main controller U1 through resistors. In this embodiment, the LIN control chip U3 refers to an integrated circuit chip used to implement the LIN bus communication protocol, specifically a chip such as SIT1021QT / 1, used to convert the main controller U1 signal and the LIN bus physical signal. Furthermore, the LIN control chip U3 can also have a first power input terminal U3_VBAT, which is the power supply pin of the LIN control chip U3, specifically powered by a first power supply, which can be a 12V vehicle power supply. The LIN input terminal U3_LIN is a pin connected to the LIN bus, specifically receiving command signals sent by the host computer 300 through a communication terminal. The first RXD terminal U3_RXD and the first TXD terminal U3_TXD refer to the serial data receiving and transmitting pins of the LIN control chip U3. Specifically, they are connected to the corresponding pins of the main controller U1 through resistors. The resistor value can be 100Ω for signal level matching.

[0082] Specifically, the LIN control chip U3 is directly connected to the first communication terminal J1_LIN of the main control interface module 130 via the LIN input terminal U3_LIN to receive LIN bus signals. The first RXD terminal U3_RXD and the first TXD terminal U3_TXD are respectively connected to the corresponding serial communication pins of the master controller U1 through current-limiting resistors, forming a bidirectional data channel. During data transmission, the LIN control chip U3 converts the physical layer signals of the LIN bus into logic level signals that the master controller U1 can recognize, and at the same time converts the logic signals of the master controller U1 into physical signals that conform to the LIN bus specification.

[0083] Compared with existing technologies, the present invention addresses the issue that existing seat pneumatic modules require two sets of LIN communication circuits to connect the vehicle ECU and the adjacent module respectively. This solution achieves single-module reuse by integrating a LIN control chip U3 into the main control unit 100. This chip is directly connected to the main controller U1 via a resistor, eliminating the complex signal conversion circuits found in existing technologies and effectively reducing the number of components.

[0084] Through the above technical solution, this utility model can reduce the hardware complexity and wiring difficulty of the LIN communication circuit, and realize the multiplexing function of communication between the host computer 300 and the module through a single chip. In the scenario of dual-seat configuration with driver and passenger, no additional LIN communication line is required between the main control unit 100 and the slave control unit 200. Control command transmission can be completed only through the IIC bus, thereby reducing the length of the wiring harness and the number of connectors. This design significantly reduces the risk of communication conflicts when multiple modules work together, while enabling the main control unit 100 to have the expansion capability to be compatible with the LIN protocols of different vehicle models.

[0085] exist Figure 3 In one embodiment shown, the master controller U1 is provided with a second RXD terminal U1_RXD, a second TXD terminal U1_TXD, a first drive terminal U1_PUMP-MCU, a first SDA terminal U1_SDA, and a first SCL terminal U1_SCL. The second RXD terminal U1_RXD and the second TXD terminal U1_TXD are communicatively connected to the LIN control module; the first drive terminal U1_PUMP-MCU is driven by the air source drive module 120; and the first SDA terminal U1_SDA and the first SCL terminal U1_SCL are communicatively connected to the slave control unit 200.

[0086] In this embodiment of the invention, the second RXD terminal U1_RXD and the second TXD terminal U1_TXD refer to the data receiving and sending ports for serial communication. Specifically, they can be connected to the LIN control module to achieve bidirectional data transmission with the host computer 300, ensuring instruction interaction between the main control unit 100 and the vehicle control system. The first drive terminal U1_PUMP-MCU refers to the port used to output control signals. Specifically, it can be connected to the base of the transistor or MOSFET of the first air source drive module 120, controlling the start and stop of the air pump through level changes. The first SDA terminal U1_SDA and the first SCL terminal U1_SCL refer to the data line and clock line of IIC communication. Specifically, they can be connected in parallel to multiple slave control units 200 to achieve centralized control of the various pneumatic actuators of the seat by the main control module. In addition, the main controller U1 is also equipped with a second power input terminal U1_VDD. This second power input terminal U1_VDD is the interface that provides the operating voltage to the main controller U1. Specifically, it can be implemented using the second power supply output from the first voltage conversion module. This power supply undergoes voltage conversion and filtering to provide a stable low-voltage DC power supply to the main controller U1. Specifically, the main controller U1 obtains 5V DC power processed by the first voltage conversion chip U2 through the second power input terminal U1_VDD to ensure stable operation of the logic circuit.

[0087] Specifically, the second RXD terminal U1_RXD and the second TXD terminal U1_TXD establish a physical layer connection with the LIN control chip U3, converting the LIN messages sent by the vehicle ECU into TTL level signals, and simultaneously encoding the feedback information from the master controller U1 into LIN bus signals. The first drive terminal U1_PUMP-MCU is connected to the base of the transistor in the air source drive module 120 through a resistor network. When the master controller U1 outputs a high level, the transistor conducts, thereby driving the MOSFET to turn on the air pump power supply. The first SDA terminal U1_SDA and the first SCL terminal U1_SCL are connected to the slave module using an open-drain output method. Multi-node communication is achieved by setting different device addresses. For example, when the master controller U1 sends an air pressure adjustment command to the slave module, the clock signal synchronously transmits the read and write operations of the data bits.

[0088] Compared with existing technologies, traditional seat pneumatic systems require independent power conversion circuits and LIN communication interfaces in each control module. This solution, however, integrates air pump drive, host computer 300 communication, and valve control functions into a single main controller U1 through centralized power management and an I2C bus architecture in the main control unit 100. For example, in existing technologies, the backrest module requires a separate LIN transceiver for communication with the ECU, while in this solution, the main control unit 100 integrates a LIN control module, allowing multiple pneumatic terminals to share the same communication link, reducing the use of vehicle wiring harnesses.

[0089] Through the above technical solution, this utility model realizes direct control of the air source drive module 120 by the main control unit 100 and synchronous management of multiple slave control units 200, eliminating redundant power conversion circuits and communication interfaces in the traditional architecture. Replacing multiple LIN communication nodes with an IIC bus significantly reduces the probability of contact failures in the wiring harness connectors. The main controller U1 integrates multiple interfaces, allowing the driver and passenger seats to share the same control module.

[0090] exist Figure 7 In one embodiment shown, the gas source drive module 120 includes a second resistor R2, a third resistor R3, a first transistor Q1, a fourth resistor R4, a fifth resistor R5, a first MOSFET Q2, and a first fuse F1. The first drive terminal U1_PUMP-MCU is connected to the base of the first transistor Q1 and the first end of the third resistor R3 via the second resistor R2. The collector of the first transistor Q1 is connected to the gate of the first MOSFET Q2 and the first end of the fifth resistor R5 via the fourth resistor R4, and its emitter is grounded. The drain of the first MOSFET Q2 is connected to the first end of the first fuse F1 and the second end of the fifth resistor R5, and its source is connected to the gas source control valve PUMP enable. The second end of the first fuse F1 is used to connect to a power supply, which can be a first power supply output by a first voltage conversion module. The second end of the third resistor R3 is grounded.

[0091] In this embodiment of the invention, the second resistor R2 is a current-limiting resistor connected between the driving terminal of the main controller U1 and the base of the first transistor Q1. It can be implemented using a surface-mount resistor to limit the base current and prevent overcurrent damage to the first transistor Q1. The third resistor R3 is a pull-down resistor connected between the base of the first transistor Q1 and ground. It can be implemented using a carbon film resistor to ensure that the first transistor Q1 is reliably off when there is no driving signal. The first transistor Q1 is a bipolar transistor that acts as a switching element. It can be implemented using an NPN transistor to convert the control signal into the driving capability of a MOSFET. The fourth resistor R4 is a current-limiting resistor connected between the collector of the first transistor Q1 and the gate of the first MOSFET Q2. It can be implemented using a metal film resistor to suppress sudden changes in gate voltage to protect the first MOSFET Q2. The fifth resistor R5 is a bleeder resistor connected between the gate and drain of the first MOSFET Q2. It can be implemented using a high-value resistor to quickly release the gate charge and accelerate the turn-off of the first MOSFET Q2. The first MOSFET Q2 refers to a metal-oxide-semiconductor field-effect transistor used as a power switch. Specifically, it can be implemented using an N-channel enhancement-mode MOSFET and is used to drive the high-current load of the gas source control valve. The first fuse F1 is an overcurrent protection element connected in series between the power supply and the drain of the MOSFET. Specifically, it can be implemented using a resettable fuse and is used to cut off the power supply in the event of a short circuit to prevent equipment damage.

[0092] Specifically, when the main controller U1 outputs a high-level signal through the first drive terminal U1_PUMP-MCU, the second resistor R2 transfers current to the base of the first transistor Q1, turning it on. At this time, the collector of the transistor applies a high-level voltage to the gate of the first MOSFET Q2 through the fourth resistor R4, turning the MOSFET on. The enable terminal of the air source control valve is connected to the power supply through the on-state MOSFET, thereby driving the pneumatic actuator. When the drive signal becomes low, the third resistor R3 pulls down the base potential of the transistor, turning it off, and the fifth resistor R5 quickly discharges the gate charge of the MOSFET, ensuring that the MOSFET is quickly turned off to stop the air source control. The first fuse F1 blows in case of power failure to cut off the circuit and protect subsequent components.

[0093] Compared with existing technologies, traditional pneumatic control modules typically use integrated driver chips to drive high-current loads, but integrated chips are expensive and require complex protection circuits. This solution replaces integrated chips with a combination of discrete components, significantly reducing hardware costs while meeting drive capability requirements. Furthermore, it achieves multiple protection functions through the synergistic effect of resistors and fuses, avoiding the low reliability of discrete components.

[0094] Through the above technical solution, this utility model solves the problems of high cost and single protection function of existing pneumatic system drive modules. While simplifying the circuit structure, it realizes low control signal drive of high power load through the cascade drive of transistors and MOSFETs, reduces cost by using discrete component combination to replace dedicated drive chips, and realizes overcurrent protection and signal stability control through the cooperation of resistor network and fuse, thereby improving the economy and reliability of pneumatic control system.

[0095] exist Figure 8 In one embodiment shown, the main control unit 100 further includes a button control module, which includes a sixth resistor R6, a seventh resistor R7, a fourth capacitor C4, a first switch SW1, and at least one voltage divider switch module 140. The voltage divider switch module 140 includes an eighth resistor R8 and a second switch SW2. The first end of the sixth resistor R6 is connected to the second power supply of the first voltage conversion module, and the second end of the sixth resistor R6 is connected to the first end of the seventh resistor R7, the first end of the eighth resistor R8, and the first end of the first switch SW1. The second end of the seventh resistor R7 is connected to the switch input terminal of the main controller U1 and the first end of the fourth capacitor C4. The second end of the eighth resistor R8 is grounded through the second switch SW2, and the second end of the second switch SW2 and the second end of the fourth capacitor C4 are both grounded.

[0096] In this embodiment of the invention, the sixth resistor R6 and the seventh resistor R7 constitute a voltage divider circuit, which can be implemented using surface-mount resistors with resistances of 10kΩ and 4.7kΩ, respectively, to transmit the level changes generated by the button operation to the main controller U1. The voltage divider switch module 140 is used to generate different voltage signals, which can be implemented by connecting the eighth resistor R8 in series with the second switch SW2, and the voltage division ratio can be changed by operating the second switch SW2. The fourth capacitor C4 is used for signal filtering, which can be implemented using a ceramic capacitor with a capacitance of 1nF to eliminate signal jitter generated during button operation. The first switch SW1 serves as the main control switch, which can be implemented using a micro switch, and is used to input the main control command signal to the main controller U1.

[0097] Specifically, when the first switch SW1 or the second switch SW2 in the voltage divider switch module 140 is triggered, the voltage signal output by the voltage divider circuit changes. This signal is then filtered and input to the main controller U1. The main controller U1 can identify the operating state of different switches by detecting the amplitude difference of the voltage signal. For example, when the first switch SW1 is closed and the second switch SW2 is open, the voltage of the second power supply is divided by the sixth resistor R6 and the seventh resistor R7 and supplied to the switch input terminal; when the first switch SW1 is open and the second switch SW2 is closed, the voltage of the second power supply is divided by the sixth resistor R6, the seventh resistor R7, and the eighth resistor R8 and supplied to the switch input terminal, and its voltage signal changes. In a specific example, the voltage divider switch module 140 can have four switches, thus giving the button control module five switch states. When applied to a pneumatic comfort system, these states control the front support, upper support, lower support, rear support, and massage functions of the seat, respectively.

[0098] Compared with existing technologies, traditional pneumatic systems require separate signal lines and control ports for each function button, resulting in complex wiring harnesses and high resource consumption of the main controller U1 interface. This solution, through a voltage divider circuit design, requires only a single signal line to achieve multi-level control command recognition, reducing the number of wiring harnesses and the resource consumption of the main controller U1 interface. Simultaneously, the voltage divider switch module 140 adopts a standardized resistance configuration, avoiding the drawback of traditional solutions that require customized signal processing circuits for different functions.

[0099] Through the above technical solution, this utility model effectively reduces the hardware complexity and wiring harness quantity of the control system, while ensuring the integrity of multi-level button functions and reducing the resource occupation of the main controller U1 interface. The combined use of voltage divider circuit and filter capacitor can prevent false triggering caused by mechanical switch bounce, improving the reliability of command input. This design is particularly suitable for automotive seat pneumatic systems with limited space and requiring multi-level control, simplifying the wiring structure while maintaining operational response accuracy.

[0100] In one embodiment, the master controller of the master control unit communicates with the slave interface module 230 of the slave control unit 200 via the IIC protocol. In this embodiment, the IIC protocol refers to a two-wire serial bus protocol, specifically using bidirectional data lines SDA and SCL to achieve synchronous data transmission between master and slave devices, suitable for device control in short-distance, low-speed scenarios. In IIC protocol mode, the master controller U1 of the master control unit 100 establishes a bidirectional communication link with the slave controller U5 of the slave control unit 200 via SDA and SCL signal lines. All slave terminals share the same bus and distinguish data based on address encoding. With IIC, the communication between the master control unit 100 and the slave control unit 200 is integrated into a single bus structure. For example, in a multi-seat configuration, the slave control units 200 of the driver and passenger seats can be directly connected to the same bus, eliminating the need to deploy a separate communication control module for each seat. Furthermore, the IIC protocol supports a multi-master, multi-slave architecture, further expanding the system cascading capability. For example, in a dual-seat pneumatic system, the original configuration of four LIN communication interfaces has been reduced to two bus interfaces, while eliminating the risk of signal conflicts when multiple master controllers U1 work together, thus improving system stability and maintainability.

[0101] In one embodiment, the master control unit 100 communicates with the slave control unit 200 via the SPI protocol. The SPI protocol is a four-wire synchronous serial interface protocol, which can specifically use the master device output clock signal SCLK, master input slave output data line MISO, master output slave input data line MOSI, and chip select signal SS to achieve full-duplex communication, and is suitable for data interaction in high-speed, multi-slave scenarios.

[0102] In SPI protocol mode, the master control unit 100 is connected to each slave control unit 200 through independent chip select signal lines, and parallel data exchange is achieved under the same clock signal. Communication via SPI protocol does not require a separate communication interface module to be deployed for each slave terminal. It is only necessary to establish a standardized bus between the master controller U1 and the slave controller U5 to complete the transmission of multi-node control commands.

[0103] Compared with existing technologies, the present invention addresses the issue that existing solutions require each pneumatic module to be configured with an independent LIN communication circuit to interact with the host computer 300 and other modules, resulting in redundant investment of hardware resources. However, by adopting the SPI protocol, the communication between the master control unit 100 and the slave control unit 200 is integrated into a single bus structure. For example, in a multi-seat configuration, the slave control units 200 of the driver and passenger seats can be directly connected to the same bus, eliminating the need to deploy a separate communication control module for each seat. Furthermore, the high-speed characteristics of the SPI protocol can meet real-time control requirements. For instance, in a dual-seat pneumatic system, the original configuration requiring four LIN communication interfaces is reduced to two bus interfaces, while eliminating the risk of signal conflicts when multiple master controllers U1 work together, thus improving system stability and maintainability.

[0104] exist Figure 9 The embodiment shown also includes a third voltage conversion module, which includes a third voltage conversion chip U6, a first inductor L1, and a tenth capacitor C10. The third voltage conversion chip U6 is provided with an IN terminal, a BS terminal, and an LX terminal. The IN terminal is connected to the first power supply terminal J1_BAT of the first connector J1. The BS terminal is connected to the first terminal and the LX terminal of the first inductor L1 through the tenth capacitor C10. The second terminal of the first inductor L1 outputs the third power supply.

[0105] In this embodiment of the invention, the third voltage conversion chip U6 can be a TMI3253 chip, a DC-DC synchronous buck converter used to step down the voltage of the first power supply terminal J1_BAT to a third power supply for powering the slave control unit 200. At the output of the third voltage conversion chip U6, a tenth capacitor C10 connected between the LX and BS pins forms a floating power supply on the high-side switch driver, and this power supply is rectified by the first inductor L1 to form the third power supply. At least one capacitor and at least one resistor are also connected to the IN terminal of the third voltage conversion chip U6. The capacitor filters the input power supply, and the resistor divides the input power supply. At least one capacitor and at least one resistor are also connected to the second terminal of the first inductor L1. The capacitor filters the input power supply, and the resistor divides the input power supply. In a specific example, a 12V input power supply can be stepped down by the third voltage conversion chip U6 to form an 8V third power supply.

[0106] exist Figures 10-11In the illustrated embodiment, the slave interface module 230 includes a second connector J2; the second connector J2 is provided with an SDA interface J2_SDA and an SCL interface J2_SCL; the first end of the SDA interface J2_SDA is connected to the first SDA end U1_SDA of the master controller U1, and the second end of the SDA interface J2_SDA is connected to the second SDA end U5_SDA of the slave controller U5; the first end of the SCL interface J2_SCL is connected to the first SCL end U1_SCL of the master controller U1, and the second end of the SCL interface J2_SCL is connected to the second SCL end U5_SCL of the slave controller U5. In this embodiment of the present invention, the SDA interface J2_SDA refers to a communication interface used for transmitting data signals, which can be implemented using a bidirectional open-drain structure, used to transmit control commands or status information between the master control unit 100 and the slave controller U5. The SCL interface J2_SCL refers to a communication interface used for transmitting clock signals, which can be implemented using a push-pull output structure, used to synchronize data transmission timing. The SDA interface J2_SDA and the SCL interface J2_SCL can be integrated into a second connector J2, such as the model S10B-AIT2-1AK, for communication between the slave control unit 200 and the master control unit 100.

[0107] Compared with existing technologies, the slave control modules of existing aerodynamic comfort systems typically require independent communication interfaces and power management circuits, resulting in complex wiring and high costs. This solution, however, reuses the IIC / SPI communication interface of the main control unit 100 and utilizes a second voltage conversion module to achieve localized power conversion, reducing the number of communication harnesses and voltage drop losses in the power lines.

[0108] Through the above technical solution, this utility model simplifies the hardware structure of the slave control unit 200 and reduces the complexity of the wiring harness in multi-pneumatic module collaborative control scenarios. The integrated power conversion and communication interface design reduces the length and number of external power lines, avoiding efficiency losses caused by multi-stage voltage conversion.

[0109] In addition, the second connector J2 is also equipped with a power interface, and the slave interface module 230 also includes a second voltage conversion module. The power interface is connected to the second voltage conversion module to obtain a third power supply; wherein, the third power supply can be an 8V power supply. Figure 12In the illustrated embodiment, the second voltage conversion module specifically includes a second transistor Q3, a second voltage conversion chip U4, a ninth resistor R9, a tenth resistor R10, a fifth capacitor C5, a sixth capacitor C6, and a second Zener diode D3. The base of the second transistor Q3 is connected to the first terminal of the ninth resistor R9 and the first terminal of the second Zener diode D3 through the tenth resistor R10. The collector is connected to the third power supply, and the emitter is connected to the input terminal of the second voltage conversion chip U4, the first terminal of the fifth capacitor C5, and the first terminal of the sixth capacitor C6. The second terminal of the ninth resistor R9 is connected to the third power supply, and the output terminal of the second voltage conversion chip U4 outputs a fourth power supply. The second terminals of the second Zener diode D3, the fifth capacitor C5, and the sixth capacitor C6 are grounded.

[0110] In this embodiment of the invention, the second voltage conversion module refers to a circuit that converts a third power supply to a fourth power supply, such as converting 8V to 5V. Specifically, it can be implemented using a linear voltage regulator chip in conjunction with a filter capacitor, providing a stable operating voltage for the slave control unit 200. The second transistor Q3 is a semiconductor device used for voltage regulation, specifically a PNP transistor, used to control the conduction and cutoff of the input voltage. The second Zener diode D3 is a protective element used to limit voltage fluctuations, specifically a Zener diode, used to prevent overvoltage from damaging subsequent circuits.

[0111] Specifically, when a third power supply is connected via the power interface, the second transistor Q3 conducts under the voltage division effect of the ninth resistor R9 and the tenth resistor R10, transmitting the third power supply to the input terminal of the second voltage conversion chip U4. The second voltage conversion chip U4 performs voltage reduction and regulation on the input voltage, outputting a fourth power supply for use by the slave control module. The fifth capacitor C5 and the sixth capacitor C6 perform high-frequency and low-frequency filtering on the input voltage to eliminate power supply noise. The second Zener diode D3 prevents the second transistor Q3 from being damaged due to overvoltage by limiting its base voltage. In addition, the second voltage conversion chip U4 can be replaced with a low-dropout regulator with an enable function, adapting to different input voltage ranges by adjusting the external resistor parameters. The breakdown voltage of the second Zener diode D3 can be selected to be a certain threshold lower than the rated value of the third power supply; for example, a 10V Zener diode can be used in a 12V system.

[0112] The combined design of the second Zener diode D3 and the filter capacitor in this invention effectively suppresses the impact of power supply fluctuations on the slave control module, improving system reliability. The modular second voltage conversion circuit can flexibly adjust the output voltage according to the needs of different controlled terminals, improving the system's adaptability and scalability.

[0113] exist Figures 13-14In the illustrated embodiment, the slave controller U5 also has a second drive terminal U5_M001, which is connected to the first air valve drive module 220. The second drive terminal U5_M001 refers to the air valve control signal interface output by the slave controller U5, which can be implemented using a pin with level conversion function, used to drive the MOS transistor in the first air valve drive module 220 to turn on or off. Furthermore, the slave controller U5 has a third power input terminal U5_VDD, which is connected to a fourth power source for power supply.

[0114] like Figure 14 As shown, the first air valve drive module 220 includes an eleventh resistor R11, a twelfth resistor R12, a second MOSFET Q4, a seventh capacitor C7, an eighth capacitor C8, a ninth capacitor C9, a first diode D4, and a driver M1. The second drive terminal is connected to the gate of the second MOSFET Q4 and the first terminal of the twelfth resistor R12 through the eleventh resistor R11. The drain of the second MOSFET Q4 is connected to the negative terminal of the driver M1, the first terminal of the first diode D4, and the first terminal of the seventh capacitor C7. The second terminal of the first diode D4 is connected to the positive terminal of the driver M1 and the first terminal of the sixth capacitor C6. The second terminal of the eighth capacitor C8 is grounded through the ninth capacitor C9. The positive terminal of the driver M1 is used to connect to the power supply, and the second terminal of the twelfth resistor R12 and the second terminal of the seventh capacitor C7 are grounded.

[0115] The eleventh resistor R11 and the twelfth resistor R12 are current-limiting resistors connected in series in the control signal path. They can be implemented using surface-mount resistors and are used to limit the gate current of the MOSFET and form a voltage divider network. The second MOSFET Q4 is a field-effect transistor that acts as a power switch for the gas valve. It can be implemented using an N-channel enhancement-mode MOSFET and is used to control the on / off state of the power supply circuit for driver M1. The seventh capacitor C7, the eighth capacitor C8, and the ninth capacitor C9 are filter capacitors connected in parallel in the power supply path. They can be implemented using ceramic capacitors and are used to suppress power supply noise and voltage fluctuations. The first diode D4 is a protection diode connected in reverse parallel across driver M1. It can be implemented using a fast recovery diode and is used to absorb the reverse electromotive force generated when driver M1 is powered off.

[0116] Specifically, when the slave controller U5 receives the valve actuation command from the master control unit 100, the second drive terminal U5_M001 outputs a high-level signal. This signal is transmitted to the gate of the second MOSFET Q4 through the voltage division effect of the eleventh resistor R11 and the twelfth resistor R12, turning it on. At this time, the third power supply supplies power to the driver M1 through the second MOSFET Q4, and the driver M1 drives the pneumatic valve to open or close. The seventh capacitor C7 and the ninth capacitor C9 filter out high-frequency interference in the power supply, ensuring the stability of the driver M1. When the control signal is withdrawn, the second MOSFET Q4 is quickly turned off, and the reverse electromotive force generated by the driver M1 is clamped and absorbed by the first diode D4, preventing damage to the circuit components. The eighth capacitor C8 further filters the output of the driver M1 to eliminate transient voltage fluctuations.

[0117] Compared with existing technologies, current pneumatic modules typically use relays or discrete components to build the drive circuit, resulting in problems such as large size, slow response speed, and poor electromagnetic compatibility. This solution integrates MOSFETs, filter capacitors, and protection diodes, reducing the number of discrete components and lowering the circuit board area while maintaining driving capability. Furthermore, replacing mechanical relays with MOSFETs significantly improves switching speed and eliminates contact wear issues.

[0118] Through the above technical solution, this utility model achieves miniaturization and high reliability of the pneumatic valve drive circuit. By optimizing the power supply filtering and back electromotive force absorption design, the impact of electromagnetic interference on communication signals is effectively reduced. At the same time, the modular design allows the slave control unit 200 to flexibly adapt to pneumatic valves of different specifications, reducing the hardware modification cost in multi-seat configuration scenarios.

[0119] In one embodiment, the main control unit 100 further includes a second air valve drive module, which is connected to the main controller U1. In this embodiment, the main control unit 100 can be directly connected to the second air valve of the pneumatic comfort system through the second air valve drive module. That is, after receiving a signal from the host computer, if the host computer signal is used to control the second air valve drive module, the main control unit 100 can directly drive and control the second air valve drive module through the third drive terminal of the main controller U1.

[0120] Specifically, when applied to automotive seats to control the pneumatic comfort module, for a single seat, the main control unit 100 can be configured to control the backrest pneumatic comfort module and drive the backrest valve via a second air valve drive module. For multiple seats, the main control unit 100 can be configured to control the driver's seat pneumatic comfort module and drive the driver's seat valve via a second air valve drive module.

[0121] In one embodiment, the slave control unit 200 further includes a second air source drive module, which is connected to the slave controller U5. In this embodiment, the second air source drive module of the slave control unit 200 can be directly connected to a second air source, and can be independently controlled by receiving control signals from the master control unit 100. That is, the slave control unit 200 integrates the control of the air source and the air valve.

[0122] Specifically, when the slave control unit 200 is installed on a single seat, the slave controller U5 can be installed on the seat or the backrest. The seat is equipped with an independent air supply power supply. The slave controller U5 can drive and control the second air source drive module through the fourth drive end, so as to realize the independent control of the single seat through the second air source drive module.

[0123] In some embodiments, the present invention also provides a pneumatic comfort system, including a first air source device, a plurality of first air valves, a plurality of first air bags, and the aforementioned centralized control circuit; wherein, the first air source device is connected to the first air bags for air supply through the first air valves, the master control unit 100 of the centralized control circuit system controls the first air source device, and the plurality of slave control units 200 of the centralized control circuit control the plurality of first air valves respectively. In the above embodiments, the master control unit 100 can serve as the sole air source control node of the system, avoiding air source conflicts among multiple nodes. The slave control units 200 only need to handle local air valve drives, without the need for independent upper computer 300 communication modules and air source drive modules. This architecture allows multiple slave control modules to share the communication resources of the same master control unit 100, eliminating redundant circuits. The pneumatic comfort system of this utility model, by setting up a main control unit 100 and a slave control unit 200, enables the main control unit 100 to not only control the first air source drive module 120, but also to control several first air valve drive modules 220 by controlling the slave control unit 200. This effectively reduces redundant hardware configuration, simplifies the wiring harness structure in the vehicle and reduces signal interference, and has the advantages of reducing costs, simplifying wiring, and improving system reliability and response speed.

[0124] Furthermore, a number of second air valves may be provided, and the main control unit 100 is provided with a second air valve drive module that is enabled and connected to the main controller U1. The second air valve drive module is connected to the second air valve and controls the second air valve by parsing the control commands of the main controller U1.

[0125] In this system, several first airbags can be installed at slave terminals corresponding to slave control units 200, such as the passenger seat or rear seats. Several second airbags can also be installed at the master control terminal corresponding to the master control unit 100, such as the driver's seat. Several second air valves control the inflation and deflation of several second airbags, allowing the airbags at the slave and master control terminals to be independently controlled by their respective control units. In some embodiments, this invention also provides a pneumatic comfort system, comprising an air source device, several first air valves, several first airbags, several second air valves, several second airbags, and the aforementioned centralized control circuit. The air source device is connected to the first airbags via first air valves, and also to the second airbags via second air valves. The master control unit 100 of the centralized control circuit controls the air source device and several second air valves, while several slave control units 200 of the centralized control circuit control several first air valves. In the above embodiments, the master control unit 100 can serve as the sole gas source control node in the system, avoiding gas source conflicts among multiple nodes. Simultaneously, the master control unit 100 can also control the second gas valve connected to the master controller U1, thereby controlling the second gas bag. The slave control unit 200 only needs to handle local gas valve driving, eliminating the need for a separate upper computer 300 communication module and gas source driving module. This architecture allows multiple slave control modules to share the communication resources of the same master control unit 100, eliminating redundant circuitry.

[0126] Furthermore, a second gas source device may be provided, and the slave control unit 200 is provided with a second gas source drive module that is enabled and connected to the slave controller U5. The second gas source drive module is connected to the second gas source device and controls the second gas source device by parsing the control commands of the master controller U1 and the slave controller U5.

[0127] The first air source device can be installed at the main control terminal corresponding to the main control unit 100, such as the driver's seat, and the second air source device can be installed at the slave control terminal corresponding to the slave control unit 200, such as the passenger seat or the rear seat. The first air source device is used to supply air to the air bag installed at the main control terminal, and the second air source device is used to supply air to the air bag installed at the slave control terminal, so that the air bags at the slave control terminal and the main control terminal are independently controlled by the corresponding control unit.

[0128] In some embodiments, the present invention also provides a pneumatic comfort system, which includes a first air source device, a second air source device, a plurality of first air valves, a plurality of first air bags, and the aforementioned centralized control circuit. Some of the first air bags are connected to the first air source device via corresponding second air valves, and some of the first air bags are connected to the second air source device via corresponding first air valves. Alternatively, both the first and second air source devices are connected to the first air bags via first air valves. The main control unit 100 of the centralized control circuit controls the first air source device, and several slave control units 200 of the centralized control circuit control the second air source device and the plurality of first air valves, respectively. In the above embodiments, the main control unit 100 and the slave control units 200 are connected to the first air source device and the second air source device, respectively, meaning that the main control unit 100 and the slave control units 200 can control different air source devices to supply air to the first air bags via the first air valves. By designing a redundant air source scheme for the first air bag, the inflation volume and inflation speed of the first air bag are guaranteed, effectively improving the stability and inflation efficiency of the pneumatic comfort system, and enabling zoned air supply.

[0129] In some embodiments, the present invention also provides a pneumatic comfort system, which includes a first air source device, a second air source device, a plurality of first air valves, a plurality of first air bags, a plurality of second air valves, a plurality of second air bags, and the aforementioned centralized control circuit. The first air source device is connected to the first air bag via a first air valve, and the second air source device is connected to the second air bag via a second air valve. The main control unit 100 of the centralized control circuit controls the first air source device and the plurality of first air valves, and the plurality of slave control units 200 of the centralized control circuit control the second air source device and the plurality of second air valves respectively. In the above embodiments, the main control unit 100 and the slave control units 200 can each control an independent pneumatic comfort module. For example, the main control unit 100 controls the inflation of the first air bag by controlling the first air source module and the first air valves; the slave control units 200 control the inflation of the second air bag by controlling the second air source module and the second air valves. This design is suitable for pneumatic comfort systems with multiple pneumatic comfort seats; the main control unit 100 and several slave control units 200 each form an independent air supply system, and the slave control unit 200 only needs to handle local air valve drive, without the need for a separate host computer communication module and air source drive module. This architecture allows multiple slave control modules to share the communication resources of the same main control unit, eliminating redundant circuits.

[0130] The sequence numbers of the above-mentioned embodiments of this utility model are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are only preferred embodiments of this utility model and do not limit the patent scope of this utility model. Any equivalent device or equivalent process transformation made based on the content of this utility model specification and drawings, or direct or indirect application in other related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. A centralized control circuit, characterized in that, include: The main control unit includes a main control interface module, a main controller, and a first air source drive module. The main control interface module is used to communicate with a host computer. The main controller is connected to the main control interface module, and the first air source drive module is connected to the main controller. And several slave control units, which are communicatively connected to and controlled by the master control unit; each slave control unit includes a slave control interface module, a slave controller, and a first air valve drive module. The slave controller is communicatively connected to the master controller through the slave control interface module, and the first air valve drive module is connected to the slave controller.

2. The centralized control circuit according to claim 1, characterized in that, The main control interface module includes a first connector and a LIN control module. The first connector is provided with a first communication terminal and a gas source enable connection terminal. The first communication terminal is connected to the main controller through a LIN control module, and the gas source enable connection terminal is connected to the main controller.

3. The centralized control circuit according to claim 2, characterized in that, The LIN control module includes a LIN control chip, which is provided with a LIN input terminal, a first RXD terminal and a first TXD terminal. The LIN input terminal is connected to the first communication terminal; the first RXD terminal and the first TXD terminal are both connected to the main controller through resistors.

4. The centralized control circuit according to claim 2, characterized in that, The master controller is provided with a second RXD terminal, a second TXD terminal, a first drive terminal, a first SDA terminal, and a first SCL terminal; the second RXD terminal and the second TXD terminal are communicatively connected to the LIN control module; the first drive terminal is driven by the first air source drive module; the first SDA terminal and the first SCL terminal are communicatively connected to the slave control unit.

5. The centralized control circuit according to claim 1, characterized in that, The first gas source drive module includes a second resistor, a third resistor, a first transistor, a fourth resistor, a fifth resistor, a first MOSFET, and a first fuse, wherein... The driving terminal of the main controller is connected to the base of the first transistor and the first terminal of the third resistor through the second resistor; the collector of the first transistor is connected to the gate of the first MOS transistor and the first terminal of the fifth resistor through the fourth resistor, and the emitter is grounded; The drain of the first MOSFET is connected to the first terminal of the first fuse and the second terminal of the fifth resistor, and the source is connected to the gas source control switch enable; the second terminal of the first fuse is used to connect to the power supply; the second terminal of the third resistor is grounded.

6. The centralized control circuit according to claim 1, characterized in that, The master controller of the master control unit communicates with the slave control interface module of the slave control unit via the IIC protocol.

7. The centralized control circuit according to claim 1, characterized in that, The master controller of the master control unit communicates with the slave control interface module of the slave control unit via the SPI protocol.

8. The centralized control circuit according to claim 1, characterized in that, The slave control interface module includes a second connector; the second connector is provided with an SDA interface and an SCL interface; the first end of the SDA interface is connected to the first SDA end of the master controller, and the second end of the SDA interface is connected to the second SDA end of the slave controller; the first end of the SCL interface is connected to the first SCL end of the master controller, and the second end of the SCL interface is connected to the second SCL end of the slave controller.

9. The centralized control circuit according to claim 1, characterized in that, The first valve drive module includes an eleventh resistor, a twelfth resistor, a second MOSFET, a seventh capacitor, an eighth capacitor, a ninth capacitor, a first diode, and a driver. The slave controller is provided with a second driving terminal. The second driving terminal is connected to the gate of the second MOS transistor and the first terminal of the twelfth resistor through the eleventh resistor. The drain of the second MOS transistor is connected to the negative terminal of the driver, the first terminal of the first diode, and the first terminal of the seventh capacitor. The second terminal of the first diode is connected to the positive terminal of the driver and the first terminal of the sixth capacitor. The second terminal of the eighth capacitor is grounded through the ninth capacitor. The positive terminal of the driver is used to connect to the power supply, and the second terminal of the twelfth resistor and the second terminal of the seventh capacitor are grounded.

10. The centralized control circuit according to claim 1, characterized in that, The main control unit also includes a second air valve drive module, which is connected to the main controller.

11. The centralized control circuit according to claim 1, characterized in that, The slave control unit further includes a second air source drive module, which is connected to the slave controller.

12. A pneumatic comfort system, characterized in that, The system includes a first air source device, a plurality of first air valves, a plurality of first air bags, and a centralized control circuit as described in any one of claims 1-11; wherein the first air source device is connected to the first air bag for ventilation through the first air valves, the master control unit of the centralized control circuit system controls the first air source device, and the plurality of slave control units of the centralized control circuit control the plurality of first air valves respectively.

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