Vehicle

Abstract

This application relates to the field of pneumatic system technology, and more particularly to a vehicle. The vehicle includes a first space and a second space. The first space is for seating passengers. A pneumatic system is installed within the vehicle, comprising an air source device, a first valve group, and an airbag assembly. The air source device is fluidly connected to the airbag assembly via the first valve group, which controls the opening and closing of the air passage between the air source device and the airbag assembly. The airbag assembly is located in the first space, and the first valve group is located in the second space. In this embodiment, by placing the airbag assembly in the first space, pneumatic massage and / or pneumatic support can be provided to passengers within the first space. By placing the first valve group in the second space, the problem of noise transmission from the first valve group to the first space is mitigated, reducing noise in the first space and improving the passenger experience. Since the first valve group is located away from the first space, it is no longer located within the seat, thus improving heat dissipation.

Description

Technical Field

[0001] This application relates to the field of pneumatic systems technology, and more particularly to a vehicle. Background Technology

[0002] Pneumatic systems, such as pneumatic comfort systems (e.g., pneumatic massage systems or pneumatic support systems), typically include an air source device, a fluid distribution device, and an air bag connected to the air source device via the fluid distribution device. During operation, the air source device supplies air, while the fluid distribution device controls the inflation and deflation of the air bag.

[0003] Currently, fluid distribution devices include multiple solenoid valves, which are installed in the seat. When the solenoid valves are working, they generate a lot of noise, affecting the riding experience of the passengers in the cabin. The solenoid valves also generate a lot of heat when working, and the fact that the solenoid valves are embedded in the seat is not conducive to heat dissipation. Utility Model Content

[0004] The embodiments of this application aim to provide a vehicle that can at least reduce noise in a first space and improve the heat dissipation of a first valve group.

[0005] In order to solve the above-mentioned technical problems, the embodiments of this application adopt the following technical solutions:

[0006] This application provides a vehicle, which includes a first space and a second space. The first space is used for passengers to sit in. The vehicle is equipped with a pneumatic system, which includes an air source device, a first valve group, and an air bag assembly. The air source device is in fluid communication with the air bag assembly through the first valve group. The first valve group is used to control the opening and closing of the air passage between the air source device and the air bag assembly. The air bag assembly is located in the first space, and the first valve group is located in the second space.

[0007] In some embodiments, the second space includes at least one of a front trunk and a rear trunk.

[0008] In some embodiments, the gas source device is located in the second space.

[0009] In some embodiments, the number of air bag assemblies is multiple, and the first valve group includes multiple first valve modules, which are in fluid communication with the multiple air bag assemblies in a one-to-one correspondence.

[0010] In some embodiments, the first valve assembly includes at least one of a solenoid valve, a piezoelectric valve, an electroactive polymer actuated valve, or a proportional pilot valve.

[0011] In some embodiments, the pneumatic system further includes an air storage tank, and the air source device is in fluid communication with the first valve group through the air storage tank.

[0012] In some embodiments, the pneumatic system further includes a second valve group, the first valve group being in fluid communication with the air bag assembly through the second valve group; the second valve group is disposed in the first space; the first valve group includes a first valve module, the second valve group includes a second valve module, and the switching speed of the first valve module is greater than the switching speed of the second valve module.

[0013] In some embodiments, the vehicle includes a plurality of seats, each seat having at least one of the airbag assemblies; the number of the second valve modules is plurality of, the airbag assemblies of each seat being fluidly connected in parallel to a second valve module, and the plurality of second valve modules being fluidly connected in parallel to a first valve module.

[0014] In some embodiments, the vehicle includes a plurality of seats, each seat having a plurality of airbag assemblies; the number of second valve modules is plurality of, each second valve module being in fluid communication with at least one airbag assembly; the number of first valve modules is plurality of, each second valve module corresponding to each seat being in fluid communication with a first valve module.

[0015] In some embodiments, the second valve module includes an SMA valve.

[0016] The vehicle in this application embodiment provides pneumatic massage and / or pneumatic support to the occupants in the first space by placing the airbag assembly in the first space; by placing the first valve group in the second space, the problem of noise transmission from the first valve group to the first space is improved, the noise in the first space is reduced, and the driving experience of the occupants is improved; since the first valve group is far away from the first space, the first valve group is no longer located in the seat, thus improving the heat dissipation problem of the first valve group.

[0017] The above description is merely an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0018] One or more embodiments are illustrated by way of example with reference to the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements having the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0019] Figure 1 This is a schematic diagram of the planar structure of the vehicle according to an embodiment of this application;

[0020] Figure 2This is a schematic diagram of the structure of a pneumatic system according to an embodiment of this application;

[0021] Figure 3 This is a schematic diagram of the structure of a pneumatic system according to another embodiment of this application;

[0022] Figure 4 This is a schematic diagram of the structure of a pneumatic system according to another embodiment of this application.

[0023] The reference numerals in the detailed embodiments are as follows:

[0024] 100. Vehicles;

[0025] 1. Vehicle body; 11. First space; 12. Second space;

[0026] 2. Pneumatic system; 21. Air source device; 22. First valve group; 221. First valve module; 23. Air bag assembly; 24. Second valve group; 241. Second valve module; 25. Air storage tank. Detailed Implementation

[0027] To facilitate understanding of this application, the following description, in conjunction with the accompanying drawings and specific embodiments, will provide a more detailed account. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. It should be noted that when an element is described as being "fixed to" another element, it can be directly on the other element, or one or more intermediate elements may exist between them. When an element is described as being "connected to" another element, it can be directly connected to the other element, or one or more intermediate elements may exist between them.

[0028] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0029] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to 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 embodiments of this application.

[0030] In the description of the embodiments of this application, the terms "first," "second," etc., are used to define components merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0031] Unless otherwise defined, all technical and scientific terms used in this specification have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. The term "and / or" as used in this specification includes any and all combinations of one or more of the associated listed items.

[0032] Furthermore, the technical features involved in the different embodiments of this application described below can be combined with each other as long as they do not conflict with each other.

[0033] Please see Figure 1 This application provides a vehicle 100, which is a sedan. In other embodiments, the vehicle 100 may also be a bus, coach, truck, etc. Please continue reading. Figure 1 The vehicle 100 includes a first space 11 and a second space 12. The first space 11 is used for seating passengers. Specifically, the vehicle 100 includes a vehicle body 1, which includes the first space 11 and the second space 12. For example, the first space 11 is a cabin with seats. The second space 12 is separated from the first space 11, for example, it is a front trunk, a rear trunk, or both a front trunk and a rear trunk, i.e., the second space 12 includes at least one of a front trunk and a rear trunk. In some other embodiments, the second space 12 may also be a space within the vehicle body, such as the engine compartment or chassis.

[0034] Please refer to Figure 1 and Figure 2The vehicle 100 is equipped with a pneumatic system 2, which includes an air source device 21, a first valve group 22, and an air bag assembly 23. The air source device 21 is fluidly connected to the air bag assembly 23 through the first valve group 22, which controls the opening and closing of the air passage between the air source device 21 and the air bag assembly 23. The air source device 21 can be used to provide continuous airflow and may be, but is not limited to, an air pump, an air tank, or an air compressor. For example, the first valve group 22 includes a first valve module 221. The air inlet and the inflation port of the first valve module 221 are fluidly connected to the air source device 21 and the air bag assembly 23 through pipes, respectively. The first valve module 221 controls the opening and closing of the air passage between the air inlet and the inflation port, thereby controlling the opening and closing of the air passage between the air source device 21 and the air bag assembly 23. The first valve module 221 also has a vent. The first valve module 221 is used to control the opening and closing of the air passage between the vent and the inflation port, thereby controlling the opening and closing of the air passage between the air bag assembly 23 and the vent. The pneumatic system 2 can be a pneumatic comfort system, such as a pneumatic massage system or a pneumatic support system.

[0035] When the air supply device 21 and the air bag assembly 23 are in fluid communication, the air supply device 21 supplies air to the air bag assembly 23, causing the air bag assembly 23 to inflate; when the air supply device 21 is in fluid communication with the vent, the air bag assembly 23 deflates and contracts. Pneumatic massage and pneumatic support can be achieved through the inflation and deflation of the air bag assembly 23.

[0036] In some embodiments, the airbag assembly 23 is disposed in the first space 11, and the first valve assembly 22 is disposed in the second space 12. Exemplarily, the airbag assembly 23 is disposed in the seat within the cabin, and the first valve assembly 22 is disposed in the front or rear trunk. By disposing the airbag assembly 23 in the first space 11, pneumatic massage and / or pneumatic support can be provided to the occupants within the first space 11; by disposing the first valve assembly 22 in the second space 12, the problem of noise transmission from the first valve assembly 22 to the first space 11 is mitigated, reducing noise in the first space 11 and enhancing the occupants' driving experience.

[0037] It should be noted that when the first valve assembly 22 is located in the first space 11, the first valve assembly 22 is usually optimally located inside the seat. However, in this embodiment, since the first valve assembly 22 is far from the first space 11, the first valve assembly 22 is no longer located inside the seat. The first valve assembly 22 can be exposed or located in a housing with heat dissipation effect to improve the heat dissipation of the first valve assembly 22.

[0038] In some embodiments, the gas source device 21 is located in the second space 12. This improves the problem of noise from the gas source device 21 propagating into the first space 11, further reducing the noise in the first space 11.

[0039] In some embodiments, please refer to Figure 2The number of airbag assemblies 23 is multiple, and the first valve group 22 includes multiple first valve modules 221, which are fluidly connected to the multiple airbag assemblies 23 in a one-to-one correspondence. That is, the inflation and deflation of each airbag assembly 23 can be independently controlled by the multiple first valve modules 221. The vehicle body 1 may be provided with one or more seats, and each seat may be provided with one or more airbag assemblies 23. Optionally, each seat is provided with four airbag assemblies 23.

[0040] In some embodiments, the first valve assembly 22 includes at least one of a solenoid valve, a piezoelectric valve, an electroactive polymer actuated valve, or a proportional pilot valve. For example, the first valve module 221 is a solenoid valve, a piezoelectric valve, an electroactive polymer actuated valve, or a proportional pilot valve. The first valve assembly 22 may include multiple different first valve modules 221. Solenoid valves are control valves driven by an electromagnetic coil and a permanent magnet; they are widely used and highly reliable. Piezoelectric valves are two-position (or proportional) control valves made using the principle of bending deformation of functional ceramic plates under voltage. Controlling the piezoelectric valve only requires sufficient voltage, resulting in almost zero power consumption, which helps reduce power consumption. Electroactive polymer actuated valves are controlled by the minute deformation of the electroactive polymer after electrical stimulation. This polymer has the characteristics of strong strain capacity, light weight, high driving efficiency, and good shock resistance; therefore, electroactive polymer actuated valves also have corresponding beneficial effects. Pilot-operated proportional pressure control valves control the opening of the pilot valve through a pressure sensor and electronic control circuit, featuring stable output pressure, high sensitivity, high reliability, and good performance. Optionally, the first valve module 221 is a solenoid valve, such as a two-position three-way solenoid valve or a three-position three-way solenoid valve.

[0041] In some embodiments, please refer to Figure 1 and Figure 3 The pneumatic system 2 also includes a second valve group 24, through which the first valve group 22 is in fluid communication with the air bag assembly 23. The second valve group 24 is located in the first space 11. The first valve group 22 includes a first valve module 221, and the second valve group 24 includes a second valve module 241. Specifically, the first valve module 221 is in fluid communication with the air bag assembly 23 through the second valve module 241, and the second valve module 241 is used to control the opening and closing of the air passage between the first valve module 221 and the air bag assembly 23. For example, the air inlet and inflation port of the second valve module 241 are respectively in fluid communication with the inflation port of the first valve module 221 and the air bag assembly 23 through pipes. The second valve module 241 is used to control the opening and closing of the air passage between the air inlet and the inflation port, thereby controlling the opening and closing of the air passage between the first valve module 221 and the air bag assembly 23. The second valve module 241 also has a vent. The second valve module 241 is used to control the opening and closing of the air passage between the vent and the inflation port, thereby controlling the opening and closing of the air passage between the air bag assembly 23 and the vent.

[0042] Since the first valve module 221 is in fluid communication with the air bag assembly 23 through the second valve module 241, the air supply device 21 is only in fluid communication with the air bag assembly 23 when both the first valve group 22 and the second valve group 24 are open. For example, if one second valve module 241 is open, and a corresponding first valve module 221 is also open, then the air bag assembly 23 corresponding to that second valve module 241 is in fluid communication with the air supply device 21 to supply air to the air bag assembly 23. One first valve module 221 can be in fluid communication with one or more second valve modules 241, and one second valve module 241 can be in fluid communication with one or more air bag assemblies 23.

[0043] It is understood that the air bag assembly 23 can be depressurized through either the first valve module 221 or the second valve module 241. When the first valve module 221 is normally open, the air bag assembly 23 can be depressurized through the second valve module 241; when the second valve module 241 is normally open, the air bag assembly 23 can be depressurized through the first valve module 221; when both the first valve module 221 and the second valve module 241 are normally closed, the air bag assembly 23 can be depressurized through the second valve module 241.

[0044] In some embodiments, the switching speed of the first valve module 221 is greater than the switching speed of the second valve module 241. That is, in this embodiment, the first valve module 221 is a fast-switching valve and the second valve module 241 is a slow-switching valve, so the switching speed characteristics of the first valve module 221 and the second valve module 241 can be used to realize fast massage mode and slow massage mode. For example, the second valve module 241 is set to a normally open state, and then the first valve module 221 switches quickly to realize fast massage mode, such as tapping massage mode or vibration massage mode; or, the first valve module 221 is set to a normally open state, and then the second valve module 241 switches slowly to realize slow massage mode, such as normal massage. It should be noted that the fast massage mode and slow massage mode here are relative, that is, in fast massage mode, the air bag is generally not completely deflated and then re-inflated, the frequency of air bag pressing is faster, and the massage force is more comfortable; the fast switch and slow switch here are also relative, that is, the execution cycle of the fast switch is shorter than the execution cycle of the slow switch.

[0045] Fast-switching valves generate a lot of heat and more noise due to high-frequency, rapid switching, while slow-switching valves generate less heat and less noise. In this embodiment, the first valve module 221 is located in the second space 12, which improves the problem of noise transmission from the first valve module to the first space 11 and reduces the noise in the first space 11; furthermore, the first valve module 221 is no longer located inside the seat, improving the heat dissipation of the first valve module 221.

[0046] In some embodiments, the second valve module 241 includes an SMA (Shape Memory Alloy) valve. Exemplarily, the SMA valve includes a valve core, an SMA wire, and a reset member. When the valve core is in the first position, the air inlet and the air filling port are in fluid communication, and the second valve module 241 is in an inflated state. When the valve core is in the second position, the air vent and the air filling port are in fluid communication, and the second valve module 241 is in a deflated state. The SMA wire is drively connected to the valve core. The SMA wire is energized to heat up and contract, and the reset member is used to drive the valve core back to the second position and tighten the SMA wire. When the SMA wire is energized, the SMA wire contracts and moves the valve core toward the first position. When the SMA wire is de-energized, the SMA wire gradually cools and expands, and under the action of the reset member, the valve core moves toward the second position. Optionally, the SMA wire is made of nickel-titanium alloy or copper-zinc alloy. Optionally, the reset member is a tension spring or a straight spring.

[0047] In some embodiments, the SMA valve further includes an elastic element that drivesly connects the SMA wire to the valve core. By transmitting the contractile force of the SMA wire to the valve core through the elastic element, the problem of the SMA wire breaking due to excessive contraction or the valve core being damaged can be mitigated. Optionally, the elastic element is a straight spring or a tension spring.

[0048] In some embodiments, the switching time of the first valve module 221 is less than 10 ms. For example, the first valve module 221 has a valve core. When the valve core is in the first position, the air inlet and the air filling port are in fluid communication, and the first valve module 221 is in an inflated state; when the valve core is in the second position, the air vent and the air filling port are in fluid communication, and the first valve module 221 is in a deflated state. Therefore, the switching time of the first valve module 221 is the time it takes for the first valve module 221 to control the valve core to switch from the first position to the second position or from the second position to the first position. Further, the switching time of the first valve module 221 is less than 3 ms.

[0049] In some embodiments, the switching duration of the second valve module 241 is greater than 50 ms. For example, the second valve module 241 has a valve core. When the valve core is in the first position, the air inlet and the air filling port are in fluid communication, and the second valve module 241 is in an inflated state; when the valve core is in the second position, the air vent and the air filling port are in fluid communication, and the second valve module 241 is in a deflated state. Therefore, the switching duration of the second valve module 241 is the duration for the second valve module 241 to control the valve core to switch from the first position to the second position or from the second position to the first position. Optionally, the duration for the second valve module 241 to control the valve core to switch from the first position to the second position is 1000 ms to 3000 ms; the duration for the second valve module 241 to control the valve core to switch from the second position to the first position is 100 ms to 500 ms, that is, the switching duration when the second valve module 241 is open is less than the switching duration when it is closed.

[0050] In some embodiments, please refer to Figure 3 The vehicle 100 includes multiple seats, each seat having at least one airbag assembly 23; there are multiple second valve modules 241, with each airbag assembly 23 of the seat fluidly connected in parallel to a second valve module 241, and the multiple second valve modules 241 fluidly connected in parallel to a first valve module 221. For example, if the vehicle 100 includes four seats, then there are four second valve modules 241, and the air inlets of the four second valve modules 241 are fluidly connected to the inflation port of a first valve module 221. In this embodiment, rapid massage of multiple seats can be achieved simultaneously through a single first valve module 221, reducing the cost of rapid massage by the pneumatic system 2. Optionally, each seat has four airbag assemblies 23.

[0051] In some embodiments, please refer to Figure 4 The vehicle 100 includes multiple seats, each seat having multiple airbag assemblies 23; multiple second valve modules 241, each second valve module 241 being fluidly connected to at least one airbag assembly 23; and multiple first valve modules 221, with each second valve module 241 corresponding to a seat being fluidly connected to a first valve module 221. For example, if the vehicle 100 includes four seats, then there are four first valve modules 221, with the air inlets of all four first valve modules 221 being fluidly connected to an air source device 21; and there are four or more second valve modules 241, with the air inlets of all second valve modules 241 corresponding to each seat being fluidly connected to the inflation port of the same first valve module 221, i.e., one first valve module 221 corresponds to one seat. In this embodiment, multiple first valve modules 221 can independently achieve rapid massage for multiple seats to reduce unnecessary pneumatic waste. Furthermore, different seats can simultaneously achieve rapid and slow massage to meet the needs of different passengers. Optionally, each seat has four second valve modules 241. Optionally, each second valve module 241 is in fluid communication with each of the four air bag assemblies 23.

[0052] In some embodiments, please refer to Figures 2 to 4 As shown, the pneumatic system 2 also includes an air storage tank 25, through which the air source device 21 is in fluid communication with the first valve group 22. The air storage tank 25 can be a metal tank, a plastic tank, etc., and can contain high-pressure gas.

[0053] Understandably, the gas delivery speed of the gas source device 21 is limited, resulting in a slow inflation speed for the air bag assembly 23 when directly inflated via the gas source device 21. In this embodiment, however, the gas can be stored in the gas storage tank 25 first. For example, the first valve group 22 controls the disconnection of the gas path between the gas storage tank 25 and the air bag assembly 23, and controls the gas source device 21 to output gas, thereby compressing and storing the gas in the gas storage tank 25. Then, when the air bag assembly 23 needs inflation, the gas path between the gas storage tank 25 and the air bag assembly 23 is reconnected. This allows the gas in the gas storage tank 25 and the gas output by the gas source device 21 to simultaneously inflate the air bag assembly 23, improving the inflation speed and response speed of the air bag assembly 23. In other words, the gas storage tank 25 can pre-store the gas output by the gas source device 21 to address the problem of slow inflation speed of the air bag assembly 23 caused by the slow gas output speed of the gas source device 21. Furthermore, when the airbag assembly 23 is inflated, the air source device 21 does not need to be turned on; gas is simply supplied to the airbag assembly 23 through the air storage tank 25. In other words, the air storage tank 25 temporarily replaces the air source device 21 for inflating the airbag assembly 23. This reduces the use of the air source device 21, lowers energy consumption, extends the service life of the air source device 21, and also reduces the noise generated by the air source device 21, thus reducing the noise in the first space 11. The air storage tank 25 can store high-pressure gas, which is beneficial for providing the airbag assembly 23 with a faster inflation speed and response time.

[0054] In some embodiments, the air tank 25 is equipped with a pressure regulating valve (not shown). The pressure regulating valve is used to connect the air tank 25 to the external environment when the air pressure in the air tank 25 is too high, that is, to depressurize the air tank 25 to enhance the safety of the pneumatic system 2. Optionally, the pressure regulating valve may also be provided in the first valve group 22, the air source device 21, or in the pipeline between the air tank 25 and any one of the first valve group 22 and the air source device 21.

[0055] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of this application as described above, which are not provided in detail for the sake of brevity; although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle characterized by comprising: The vehicle includes a first space and a second space. The first space is used for passengers to sit in. The vehicle is equipped with a pneumatic system, which includes an air source device, a first valve group, and an air bag assembly. The air source device is in fluid communication with the air bag assembly through the first valve group. The first valve group is used to control the opening and closing of the air passage between the air source device and the air bag assembly. The air bag assembly is located in the first space, and the first valve assembly is located in the second space.

2. The vehicle according to claim 1, characterized in that, The second space includes at least one of the front trunk and the rear trunk.

3. The vehicle according to claim 1, characterized in that, The gas source device is located in the second space.

4. The vehicle according to claim 1, characterized in that, The number of air bag assemblies is multiple, and the first valve group includes multiple first valve modules, which are fluidly connected to the multiple air bag assemblies in a one-to-one correspondence.

5. The vehicle according to claim 1, characterized in that, The first valve assembly includes at least one of a solenoid valve, a piezoelectric valve, an electroactive polymer actuated valve, or a proportional pilot valve.

6. The vehicle according to claim 1, characterized in that, The pneumatic system also includes an air storage tank, and the air source device is in fluid communication with the first valve group through the air storage tank.

7. The vehicle according to any one of claims 1 to 6, characterized in that, The pneumatic system further includes a second valve group, and the first valve group is in fluid communication with the air bag assembly through the second valve group; The second valve assembly is located in the first space; The first valve group includes a first valve module, and the second valve group includes a second valve module. The switching speed of the first valve module is greater than the switching speed of the second valve module.

8. The vehicle according to claim 7, characterized in that, The vehicle includes a plurality of seats, each of which is provided with at least one of the airbag assemblies; The number of second valve modules is multiple, and the airbag assembly of each seat is fluidly connected in parallel to a second valve module, and the multiple second valve modules are fluidly connected in parallel to a first valve module.

9. The vehicle according to claim 7, characterized in that, The vehicle includes multiple seats, and each seat is provided with multiple airbag assemblies; The number of the second valve modules is multiple, and each second valve module is in fluid communication with at least one of the air bag assemblies; There are multiple first valve modules, and each second valve module corresponding to a seat is in fluid communication with a first valve module.

10. The vehicle according to claim 7, characterized in that, The second valve module includes an SMA valve.

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