Airbag, pneumatic comfort system and seat

Abstract

The embodiment of the present application relates to a kind of air bag, pneumatic comfort system and seat, air bag includes massage part, support part and air pipe;Massage part is supported in support part;The middle part of support part has hollow area;Support part is provided with air cavity, air cavity surrounds hollow area, air pipe is connected to support part, and air pipe communicates air cavity.By the air bag, since the middle part of support part is provided with hollow area, compared with the case where hollow area is not provided in prior art, the air cavity capacity of support part is smaller, the required inflation amount of the present application is also reduced when achieving the same top pressure stroke, in the inflation process, air source can be effectively saved and inflation speed is accelerated.In addition, the external dimension of support part is not reduced, so the air bag provided by the embodiment of the present application can still guarantee good massage and support effect.In other words, under the premise of realizing the same massage and support effect, the air bag of the embodiment of the present application not only reduces air source consumption, but also has faster inflation and deflation speed.

Description

Technical Field

[0001] This application relates to the field of seat technology, and more particularly to an airbag, a pneumatic comfort system, and a seat. Background Technology

[0002] With the continuous development of technology in the vehicle transportation field, people's requirements for vehicle ride comfort are increasing, leading to the emergence of seat massage devices that effectively solve the problem of fatigue during long drives. These massage devices are mostly pneumatic comfort systems, which use an air pump as the air source to supply air to the airbags. Related control valves control the opening and closing of the air passages, controlling the inflation and deflation of the airbags, allowing them to expand or contract, thus providing the car seat with support and massage functions. Because the double-layer airbags in previous pneumatic comfort systems had limited top pressure stroke, they could no longer meet the comfort requirements of occupants. Consequently, products with three or more layers of airbags have appeared on the market, providing better support or massage comfort for vehicle occupants and gaining market acceptance.

[0003] However, more layers of airbags mean a higher volume of air is required during inflation, placing higher demands on the performance of the air pump (especially its flow rate) and related control valves (especially their noise levels), thus significantly increasing the cost of pneumatic comfort systems. Currently, there is a lack of novel airbags that require less air while ensuring a sufficiently large top pressure stroke. Utility Model Content

[0004] In view of the above problems, embodiments of this application provide an air bag, a pneumatic comfort system, and a seat, which overcome the above problems or at least partially solve the above problems.

[0005] According to one aspect of the embodiments of this application, an air bag is provided, including a massage part, a support part, and an air tube; the massage part is supported on the support part; the support part has a hollow area in the middle; the support part is provided with an air cavity surrounding the hollow area, the air tube is connected to the support part, and the air tube communicates with the air cavity.

[0006] In one alternative embodiment, the air cavity is spiral-shaped, extending around the hollowed-out area, and the massage portion is disposed on the support portion along the spiral extension direction of the air cavity.

[0007] In one optional embodiment, the support portion includes a first sub-airbag and a second sub-airbag stacked on top of the first sub-airbag along a first direction, and the massage portion is disposed on the second sub-airbag along the first direction; the first sub-airbag has a first hollow area in its middle, and the second sub-airbag has a second hollow area in its middle, the first hollow area and the second hollow area together forming the hollow area; the first sub-airbag is provided with a first air hole, and the second sub-airbag is provided with a second air hole, the second air hole and the first air hole are connected to each other so that the air cavity of the first sub-airbag is connected to the air cavity of the second sub-airbag; one end of the air tube is connected to the first sub-airbag, and one end of the air tube is offset from the first air hole.

[0008] In one alternative embodiment, the first sub-airbag is provided with a first partition portion, which is disposed in the air cavity of the first sub-airbag. The first air hole and the air tube are distributed on both sides of the first partition portion, and the first partition portion isolates the first air hole and the air tube.

[0009] In one alternative, the first partition is inclined to guide gas from the air chamber of the first sub-air bag through the first air hole into the air chamber of the second sub-air bag.

[0010] In one alternative embodiment, the first sub-airbag comprises two stacked membranes, which are heat-pressed together to form the first partition.

[0011] In one alternative embodiment, the second sub-airbag is provided with a second partition, which is disposed in the air cavity of the second sub-airbag, and the second partition and the second air hole are spaced apart along the gas flow direction.

[0012] In one optional embodiment, the support further includes a third sub-airbag, which is stacked between the first sub-airbag and the second sub-airbag along the first direction; the third sub-airbag has a third hollow area, which is formed by the first hollow area, the second hollow area, and the third hollow area; the third sub-airbag has a first through hole and a second through hole; the first through hole communicates with the first air hole so that the air cavity of the third sub-airbag communicates with the air cavity of the first sub-airbag; the second through hole communicates with the second air hole so that the air cavity of the third sub-airbag communicates with the air cavity of the second sub-airbag.

[0013] According to one aspect of the embodiments of this application, a pneumatic comfort system is provided, including the aforementioned air bag.

[0014] According to one aspect of the embodiments of this application, a seat is provided, including the aforementioned pneumatic comfort system.

[0015] The beneficial effects of this application embodiment are as follows: An air bag is provided, including a massage part, a support part, and an air tube; the massage part is supported by the support part; the support part has a hollow area in its middle; the support part is provided with an air cavity surrounding the hollow area; the air tube is connected to the support part and communicates with the air cavity. With this air bag, because the support part has a hollow area in its middle, compared to the prior art without a hollow area, the air cavity capacity of the support part is smaller. To achieve the same top pressure stroke, the required inflation volume is also reduced, effectively saving air source and accelerating inflation speed during inflation. Furthermore, the external dimensions of the support part are not reduced, so the air bag provided by this application embodiment can still ensure good massage and support effects. In other words, under the premise of achieving the same massage and support effects, the air bag of this application embodiment not only reduces air source consumption but also has a faster inflation and deflation speed. Attached Figure Description

[0016] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with 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.

[0017] Figure 1 This is a schematic diagram of the air bag provided in an embodiment of this application; Figure 2 The embodiments of this application provide the following: Figure 1 Sectional view of A in the middle; Figure 3 This is a schematic diagram of the explosion of the airbag provided in the embodiment of this application; Figure 4 This is a schematic diagram of another implementation of the airbag provided in this application after inflation; Figure 5 This is a schematic diagram of the initial stage of inflating a 100p airbag in the prior art; Figure 6 This is a schematic diagram of the intermediate stage of inflating a 100p airbag in the prior art; Figure 7 This is a schematic diagram of the final stage of inflation of a 100p airbag in the prior art; Figure 8 This is a cross-sectional view of the airbag 100p in the prior art in a deflated state; Figure 9 The embodiments of this application provide the following: Figure 1 Sectional view of B; Figure 10 This is a schematic diagram of another implementation of the airbag provided in the embodiments of this application; Figure 11This is a schematic diagram of the seat provided in an embodiment of this application.

[0018] The labels in the attached diagram are as follows: 100. Airbag; 10. Massage area; 20. Support area; 30. Trachea; 101. Massage head; 20a, hollow area; 20b, air cavity; 21. First sub-airbag; 22. Second sub-airbag; 23. Third sub-airbag; 21a, First hollowed-out area; 22a, Second hollowed-out area; 23a, Third hollowed-out area; 21b, First vent; 22b, Second vent; 23b1, First through hole; 23b2, Second through hole; 21c, First partition; 22c, Second partition; 23c, Third partition; D1, First Direction; 200. Pneumatic comfort system; 201. Gas source; 202. Control system; 1000, Seat; 300, Backrest; 400, Seat Cushion; 100p, air bag in the prior art; 10p, first sub-body; 20p, second sub-body; 30p, third sub-body; 11p, first hole; 21p, second hole; 101p, inflation port. Detailed Implementation

[0019] To facilitate understanding of this application, a more detailed description is provided below with reference to the accompanying drawings and specific embodiments. It should be noted that when an element is described as being "fixed to" another element, it can be directly attached to 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. The terms "vertical," "horizontal," "left," "right," "inner," "outer," and similar expressions used in this specification are for illustrative purposes only.

[0020] 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 the application. The term "and / or" as used in this specification includes any and all combinations of one or more of the associated listed items.

[0021] Please see Figures 1 to 3The airbag 100 provided in this embodiment includes: a massage part 10, a support part 20, and an air tube 30; the massage part 10 is supported on the support part 20; the support part 20 has a hollow area 20a in the middle; the support part 20 is provided with an air cavity 20b, the air cavity 20b surrounds the hollow area 20a, the air tube 30 is connected to the support part 20, and the air tube 30 communicates with the air cavity 20b. The airbag 100 provided in this embodiment has a unique design. The hollow area 20a in the middle makes the volume of its air cavity 20b much smaller than that of a traditional airbag. Therefore, when inflated, the airbag 100 only needs less gas to reach the same expansion height as a traditional airbag. Furthermore, since the airbag 100 requires less total gas when inflating and deflating, under the same conditions of the air tube 30 and valve body, the gas flow rate is the same. Since the air cavity 20b contains less gas, the pneumatic comfort system using the airbag 100 provided in this embodiment has higher inflation and deflation efficiency. Specifically, during inflation, the time required to inflate the air chamber 20b from one atmosphere to the preset pressure value is short, resulting in high inflation efficiency. Similarly, during deflation, the time required to deflate the air chamber 20b from the preset pressure value to one atmosphere is short, resulting in high deflation efficiency.

[0022] Furthermore, although the volume of the air chamber 20b of the air bag 100 is reduced, the external dimensions of the air bag 100 are not affected, ensuring that it still provides sufficient / the same massage and support functions. In other words, while achieving the same massage and support effects, the air bag 100 provided in this embodiment of the application has lower requirements for the flow rate of the air source and higher inflation and deflation efficiency.

[0023] It is worth noting that in some embodiments, such as Figure 4 As shown, the support portion 20 is spiral-shaped, and the air cavity 20b within the spiral support portion 20 is also spiral-shaped. The air cavity 20b extends spirally around the hollow area 20a, and the massage portion 10 is disposed on the support portion 20 along the spiral extension direction of the air cavity 20b. Through the design of the spiral air cavity 20b, during the inflation process, gas enters the air cavity 20b, causing it to expand along its spiral extension direction, thereby pushing the massage portion 10 disposed on the support portion 20 upwards to provide massage or support functions for the occupant. This design improves inflation efficiency.

[0024] Meanwhile, as the gas diffuses within the spiral air chamber 20b, the airflow moves along the spiral path, gradually lifting the support 20. The inflation process is smooth, and the noise generated during inflation is low, thus further optimizing the user experience.

[0025] Correspondingly, when the air chamber 20b is vented, the gas is gradually discharged along the spiral path of the air chamber 20b, ensuring the efficiency and low noise of the venting process, and also enhancing the user's comfort experience.

[0026] It should be noted that, Figure 4 The dashed line in the diagram indicates the air chamber 20b. The air chamber 20b is not actually visible when illustrating the air bag 100. To facilitate understanding of the specific structure of the spiral-shaped air chamber 20b, Figure 4 The Chinese special code is shown with a dashed line.

[0027] In some embodiments, the air chamber 20b is spiral-shaped, extending around the hollow area 20a, while the massage part 10 is arranged along the extending direction of the spiral air chamber 20b. This structure can effectively expand the support part 20 and push the massage part 10 during inflation to provide massage or support for the occupant, while maintaining high efficiency and quietness in the inflation and deflation process, greatly improving the overall user experience.

[0028] It is worth noting that in some embodiments, the support portion 20 includes a first sub-airbag 21 and a second sub-airbag 22 stacked on the first sub-airbag 21 along a first direction D1, and the massage portion 10 is disposed on the second sub-airbag 22 along the first direction D1; the first sub-airbag 21 has a first hollow area 21a in the middle, and the second sub-airbag 22 has a second hollow area 22a in the middle, and the first hollow area 21a and the second hollow area 22a together form the hollow area 20a; the first sub-airbag 21 is provided with a first air hole 21b, and the second sub-airbag 22 is provided with a second air hole 22b, and the second air hole 22b and the first air hole 21b are connected to each other so that the air cavity 20b of the first sub-airbag 21 is connected to the air cavity 20b of the second sub-airbag 22; one end of the air tube 30 is connected to the first sub-airbag 21, and one end of the air tube 30 is offset from the first air hole 21b. Thanks to the hollow design in the center of the first sub-airbag 21, during inflation, gas can enter by circulating around the periphery of the first sub-airbag 21, and then flow through the first air hole 21b and the second air hole 22b to the second sub-airbag 22. The second sub-airbag 22 also has a hollow center, allowing gas to continue circulating around its periphery during inflation. This design not only saves gas and improves inflation efficiency, but also, due to the circulating flow of gas, the first sub-airbag 21 and the second sub-airbag 22 are inflated sequentially, resulting in relatively low noise during inflation, thus significantly improving the user experience.

[0029] To help readers understand the relatively low noise effect during inflation of the air chamber 20b provided in this application embodiment, please refer to... Figure 5 , Figure 6 and Figure 7The inflation process of an airbag 100p in the prior art, which includes three sub-airbags, will now be briefly described. The prior art airbag 100p includes a first sub-body 10p, a second sub-body 20p, and a third sub-body 30p stacked sequentially, connected by thin-film welding. The first sub-body 10p has an inflation port 101p for inflation and deflation of air fluid under the control of an air passage valve. A through-hole connects the sub-body units; specifically, the first sub-body 10p and the second sub-body 20p are connected through a first hole 11p, and the second sub-body 20p and the third sub-body 30p are connected through a second hole 21p. The first hole 11p and the second hole 21p form a through-hole path (e.g., ...). Figure 8 (As shown). One advantage of this arrangement is that when performing mold welding to form the first hole 11p and the second hole 21p, the stacked welding mold is easier to arrange, resulting in a simpler process. However, in actual vehicle seat massage applications, the airbag 100p in the above-mentioned prior art often produces a brief abnormal noise during inflation, causing discomfort to the seat user.

[0030] The cause of the brief abnormal sound is: such as Figure 5 As shown, when the first sub-body 10p is inflated and opened through the inflation port 101p, the airflow passes through the holes (first hole 11p and second hole 21p) between the layers and directly impacts the top surface of the third sub-body 30p, causing the third sub-body 30p to open and inflate. Figure 6 As shown, after the first sub-body 10p and the third sub-body 30p are inflated and opened, the multi-layered airbags, constrained by the seat cushion cover and foam, are compressed, causing the second sub-body 20p to be under negative pressure relative to the first sub-body 10p and the third sub-body 30p; therefore, the second sub-body 20p has not yet opened. Please refer to... Figure 6 and Figure 7 After the first sub-inflator 10p and the third sub-inflator 30p continue to inflate and fully expand, under stronger injection pressure, airflow begins to flow into the second sub-inflator 20p, creating an opening. At this point, airflow enters the second sub-inflator 20p and it opens. The occupant then compresses the already inflated airbag through the seat cover, causing the already inflated first sub-inflator 10p and third sub-inflator 30p to simultaneously replenish the newly opened second sub-inflator 20p with air (at this moment, the first sub-inflator 10p and third sub-inflator 30p will briefly retract). Combined with the airflow from the inflation port 101p, this causes the second sub-inflator 20p to rapidly expand, resulting in a momentary airbag popping sound.

[0031] However, in the embodiments of this application, whether the air cavity 20b is spiral-shaped or the first sub-air bag 21 or the second sub-air bag 22 is hollow, when the support part 20 is inflated, the gas gradually rises from the air tube 30 to inflate, thereby lifting the massage part 10. There is no noise caused by the support part 20 being impacted near the top of the massage part 10, nor is there a sound caused by the rapid expansion of the support part 20. The air bag 100 provided in this application embodiment has low noise when inflated.

[0032] It is worth noting that in some embodiments, please refer to [link / reference]. Figure 9 and combined Figure 3 The first sub-airbag 21 is provided with a first partition 21c, which is located in the air chamber 20b of the first sub-airbag 21. The first air hole 21b and one end of the air tube 30 are distributed on both sides of the first partition 21c, which separates the first air hole 21b from the air tube 30. Due to the first partition 21c, gas circulating within the first sub-airbag 21 is blocked by the partition 21c and enters the second sub-airbag 22, preventing gas from forming a circulation within the first sub-airbag 21 and further improving inflation efficiency.

[0033] It is worth noting that in some embodiments, the first partition portion 21c is inclined to guide gas from the air chamber 20b of the first sub-air bag 21 through the first air hole 21b into the air chamber 20b of the second sub-air bag 22, thereby improving the smoothness and stability of gas entering the second sub-air bag 22 from the first sub-air bag 21.

[0034] It is worth noting that in some embodiments, the first sub-airbag 21 includes two stacked membranes, which are heat-pressed and fused together to form the first partition portion 21c. This design not only enhances the structural strength of the first partition portion 21c but also ensures its sealing performance, preventing gas leakage. Furthermore, forming the first partition portion 21c through heat-pressing is a simple and low-cost process, which is beneficial for mass production. Simultaneously, the two-layered membrane design also provides the first sub-airbag 21 with better elasticity and durability, enabling it to adapt to different inflation pressures and massage needs.

[0035] It is understandable that the periphery of the two stacked diaphragms can also be connected and fixed by hot pressing to form an air cavity 20b.

[0036] It is worth noting that in some embodiments, the second sub-gas bag 22 is provided with a second partition 22c, which is disposed in the gas cavity 20b of the second sub-gas bag 22. The second partition 22c and the second air hole 22b are spaced apart along the gas flow direction. By providing the second partition 22c, the gas is prevented from forming a circulation in the second sub-gas bag 22, which can effectively improve the gas utilization rate and reduce unnecessary waste.

[0037] It is worth noting that in some embodiments, the second partition portion 22c is inclined to further guide gas from the air chamber 20b of the first sub-air bag 21 into the air chamber 20b of the second sub-air bag 22, thereby further improving the smoothness and stability of gas entering the second sub-air bag 22 from the first sub-air bag 21.

[0038] It is understood that the second sub-airbag 22 may also include two stacked membranes, and the two membranes of the first sub-airbag 21 are heat-pressed and fused to form the second partition portion 22c.

[0039] It is worth noting that in some embodiments, the support portion 20 further includes a third sub-airbag 23, which is stacked between the first sub-airbag 21 and the second sub-airbag 22 along the first direction D1. The third sub-airbag 23 is provided with a third hollow area 23a, and the first hollow area 21a, the second hollow area 22a and the third hollow area 23a together form the hollow area 20a. The third sub-airbag 23 is provided with a first through hole 23b1 and a second through hole 23b2. The first through hole 23b1 communicates with the first air hole 21b so that the air cavity 20b of the third sub-airbag 23 communicates with the air cavity 20b of the first sub-airbag 21. The second through hole 23b2 communicates with the second air hole 22b so that the air cavity 20b of the third sub-airbag 23 communicates with the air cavity 20b of the second sub-airbag 22. The addition of the third sub-airbag 23 expands the inflation height of the support section 20, further enhancing the support and massage effect of the airbag 100. While the third sub-airbag 23 makes the entire support section 20 more structurally complex, it also brings greater functionality and comfort. During inflation, gas first enters the first sub-airbag 21, then enters the third sub-airbag 23 through the first air hole 21b and the first through-hole 23b1, and finally enters the second sub-airbag 22 through the second through-hole 23b2 and the second air hole 22b. This design not only ensures uniform gas distribution but also allows the airbag 100 to form a more three-dimensional support structure during inflation, thus better adapting to the body shapes and needs of different occupants.

[0040] It is worth noting that in some embodiments, the number of third sub-airbags 23 is at least two, and the specific number of third sub-airbags 23 can be reasonably selected according to actual needs. By setting at least two third sub-airbags 23, the support strength and massage effect of the support part 20 can be further enhanced.

[0041] It is worth noting that in some embodiments, the third sub-airbag 23 may also include two stacked membranes, and the two membranes of the third sub-airbag 23 are heat-pressed and fused together to form the third partition portion 23c.

[0042] It is worth noting that in some embodiments, the third partition 23c is inclined to guide gas from the air chamber 20b of the third sub-air bag 23 into the air chamber 20b of the second sub-air bag 22, thereby improving the smoothness and stability of gas entering the second sub-air bag 22 from the third sub-air bag 23.

[0043] To help readers understand the design concept of this application, please refer to [link / reference needed]. Figure 3 and combined Figure 9 The following describes an inflation path S of the gas in the air bag 100 provided in the embodiments of this application. The gas enters the first sub-air bag 21 from the air tube 30 and circulates in the air cavity 20b of the first sub-air bag 21. The gas is blocked by the first partition 21c and guided to enter the third sub-air bag 23 from the first air hole 21b and the first through hole 23b1. The gas circulates in the air cavity 20b of the third sub-air bag 23. The gas is blocked by the third partition 23c and guided to enter the second sub-air bag 22 from the second through hole 23b2 and the second air hole 21b. The gas is blocked by the second partition 22c in the second sub-air bag 22, and the support part 20 is inflated and expanded.

[0044] The massage part 10 provided on the support 20 can be an airbag with a space to contain gas, or it can be a solid object. Its shape and material can be reasonably designed according to actual needs to ensure that the massage part 10 can provide a comfortable massage effect. In addition, the massage part 10 can also be made of soft and elastic materials, such as rubber, silicone, or memory foam, to provide a better massage experience.

[0045] In some embodiments, such as Figure 10 As shown, the massage unit 10 is provided with a massage head 101. The massage head 101 extends and protrudes to the side away from the support unit 20. The massage effect is enhanced by the provision of the massage head 101.

[0046] It is worth noting that the number of massage heads 101 can be one to provide a targeted acupressure massage comfort experience; or the number of massage heads 101 can be multiple, which can be distributed to increase the massage coverage area for the occupant.

[0047] This application also provides a pneumatic comfort system 200, such as Figure 11 As shown, the pneumatic comfort system 200 includes the airbag 100. The pneumatic comfort system 200 may also include an air source 201, a control system 202, and a valve body (not shown). The airbag 100 provides support and a comfortable massage experience for the occupant's back, waist, and / or hips and legs. The airbag 100 is connected to the air source 201 via the valve body, and the control system 202 is connected to the valve body. The control system 202 is used to control the air source 201 to inflate / deflate the airbag 100 via the valve body. The structure and function of the airbag 100 can be referred to in the above embodiments, and will not be repeated here.

[0048] Understandably, there can be multiple airbags 100, which can provide support and a comfortable massage experience for the occupant's back, waist and / or hips and legs respectively.

[0049] This application also provides a pneumatic comfort system 200, such as Figure 11 As shown, the seat 1000 includes the pneumatic comfort system 200. The seat 1000 can be installed in any vehicle, or it can be an office chair or a home chair. The seat 1000 also includes a backrest 300 and a seat cushion 400. The backrest 300 is connected to the seat cushion 400. The airbags 100 are distributed in the backrest 300 and / or the seat cushion 400. When an occupant sits on the seat cushion 400, the seat cushion 400 supports the pressure of the occupant's buttocks, and the backrest 300 supports the pressure of the occupant's back, waist, and tailbone from the shoulders down.

[0050] It should be noted that while preferred embodiments of this application are provided in the specification and accompanying drawings, this application can be implemented in many different forms and is not limited to the embodiments described herein. These embodiments are not intended to impose additional limitations on the content of this application; their purpose is to provide a more thorough and comprehensive understanding of the disclosure of this application. Furthermore, the above-described technical features can be combined with each other to form various embodiments not listed above, all of which are considered to be within the scope of this application's specification. Moreover, those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. An air bag, characterized in that, include: Massage area, support area, and trachea; The massage section is disposed on the support section; The support portion has a hollow area; The support portion is provided with an air cavity, which surrounds the hollow area. The air pipe is connected to the support portion and communicates with the air cavity.

2. The air bag according to claim 1, characterized in that, The air cavity is spiral-shaped and extends around the hollow area. The massage part is arranged on the support part along the spiral extension direction of the air cavity.

3. The air bag according to claim 1, characterized in that, The support includes a first sub-airbag and a second sub-airbag stacked on the first sub-airbag along a first direction, and the massage part is disposed on the second sub-airbag along the first direction; The first sub-airbag has a first hollow area in the middle, and the second sub-airbag has a second hollow area in the middle. The first hollow area and the second hollow area together form the hollow area. The first sub-airbag is provided with a first air hole, and the second sub-airbag is provided with a second air hole. The second air hole and the first air hole are connected to each other so that the air cavity of the first sub-airbag is connected to the air cavity of the second sub-airbag. One end of the air tube is connected to the first sub-air bag, and the air tube is offset from the first air hole.

4. The air bag according to claim 3, characterized in that, The first sub-airbag is provided with a first partition, which is located in the air cavity of the first sub-airbag. The first air hole and one end of the air tube are distributed on both sides of the first partition, and the first partition separates the first air hole and the air tube.

5. The air bag according to claim 4, characterized in that, The first partition is inclined to guide gas from the air chamber of the first sub-air bag through the first air hole into the air chamber of the second sub-air bag.

6. The air bag according to claim 4, characterized in that, The first sub-airbag includes two stacked membranes, which are heat-pressed and fused together to form the first partition.

7. The air bag according to claim 4, characterized in that, The second sub-airbag is provided with a second partition, which is disposed in the air cavity of the second sub-airbag. The second partition and the second air hole are spaced apart along the gas flow direction.

8. The air bag according to claim 3, characterized in that, The support also includes a third sub-airbag, which is stacked between the first sub-airbag and the second sub-airbag along the first direction; the third sub-airbag is provided with a third hollow area, which is formed by the first hollow area, the second hollow area and the third hollow area together. The third sub-airbag is provided with a first through hole and a second through hole; The first through hole communicates with the first air hole so that the air cavity of the third sub-air bag is connected to the air cavity of the first sub-air bag; The second through hole communicates with the second air hole, so that the air cavity of the third sub-air bag is connected to the air cavity of the second sub-air bag.

9. A pneumatic comfort system, characterized in that, Including the air bag as described in any one of claims 1-8.

10. A type of seat, characterized in that, Includes the pneumatic comfort system as described in claim 9.

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