A pulse massage structure suitable for a car seat comfort system

Abstract

This utility model belongs to the field of automotive seat massage technology, and discloses a pulse massage structure suitable for automotive seat comfort systems. It includes a massage component installed inside the automotive seat, comprising multiple first airbags arranged overlapping from bottom to top, which are interconnected. One of the first airbags is connected to a first solenoid valve via a first pipe, which controls the continuous inflation and deflation of the first airbag. A second airbag is located above the uppermost first airbag among the multiple first airbags, and is connected to a second solenoid valve via a second pipe, which controls the rapid inflation and deflation of the second airbag. This solution allows for adjustment of support strength based on passenger body shape through the continuous inflation and deflation of the first airbags, while the rapid pulses from the second airbags provide stimulation to different fatigued areas. This utility model solves the problem of limited massage effects despite the personalized needs of different passengers.

Description

Technical Field

[0001] This solution belongs to the field of automotive seat massage technology, specifically involving a pulse massage structure suitable for automotive seat comfort systems. Background Technology

[0002] In recent years, with the rapid development of the automotive industry, people have increasingly higher requirements for the comfort of car rides. Car seat massage has also been gradually applied to the mid-to-low-end passenger car market. Existing car seat massage systems include multiple massage airbags installed inside the car seat. The inflation and deflation of multiple massage airbags are controlled by air pumps and valves. The multiple massage airbags drive the movement of the car seat surface, creating pressure and pushing on the occupant to achieve a massage effect.

[0003] A car seat massage structure is disclosed in the existing publication (announcement) with the number CN223131894U, including a mounting and limiting steel frame, a supporting back panel, and a multi-functional side massage assembly. The mounting and limiting steel frame is installed inside the car seat, and the supporting back panel is fixedly installed on the mounting and limiting steel frame. The multi-functional side massage assembly is located on both sides of the supporting back panel. A control box is installed on one side of the supporting back panel via expansion pins, and the other side of the supporting back panel is provided with point airbags, arranged in two rows with a total of ten groups. On the same side of the point airbags, there are two groups of upper and lower back airbags. The car seat massage structure also includes an air pump.

[0004] For example, the aforementioned seat massage structure achieves multi-point massage by setting up multiple airbags. However, most of them only perform inflation and deflation massage on a single air chamber at a certain point. This single structure can no longer meet the personalized needs of different passengers, and the massage effect is limited, resulting in limited room for improvement in comfort. Utility Model Content

[0005] The purpose of this solution is to provide a pulse massage structure suitable for automotive seat comfort systems, in order to address the problem of limited massage effects and the personalized needs of different passengers.

[0006] To achieve the above objectives, this solution provides a pulse massage structure suitable for automotive seat comfort systems, including a massage component disposed within the automotive seat, the massage component comprising: The first airbag, there are multiple first airbags arranged overlapping from bottom to top, the multiple first airbags are connected, one of the first airbags is connected to a first solenoid valve through a first pipe, the first solenoid valve is used to control the continuous inflation and deflation of the first airbag; The second airbag is located above the topmost first airbag among a plurality of first airbags. The second airbag is connected to a second solenoid valve through a second pipe. The second solenoid valve is used to control the rapid inflation and deflation of the second airbag. An air pump, the air outlet of which is connected to the air inlet of the first solenoid valve and the second solenoid valve via pipes.

[0007] The principle and effect of this solution are as follows: By setting up multiple overlapping and interconnected first airbags and independent second airbags above them, air pumps supply air to both. A first solenoid valve controls the continuous inflation and deflation of the first airbags to provide basic support and soothing massage intensity, while a second solenoid valve controls the rapid inflation and deflation of the second airbags to generate pulse stimulation. The two work together to create multi-mode massage. During the massage, the continuous inflation and deflation of the first airbags can adjust the support intensity according to the passenger's body shape, while the rapid pulses of the second airbags can quickly inflate and deflate different fatigued areas to provide stimulation. By independently controlling the inflation and deflation frequency and intensity of the two airbags, passengers can choose different massage combination modes according to their own needs, meeting the personalized needs of different passengers and solving the problem of limited massage effect of a single airbag.

[0008] Furthermore, a felt layer is provided below the first airbag at the bottom, and the back of the felt layer is provided with adhesive tape.

[0009] The principle and effect of this solution is to fix the entire massage component to the recessed area of ​​the foam A side inside the car seat with tape, so as to prevent the airbag from shifting due to force when it is inflated or deflated.

[0010] Furthermore, the felt layer is a circular, rigid felt layer.

[0011] The principle and effect of this solution are as follows: the shape of the felt layer matches the airbag to support the first airbag with multiple overlapping layers; at the same time, it adapts to the corresponding installation space inside the seat.

[0012] Furthermore, the number of the first airbags is three, and the number of the second airbags is one.

[0013] The principle and effect of this scheme are as follows: three overlapping and interconnected first airbags form a stepped inflation support, a single second airbag acts on the top layer, and a pulse mode of rapid inflation and deflation is used.

[0014] Furthermore, both the first and second airbags are formed by two circular membranes; the contact surfaces of adjacent first airbags are interconnected.

[0015] The principle and effect of this solution are as follows: through the above settings, the airbag is subjected to uniform force when it is inflated and deflated; the contact surfaces of adjacent first airbags are interconnected, realizing gas flow.

[0016] Furthermore, the circular membrane edges of both the first and second airbags are provided with outwardly extending flanges.

[0017] The principle and effect of this solution are as follows: the outward-extending flange can increase the contact area between adjacent components, thereby improving the airbag's sealing performance and strength.

[0018] Furthermore, the thickness of the circular diaphragm and the felt layer gradually decreases from the center to the edge, and the cross-sections of the circular diaphragm and the felt layer are both symmetrical arc-shaped structures.

[0019] The principle and effect of this solution is to make the central area of ​​the airbag stronger and the edges more easily deformable when the airbag is inflated and deflated.

[0020] Furthermore, the connection point between the first pipe and the first airbag is located on the side of the bottommost first airbag, and the connection point between the second pipe and the second airbag is located on the side of the second airbag, with the central axes of the first pipe and the second pipe located on the same horizontal plane.

[0021] The principle and effect of this solution are as follows: the installation of pipes on the same horizontal plane facilitates the centralized arrangement of air passages and reduces the space occupied inside the seat. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the structure of the massage component of this utility model; Figure 2 This is a schematic diagram of the internal structure of the car seat of this utility model; Figure 3 This is a schematic diagram of the structure of the drive component of this utility model.

[0023] The corresponding labels in the attached drawings are named as follows: car seat 1, massage component 2, first airbag 21, second airbag 22, first pipe 211, second pipe 221, felt layer 23, drive component 3, frame 31, horizontal slide rail 32, vertical slide rail 33, sliding seat 34, movable seat 35. Detailed Implementation

[0024] The following will describe the concept and technical effects of this utility model clearly and completely with reference to the embodiments, so as to fully understand the purpose, features and effects of this utility model. Obviously, the described embodiments are only a part of the embodiments of this utility model, not all of them. Other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are all within the scope of protection of this utility model. Example 1: Please see Figure 1This embodiment provides a pulse massage structure suitable for automotive seat comfort systems, including a massage component 2 disposed within an automotive seat 1. The massage component 2 includes a first airbag 21, a second airbag 22, an air pump (not shown), a first solenoid valve (not shown), a second solenoid valve (not shown), and a felt layer 23. The air pump, the first solenoid valve, and the second solenoid valve are all existing technologies. In this embodiment, a miniature two-position three-way solenoid valve is selected, such as the 4V210-08 solenoid valve, with a working voltage of DC12V (compatible with the automotive power supply), enabling pulse control for rapid inflation and deflation of the second airbag. The first solenoid valve needs to be adapted for stable control of continuous inflation and deflation; a model with a slightly larger flow rate (such as 4V310-10) from the same series can be selected. The air pump is a DC miniature air pump, such as the DP-60 oil-free silent air pump, with a working voltage of DC12V.

[0025] Please continue reading. Figure 1There are three first airbags 21, which are stacked sequentially from bottom to top, with the contact surfaces of adjacent first airbags 21 intersecting, making the interiors of the three first airbags 21 interconnected. Each first airbag 21 is formed by two circular diaphragms, the edges of which are welded together to form a sealed structure. Each diaphragm has an outwardly extending flange, the width of which is 0.2-0.3 cm. The flanges increase the welding contact area between adjacent first airbags 21, improving the airbag's sealing performance and structural strength. The thickness of the circular diaphragms gradually decreases from the center to the edge, with a center thickness of 1.5 mm and an edge thickness of 0.8-1 mm. Their cross-section has a symmetrical arc shape, allowing the central area of ​​the first airbag 21 to provide stronger support during inflation and deflation, while the edges are more prone to deformation. The lowest-level first airbag 21 has a first pipe 211 connected to its side. The other end of the first pipe 211 is connected to a first solenoid valve, which controls the continuous inflation and deflation of the first airbag 21. By controlling the first solenoid valve, the inflation pressure of the first airbag 21 can be adjusted, thereby adjusting the support strength according to the body shape and force requirements of different passengers to meet personalized basic massage intensity preferences. A second airbag 22 is located above the uppermost first airbag 21, and there is only one second airbag 22. The second airbag 22 is also composed of two circular diaphragms. The structure of the circular diaphragms is the same as that of the circular diaphragms of the first airbag 21, i.e., the edges have outward-extending flanges, the thickness gradually decreases from the center to the edge, and the cross-section has a symmetrical arc shape. The second airbag 22 has a second pipe 221 connected to its side. The other end of the second pipe 221 is connected to a second solenoid valve, which controls the rapid inflation and deflation of the second airbag 22. This rapid inflation and deflation generates pulse stimulation, providing pulse massage to the passenger's muscle fatigue areas. The central axes of the first pipe 211 and the second pipe 221 are located on the same horizontal plane, which facilitates the centralized arrangement of the air passages, reduces the space occupied inside the seat, and makes the overall structure more compact. The air outlet of the air pump is connected to the air inlet of the first solenoid valve and the second solenoid valve through pipes, respectively, to provide air source for the first airbag 21 and the second airbag 22.

[0026] Please continue reading. Figure 1Below the bottommost first airbag 21 is a felt layer 23. The felt layer 23 is a circular rigid structure with a diameter larger than that of the bottommost first airbag 21. Its thickness gradually decreases from the center to the edge, with a center thickness of 2mm and an edge thickness of 1-1.5mm. Its cross-section also has a symmetrical arc shape, matching the structure of the circular diaphragm. Adhesive tape is provided on the back of the felt layer 23, which can be used to fix the entire massage assembly 2 to the foam A-side groove inside the car seat 1, preventing displacement of the airbags due to stress during inflation and deflation. Simultaneously, the rigidity of the felt layer 23 provides uniform rigid support for the multi-layered first airbags 21, preventing local collapse or deformation of the first airbags 21 due to uneven stress during inflation and deflation.

[0027] In use, the first and second solenoid valves can be controlled via the control buttons on the car's control panel or the vehicle's control system. For example, multiple massage modes can be set. In "Gentle Mode," the first solenoid valve controls the first airbag 21 to inflate to a lower pressure (e.g., 0.1-0.15 MPa) and maintains continuous inflation and deflation, providing gentle support massage. The second solenoid valve controls the second airbag 22 to inflate and deflate rapidly at a lower frequency (e.g., 1-2 times / second), generating mild pulse stimulation. In "Strong Mode," the first solenoid valve controls the first airbag 21 to inflate to a higher pressure (e.g., 0.2-0.25 MPa), and the second solenoid valve controls the second airbag 22 to inflate and deflate rapidly at a higher frequency (e.g., 3-4 times / second), providing stronger support and pulse massage. Passengers can choose the appropriate massage mode according to their needs for a personalized massage experience. The continuous inflation and deflation of the first airbag 21 and the rapid pulse inflation and deflation of the second airbag 22 work together to create a multi-mode massage effect.

[0028] Example 2: The difference between this embodiment and Embodiment 1 is that, since the massage component 2 in the previous embodiment is fixedly installed in the foam A surface of the car seat, its massage points cannot be adjusted according to the back contours and force requirements of different people (such as male and female passengers, passengers with different back widths). When the positions of the passenger's back sides and the fixed massage component 2 do not match, the massage points will shift, that is, the massage force that should act on the muscles on both sides of the back cannot be applied to the target area, and may also cause discomfort due to improper force position, making it difficult to meet the personalized needs of passengers of different body types. Therefore, this embodiment improves the massage component 2 to solve the above problems.

[0029] Please see Figure 2 and Figure 3The system also includes a drive assembly 3 located inside the massage assembly 2. The drive assembly 3 includes a frame 31, horizontal slide rails 32, and vertical slide rails 33. The frame 31 is located inside the car seat 1. Two sets of vertical slide rails 33 are symmetrically arranged, and both ends of each vertical slide rail 33 are fixedly connected to the frame 31. Multiple sets of horizontal slide rails 32 are spaced apart; in this embodiment, three sets are preferred. Each end of the horizontal slide rail 32 has a sliding seat 34, which is connected to a first drive unit for driving its movement along the vertical slide rail 33. Several spaced movable seats 35 slide on the horizontal slide rail 32, and each movable seat 35 is connected to a second drive unit for driving its movement along the horizontal slide rail 32. The massage assembly 2 is mounted on each movable seat 35. Specifically, the felt layer 23 is fixed to the movable seat 35 by adhesive tape on the back of the felt layer 23. Both the first drive unit and the second drive unit are existing technologies. For example, linear motors are installed on the back of both the sliding seat 34 and the movable seat 35. These linear motors drive the sliding seat 34 and the movable seat 35 to move along their respective motion paths. The linear motors are electrically connected to the vehicle's control system, and their movement is controlled via the vehicle's control panel. The vehicle's control system has several preset control modes: First, passengers can input body parameters (such as height and shoulder width) through the touchscreen interface of the vehicle's central control screen. The system automatically calculates the optimal position of the massage component 2 based on a preset algorithm (existing technology), and then sends drive signals to the linear motors. This controls the sliding seat 34 to move up and down along the vertical slide rail 33 to adjust the height of the massage component 2, and controls the movable seat 35 to move left and right along the horizontal slide rail 32 to adjust the horizontal spacing of the massage components 2. Second, passengers can drag virtual massage point icons through the seat massage interface on the central control screen to control the movement of the corresponding massage component 2 on the movable seat 35 until the ideal position is reached. It should be noted that, in order to adapt to the movement requirements of the massage component 2, the foam surface of the car seat 1 needs to be configured accordingly, and a composite structure layer needs to be set on the front of the drive component 3. In order to adapt to the movement requirements of the massage component 2 and bear the weight of the passenger, its thickness is 20-25mm, which has sufficient rigidity to support the weight of the human body, and can allow the pressing energy of the massage component 2 to be transmitted to the back of the person.

[0030] The above descriptions are merely embodiments of this utility model, and common knowledge regarding specific structures and characteristics is not elaborated upon here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the structure of this utility model, and these should also be considered within the scope of protection of this utility model. These modifications will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application shall be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A pulse massage structure suitable for a car seat comfort system, comprising a massage component (2) disposed within a car seat (1), characterized in that, The massage component (2) includes: The first airbag (21) is multiple and is arranged in an overlapping manner from bottom to top. The multiple first airbags (21) are connected. One of the first airbags (21) is connected to a first solenoid valve through a first pipe (211). The first solenoid valve is used to control the continuous inflation and deflation of the first airbag (21). The second airbag (22) is located above the uppermost first airbag (21) among a plurality of first airbags (21). The second airbag (22) is connected to a second solenoid valve through a second pipe (221). The second solenoid valve is used to control the rapid inflation and deflation of the second airbag (22). An air pump, the air outlet of which is connected to the air inlet of the first solenoid valve and the second solenoid valve via pipes.

2. The pulse massaging structure for use in a comfort system of a car seat according to claim 1, wherein: Below the first airbag (21) at the bottom layer is a felt layer (23), and the back of the felt layer (23) is provided with adhesive tape.

3. The pulse massaging structure as claimed in claim 2, wherein the said structure is adapted to be used in a comfort system of a car seat. The felt layer (23) is a circular, rigid felt layer (23).

4. The pulse massaging structure as claimed in claim 3, wherein: The number of the first airbag (21) is three, and the number of the second airbag (22) is one.

5. A pulsating massage structure as claimed in claim 4, adapted for use in a comfort system for a car seat, characterized in that: The first airbag (21) and the second airbag (22) are both formed by two circular membranes; the contact surfaces of adjacent first airbags (21) are interpenetrating.

6. The pulse massaging structure as claimed in claim 5, wherein: The circular membrane edges of the first airbag (21) and the second airbag (22) are provided with outwardly extending flanges.

7. The pulse massaging structure as claimed in claim 5, wherein the said structure is adapted to be used in a comfort system of a car seat. The thickness of the circular diaphragm and the felt layer (23) gradually decreases from the center to the edge, and the cross-section of the circular diaphragm and the felt layer (23) are both symmetrical arc structures.

8. The pulse massaging structure as claimed in claim 1, wherein: The connection point between the first pipe (211) and the first airbag (21) is located on the side of the lowest first airbag (21), and the connection point between the second pipe (221) and the second airbag (22) is located on the side of the second airbag (22). The central axes of the first pipe (211) and the second pipe (221) are located on the same horizontal plane.

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