WO2023062019A1

WO2023062019A1 - System for motion comfort

Info

Publication number: WO2023062019A1
Application number: PCT/EP2022/078271
Authority: WO
Inventors: Marko Boving
Original assignee: Antwerps Blauw Bv
Priority date: 2021-10-11
Filing date: 2022-10-11
Publication date: 2023-04-20

Abstract

The current invention relates to an improved motion comfort system, adapted for increased user comfort in terms of motion sickness, allowing more movement flexibility in a number of directions.

Description

SYSTEM FOR MOTI ON COMFORT

Fl ELD OF THE I NVENTI ON

The present invention relates to motion comfort systems. I n particular, the present invention relates to motion comfort systems in vehicles, as well as for use in gam ing and simulation applications and systems therefor.

BACKGROUND

Given the evolution towards a more passive mode of transportation (autonomous vehicles amongst others) and mass passenger transportation, more and more people will become passengers during transit, while the number of drivers lowers. The disadvantages this poses lie amongst others in dealing with changes and external triggers, strongly increasing motion sickness.

The symptoms of motion sickness appear when the central nervous system receives conflicting messages from the sensory systems: the inner ear, eyes, stomach, skin pressure receptors and the m uscle and joint sensory receptors do report conflicting information.

Oscillations cause disarray like a mental state, unwillingness to focus, avoidance behavior of tasks, lethargy, fatigue, drowsiness, nausea, vomiting and affect-impact the perceived premium motion comfort negatively. Excessive head and trunk roll around the X-axis do exacerbate nausea.

While drivers are more adapted to this, by means of ‘predicting’ or having a better view on when such changes will occur and actively and passively adapting to these, this is impossible for passengers, even more so as these are more and more working or taking part or in leisure activities during transport, such as reading, watching a movie, etc. The unsuspecting passenger will undergo significantly higher levels of discomfort than a driver.

Known seat support systems for vehicles serve to provide the user comfort while sitting, but are insufficiently adapted to actively or passively compensate for sudden changes in movement mode, which can include swerving, changing lanes, tunnels, turning, braking, accelerating, avoiding obstacles (such as potholes or actual obstacles) . These typically have the effect of disorienting the user by being insufficiently flexible or movable in enough dimensions of freedom , thus causing motion sickness in a high number of cases, even more so given the evolution discussed above. Most automotive systems deal poorly with these small changes, and only generally provide some dampening factors or compensation systems on chassis-level, but none of these allow manipulations on passenger-level, and even less so passenger¬

5 dependent.

Sim ilar issues arise in driving-related applications, such as sim ulation systems and gam ing applications, in particular related to driving and/or flight (high-speed movement in general) .

The invention aims to solve a user-adapted and -adaptive seating system for automotive vehicles (i.e. , any mode of transport wherein a user is seated, also including aerial and naval vehicles, such as speedboats, etc.) , as well as sim ulation and/or gaming applications that compensates for sudden and slower changes,5 effects, etc. that occur to a user while driving, this to reduce and/or prevent motion sickness.

SUM MARY OF TH E I NVENTI ON 0 I n a preferred embodiment, the invention pertains to an improved for motion comfort in sim ulated or real-life movement applications, preferably for automotive vehicles according to claim 1 .

I n particular, it should be noted that, while the invention aims to resolve issues that5 occur in the context of driving in (automotive) vehicles, the same issues can occur in sim ulations thereof, whether these sim ulations are for gam ing or for educative (learning) purposes. I n these sim ulated applications, realism is often highly desirable, in which case the abovementioned sudden changes occur here as well and provide for the same problems in the experience of users. I n order to resolve this, it0 is pointed out that, while m uch of what follows is discussed in the context of a vehicle (and in terms of real-life movement) , the teachings are directly transferable to sim ulated/virtual movement, in gaming or sim ulation applications, such as in driving/flight simulators, or in gaming rigs that comprise specific seating systems, which are often used in racing/driving games, but also in flight games, and sailing5 games.

I n this light, sim ulation applications comprise driving and flight sim ulators, professional sim ulation education, simulation-based training for ground and air traffic, transportation, construction and agricultural vehicles, but are not limited thereto.

I n this light, gam ing applications comprise car driving simulator games, online racing sim ulators, aircraft and drone sim ulation games, but are not limited thereto.

The invention lies in the adaptation of a seat support system that in itself provides for a higher flexibility in its movements in a high number of degrees of freedom (vertical, horizontal, rotation, tilting) , which allows said system to better compensate for positional changes during driving, and further reduce vibrations and other effects. Amongst others, a maintained line of vision is ensured, and the seat can be predictively controlled in movements (position and orientation) to compensate for future events, such as swerves to evade a pothole or oncoming traffic, changing lanes, etc. Many of these events can be predicted automatically via Al and/or other measures. The provision of the current system allows for a passenger-specific handling of these events, and thus ensuring a more comfortable transport experience.

I n a further aspect, the invention relates to the use of a system according to the first aspect in such applications as automotive vehicles, in driving simulation and/or flying simulation, and in driving games and/or flying games.

Further preferred embodiments are described in the dependent claims, and in the detailed description of the text.

DESCRI PTI ON OF Fl GURES

Figure 1 shows an exploded view of system 1 .

Figure 2 shows an exploded view of the bridge assembly 5 and including the seat platform 3 .

Figure 3 provides a schematic representation of the orthogonal slider 13 and of the bridge rotation planet 15 as well as the freedom of motion the shaft slider 1 1 has within each of these elements.

Figure 4 shows a schematic representation of the cradle 18 relative to the balancing beams 4a and 4b, as well as to the foot rest platform 21 . Figure 5 shows a balancing beam 4b assembly.

Figures 6 shows an embodiment of a balancing beam according to the invention, comprising a frequency dampening filter.

Figure 7 shows an embodiment of a frequency dampening filter as per Figure 6.

Figure 8 shows a top view of the frequency dampening filter of Figure 6 and 7.

Figure 9 shows an exploded view of the balancing beam of Figure 5 and 6.

DETAI LED DESCRI PTI ON OF THE I NVENTI ON

The present invention concerns a system for motion comfort.

Unless otherwise defined, all terms used in disclosing the invention, including technical and scientific terms, have the meaning as com monly understood by one of ordinary skill in the art to which this invention belongs. By means of further guidance, term definitions are included to better appreciate the teaching of the present invention.

As used herein, the following terms have the following meanings:

“A”, “an”, and “the” as used herein refers to both singular and plural referents unless the context clearly dictates otherwise. By way of example, “a compartment” refers to one or more than one compartment.

“About” as used herein referring to a measurable value such as a parameter, an amount, a temporal duration, and the like, is meant to encompass variations of + /- 20% or less, preferably + /-10% or less, more preferably + /-5% or less, even more preferably + /-1 % or less, and still more preferably + Z-0.1 % or less of and from the specified value, in so far such variations are appropriate to perform in the disclosed invention. However, it is to be understood that the value to which the modifier “about” refers is itself also specifically disclosed.

“Comprise”, “comprising”, and “comprises” and “comprised of” as used herein are synonymous with “include”, “including”, “includes” or “contain”, “containing”, “contains” and are inclusive or open-ended terms that specifies the presence of what follows e.g. , component and do not exclude or preclude the presence of additional, non-recited components, features, element, members, steps, known in the art or disclosed therein.

I n what follows, when reference is made to “vehicle” or “vehicles”, this is understood to comprise actual physical vehicles, as well as physical frameworks (“rigs”) for virtual (sim ulated) vehicles in gaming or sim ulator applications. Likewise, “automotive” vehicles should not be interpreted narrowly, but as any type of self- propelled vehicle. While the invention is mainly aimed at use in land vehicles (and again, virtual counterparts thereof) , its use is also possible in naval and aerial vehicles.

Furthermore, the terms first, second, third and the like in the description and in the claims, are used for distinguishing between similar elements and not necessarily for describing a sequential or chronological order, unless specified. It is to be understood that the terms so used are interchangeable under appropriate circumstances and that the embodiments of the invention described herein are capable of operation in other sequences than described or illustrated herein.

The recitation of numerical ranges by endpoints includes all numbers and fractions subsumed within that range, as well as the recited endpoints.

Whereas the terms “one or more” or “at least one”, such as one or more or at least one member(s) of a group of members, is clear per se, by means of further exemplification, the term encompasses inter alia a reference to any one of said members, or to any two or more of said members, such as, e.g., any >3, >4, >5, >6 or >7 etc. of said members, and up to all said members.

Unless otherwise defined, all terms used in disclosing the invention, including technical and scientific terms, have the meaning as com monly understood by one of ordinary skill in the art to which this invention belongs. By means of further guidance, definitions for the terms used in the description are included to better appreciate the teaching of the present invention. The terms or definitions used herein are provided solely to aid in the understanding of the invention.

Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment, but may. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner, as would be apparent to a person skilled in the art from this disclosure, in one or more embodiments. Furthermore, while some embodiments described herein include some but not other features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form different embodiments, as would be understood by those in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.

I n a first aspect, the invention relates to system for motion comfort in simulated or real-life movement applications, preferably for automotive vehicles, comprising a seat rigidly attached to a seat support structure rotatably attached to a bridge assembly around a motorized main shaft. Said shaft is substantially perpendicular to the seat support structure. The bridge assembly is suspended from at least two individually movable balancing beams, each of which beams being pivotable relative to a base by means of an actuator (for instance pneumatic, hydraulic, etc.) , and which base is rigidly attached to a housing base. Said bridge assembly comprises an orthogonal slider laterally movable within said bridge assembly along a first axis in the plane of the bridge assembly by means of at least one actuator. Said orthogonal slider is further provided with a track configured to receive a shaft slider, said shaft slider being longitudinally movable in said track along a second axis in the plane of the bridge assembly different from the first axis by means of at least one actuator, and which shaft slider comprises a cylindrical section extending in a substantially vertical direction and downwards into a slot of a bridge rotation planet, which bridge rotation planet is in rotatable connection with a bridge cradle in the plane of the bridge assembly, which bridge assembly is rotatable relative to each balancing beam by means of at least one actuator on each side. The present system perm its adj usti ng the pitch, roll and yaw of the seat. Furthermore, the seat is linearly displaceable towards either side and fore and aft. This freedom of motion perm its not only adapting the seat and its positioning to the anthropometric characteristics of the user, but more importantly, said freedom of motion permits changing the acceleration felt by the user during transit. Furthermore, said freedom of motion permits maintaining the head of the user in a stable position. I n this context, “anthropometric characteristics” is understood as the dimensions and mass distribution of each limb of a human body, the m usculature, bone structure and adipose tissue.

5 I n a further or another embodiment, the main shaft is variable in length by means of a linear actuator. I n this way, seat height can be adj usted either automatically or by action of the user, either continuously of from a number of comfort modes, and without interfering with any motion damping elements of the system . By preference, the main shaft further comprises also an angular actuator, which actuator can be automatically or manually adjusted. I n particular, said linear actuator is configured also to dampen lower frequency vibrations that would otherwise reduce the comfort of the operator or even trigger indisposition.

I n a further or another embodiment, the shaft slider comprises at least one toothed5 rack configured to be acted upon by a motor having a gear and/or pinion. By preference, the orthogonal slider comprises at least one toothed rack configured to be acted upon by a motor having a pinion, or at least one spindle configured to be acted upon by a motor having a gear and/or pinion. Still more preferably, the bridge rotation planet is equipped with a toothed perimeter configured to be acted upon by0 at least one motor equipped with a pinion complementary to said toothed perimeter. I n this way the shaft slider can move fore and aft but also sideways in solidarity with the orthogonal slider, any of which motions of the shaft slider can be automatically accompanied by the motion of the bridge rotation planet. This advantageously perm its reducing the torque acting upon the shaft slider and the orthogonal slider,5 thereby ensuring a greater stability of the seat while compensating for changes in acceleration of the vehicle. I n further or another preferred embodiment of the invention, the bridge rotation planet is moving freely and in rotatable connection with the bridge cradle. I n this way, the position of the bridge rotation planet is controlled by a bottom extension of the shaft slider, thereby allowing for a simpler0 system .

I n a further or another embodiment of the invention, each balancing beam is provided with a linear actuator having a first end pivotably attached said beam and a second end pivotably attached to the base of the beam . Preferably, the housing5 base is further provided with independently pivotable balancing beam guides, the end of each of which balancing beam guides is slidably connected to a slot at the end of its corresponding balancing beam . This permits compensating for substantially vertical changes in speed and/or acceleration, as well as for moderate rolling motions of the vehicle. More preferably still, each balancing beam is equipped with at least one preload spring imparting a force upon the balancing beam , which force has a substantially upwards direction. This advantageously perm its compensate for some of the weight of the system and thereby advantageously

5 dampening some of the forces acting upon or required of the linear actuators attached to each balancing beam .

I n a preferred embodiment, the balancing beams are fixated to the housing base via the upstanding or vertical parts, whereby one or more, preferably at least two for stability, frequency dampening filter is provided between the balancing beams and the housing base. These can reduce or even elim inate unwanted frequencies at that position from transferring between the housing base to the balancing beams (and then onwards to the passenger), and furthermore isolate components such as mounting bolts, washer and nuts from direct contact with metal parts, which further5 eliminates propagation of some vibrations and frequencies to the balancing beams and onwards to the user. Examples of these are visible in Figures 6 to 9, with Figure 7 and 8 showing the frequency dampening filter in more detail. Figure 8 shows a top view, giving a clear view on the ‘ribbed plate’ of the filter, and the bolts for connecting it to the balancing beams. This is furthermore shown in Figure 9. 0

I n a further or another embodiment, the base of each balancing beam is equipped with a motor having a worm gear, which worm gear is connected to a complimentary angular rack, said angular rack being centered around a pivoting axis of the bridge cradle, and said angular rack being on the same side as said motor. This5 advantageously perm its not only adj usting the pitch the seat via user-activation, for instance manually, via voice, etc., but more importantly, this permits automatically adjusting the pitch of the chair relative to any other adj ustment in any other actuator. This automatic adj ustment can, for example, help maintain a stable pitch of the seat as the seat rolls and/or changes height. 0

I n a further preferred embodiment, as seen in the Figures showing a representation of the beam , both bridge balancing beams (left and right) are fastened into separate corners of the housing base cabin for maxim um construction strength. Additional dampening material between the bridge balancing beams and the housing base cabin5 filters out a selection of vibration frequencies.

The balancing beams comprise a vertical, preferably metal, part comprising a mounting zone facing backwards towards the housing base back inner side wall for fixation, and a rod at the bottom front part to hold one end of the actuator (for instance bidirectional linear actuator or pneumatic cylinder, dampener or a gear or a motor or a combination) . A single or multiple spring assisted bushings at the top of the vertical part hinges the pivoting horizontal part of the beam , which extends forwards. The horizontal part of the beam holds, in the forward end of said beam , a m ultidirectional bearing faced downwards with a lateral axis orientation. The shaft running through the bearing is connected to the rod of the other end of the abovementioned actuator. The vertical part, the horizontal beam and the actuator are configured in a largely triangular shape.

The single or m ultiple spring assisted bushing mentioned above is pretensioned with a resulting vertical force vector at the m ultiple bearing axis location at the fore end of each of the horizontal beams, this to support the weight of the bridge construction subassembly, a complete seating system and part of the weight of the seated passenger. A default actuator stroke can keep each of the horizontal beams in balance and automatic or on demand actuator travel pivots the horizontal beams up or down, for instance a height adj ustment for optimal seating comfort can pivot the beams upwards to suit a particular passenger demand.

The shaft running through each of the above-mentioned m ultidirectional bearings also holds at its both ends the bridge construction suspended in the air, this by fitting both ends into both vertical flanges at each side of the bridge construction. Each bridge balancing beam controls the lateral balance of the bridge construction in regard to upcoming road geometry and or in regards to earth gravity.

At the beginning of each horizontal beam , on the side facing toward the center of the construction, an actuator or linear bidirectional actuator or a pneumatic cylinder and or a motor and or a gear or a combination of the above is mounted with a spindle facing forward into one of the vertical flanges of the bridge construction where a gear rack-and-pinion construction rotates the bridge construction forward or backward round the m ultiple bearing axis. For instance, with an adjustable or automatic height adj ustment, the bridge construction needs to compensate for the changing horizontal beam pivot angle with an opposite fore-aft pitch angle.

Each beam bridge balance also filters out a selection of oscillations, vibrations, frequencies and resonances, this with the help of the above-mentioned actuator.

The beam base guide is fixed onto the front center part of the housing base cabin and guides both bridge-balance-beams in their vertical movement

I n a further or another embodiment, the housing base is rigidly attached to the cabin floor or mounted on seat rails or a pivotable platform or a dampening platform (for dampening vibrations) of the automotive vehicle (or its counterpart in simulation/gaming applications) , any said platform being attached to the cabin floor or said housing base being mounted on a bridge construction attached to the cabin floor or sides, or a combination of the above.

I n a further or another embodiment, a foot rest platform is introduced on the cabin floor, which foot rest platform can move along or pivot about a longitudinal or lateral axis. Preferably, the foot rest platform is provided with actuators which permits adj usting said foot rest platform in a way that is concurrent with the adj ustments made to the seat. More preferably still, the foot rest platform is able to provide tactile feedback to the user, for example by means of vibrating motors. I n this way, the user is receiving non-conflicting signals, which when combined with an artificial horizon, advantageously provide visual and motion information that are in accordance with one another. More advantageously still, the user can be provided with signals which anticipate changes in acceleration. For example, the system can send signals to the user, which anticipate a turning motion of the vehicle or even impact. I n the latter example, the system can greatly decrease or even eliminate inj ury to the user by extending the duration of the energy transfer upon impact, thereby reducing or elim inating undesired acceleration imparted upon the user.

I n a preferred embodiment, the system can be programmed to have one or more pre-program med configurations (inclinations of seat support, back support, head support, arm rest, etc.) that can be user-activated and/or automatically chosen and loaded upon request of the user. These can preferably be set by the user themselves, and/or adjusted afterwards.

I n a preferred embodiment, the system is provided with an inbuilt sensor kit, comprising a number of pressure sensors integrated in separate parts of the seating system , and based on these, actively adj ust the seating system via the actuators, thereby improving the user experience. These adj ustments can be changes to yaw, pitch, yield, position in the horizontal plane, or vertical adjustments, but can also be relative adjustments of separate parts of the seat (back support, seat support, head support) .

However, it is obvious that the invention is not limited to this application. The method according to the invention can be applied to any, industrial, com mercial and off- highway vehicles, trains, boats or to aircrafts, as well as in simulation setups or gam ing rigs. The invention is further described by the following non-limiting examples which further illustrate the invention, and are not intended to, nor should they be interpreted to, limit the scope of the invention.

DESCRI PTI ON OF Fl GURES

With as a goal illustrating better its properties, the present invention will now be further exemplified with reference to the following examples. The present invention is in no way limited to the given examples or to the embodiments presented in the figures.

Figure 1 shows an exploded view of system 1 . This figure shows the seat 2 upon the seat platform 3 , two balancing beams 4a and 4b, bridge assembly 5 and housing base 6.

Figure 2 shows an exploded view of the bridge assembly 5 and including the seat platform 3. The main shaft 7 is shown next to a linear actuator 8 and its spindle 9. A motorized seat support bearing 10 is shown above the shaft slider 1 1 . Said shaft slider 1 1 is shown above the orthogonal slider 13 , which orthogonal slider 13 is shown equipped with actuator 19 and actuator 20 , which actuators are configured to move the shaft slider 1 1 along the longitudinal track of the orthogonal slider 13. A bridge rotation planet 15 is shown above the cradle 18 , which bridge rotation planet 15 is accompanied by two actuators 16 and 17. Actuators 14 and 12 are configured to move the orthogonal slider 13 sideways on a track on the cradle 18.

Figure 4 shows a schematic representation of the cradle 18 relative to the balancing beams 4a and 4b, as well as to the foot rest platform 21 . Also shown ins the figure is the freedom of motion each said element has relative to one another.

Figure 5 shows a balancing beam 4b assembly. This assembly is shown with an actuator having a worm gear 23 , a linear actuator connecting the balancing beam base 22 to the balancing beam 4b. Two springs 25 are shown around the base axis of the balancing beam 4b, such that a preload is applied to said balancing beam . Figures 6 and 9 show a balancing beam , comprising a frequency dampening filter 26 , a horizontal beam 4b, which is connected to the seat support and can generate a tilting movement, a vertical part 22 and the actuator 24 which creates the tilt.

The frequency dampening filter 26 acts as a dampener between the housing base and the balancing beams, where they are attached, to reduce or eliminate vibrations that may transfer to the seat itself, and to the user.

Figures 7 and 8 show a frequency dampening filter 100 , comprising a ribbed plate structure, and connector elements, bolts in this case, for attaching it to the vertical part 103 of the balancing beams.

List of numbered items

1 Motion comfort system

2 seat

3 seat platform

4a balancing beam a

4b balancing beam b

5 bridge assembly

6 housing base

7 main shaft

8 linear actuator

9 angular actuator spindle

10 seat support bearing

1 1 shaft slider

12 first orthogonal slider actuator

13 orthogonal slider

14 second orthogonal slider actuator

15 bridge rotation planet

16 first bridge rotation planet actuator

17 second bridge rotation planet actuator

18 cradle 19 first shaft slider actuator

20 second shaft slider actuator

21 foot rest platform

22 balancing beam base 23 actuator with worm gear

24 balancing beam linear actuator

25 spring

26 frequency dampening filter It is supposed that the present invention is not restricted to any form of realization described previously and that some modifications can be added to the presented example of fabrication without reappraisal of the appended claims. For example, the present invention has been described referring to automotive vehicles and driving simulation/gaming, but it is clear that the invention can be applied to any, industrial, com mercial and off-highway, off-road vehicles, trains, helicopters, drones, boats or to planes and any other mode of transportation wherein a user is seated, and/or its simulation/gaming counterpart.

Claims

CLAI MS

1 . System for motion comfort in simulated or real-life movement applications, preferably for automotive vehicles, comprising a seat rigidly attached to a seat support structure rotatably attached to a bridge assembly around a motorized main shaft substantially perpendicular to the seat support structure, which bridge assembly is suspended from at least two individually movable balancing beams, each of which beams being pivotable relative to a base by means of an actuator, and which base is rigidly attached to a housing base, characterized in that, the bridge assembly comprises an orthogonal slider laterally movable within said bridge assembly along a first axis in the plane of the bridge assembly by means of at least one actuator, said orthogonal slider is further provided with a track configured to receive a shaft slider, said shaft slider being longitudinally movable in said track along a second axis in the plane of the bridge assembly different from the first axis by means of at least one actuator, and which shaft slider comprises a cylindrical section extending in a substantially vertical direction and downwards into a slot of a bridge rotation planet, which bridge rotation planet is in rotatable connection with a bridge cradle in the plane of the bridge assembly, which bridge assembly is rotatable relative to each balancing beam by means of at least one actuator on each side.

2. System for motion comfort according to claim 1 , characterized in that, the main shaft is variable in length by means of a linear actuator.

3. System for motion comfort according to claim 1 and claim 2, characterized in that, the main shaft further comprises an angular actuator.

4. System for motion comfort according to any claim 1 to claim 3, characterized in that, shaft slider comprises at least one toothed rack configured to be acted upon by a motor having a gear and/or pinion.

5. System for motion comfort according to any claim 1 to claim 4, characterized in that, the orthogonal slider comprises at least one toothed rack configured to be acted upon by a motor having a pinion, or at least one spindle configured to be acted upon by a motor having a gear and/or pinion.

6. System for motion comfort according to any claim 1 to claim 5, characterized in that, the bridge rotation planet is equipped with a toothed perimeter configured to be acted upon by at least one motor equipped with a pinion complementary to said toothed perimeter.

7. System for motion comfort according to any claim 1 to claim 6, characterized in that, the bridge rotation planet is moving freely and in rotatable connection with the bridge cradle.

8. System for motion comfort according to any claim 1 to claim 7, characterized in that, each balancing beam is provided with a linear actuator having a first end pivotably attached said beam and a second end pivotably attached to the base of the beam .

9. System for motion comfort according to any claim 1 to claim 8, characterized in that, the housing base is further provided with independently pivotable balancing beam guides, the end of each of which balancing beam guides is slidably connected to a slot at the end of its corresponding balancing beam .

10. System for motion comfort according to any claim 1 to claim 9, characterized in that, each balancing beam is equipped with at least one preload spring imparting a force upon the balancing beam , which force has a substantially upwards direction.

1 1 . System for motion comfort according to any claim 1 to claim 10, characterized in that, the base of each balancing beam is equipped with a motor having a worm gear, which worm gear is connected to a complimentary angular rack, said angular rack being centered around a pivoting axis of the bridge cradle, and said angular rack being on the same side as said motor.

12. System for motion comfort according to any claim 1 to claim 1 1 , characterized in that, the housing base is rigidly attached to a cabin floor or mounted on seat rails or a pivotable platform or a dampening platform of an automotive vehicle, any said platform being attached to the cabin floor or said housing base being mounted on a bridge construction attached to the cabin floor or sides, or a combination of the above. 16

13. System for motion comfort according to any claim 1 to claim 12, characterized in that, a foot rest platform is provided on the cabin floor, which foot rest platform can move along or pivot about a longitudinal or lateral axis.

14. Use of a system for motion comfort according to any claim 1 to claim 13, in automotive vehicles.

15. Use of a system for motion comfort according to any claim 1 to claim 13, in driving sim ulation and/or flight sim ulation applications.

16. Use of a system for motion comfort according to any claim 1 to claim 13, in driving game and/or flying game applications.