DE102016222800A1 - Device and method for compensating a driving movement of a vehicle - Google Patents

Abstract

The present invention relates to a compensation device and a method for vehicles, in particular passenger vehicles, for compensating a driving movement of the vehicle, wherein the compensation device comprises a detection unit for detecting at least the direction or the acceleration of the travel movement, an evaluation unit for evaluating the detected travel movement, and a setting unit for Positioning of a regulating unit relative to the evaluated driving movement has.

Description

The present invention relates to a device and a method for compensating a driving movement of a vehicle at least to reduce the occurrence of travel sickness and increase the comfort of passengers of the vehicle.

STATE OF THE ART

Travel sickness is a physical reaction of passengers of a means of transport, such as a land vehicle, in particular a passenger car, to unfamiliar movements of this means of transport. In particular, in the case of insufficient vibration compensation of the movement of the means of transport and strong fluctuations in the strength and direction of acceleration and jerk, dizziness, nausea, headache or even vomiting may occur in the passengers concerned.

In the WO03 / 068564A3 For example, a method is described according to which the occurrence of motion sickness is to be reduced by a sensor system detecting data that could lead to the occurrence of a rice disease and informing the driver of the vehicle or the steering system of the presence or presence of this data , Thereafter, the driver or the steering system may adjust the vehicle's handling to reduce the occurrence of the motion sickness. However, if it is assumed that, for example, when traveling along a winding route due to the repetitive change of direction of the acceleration, the rice disease occurs in the passengers sitting in the vehicle, provided that it is assumed that a stop of the vehicle is to be ruled out in order to regulate the driving behavior - An adaptation of the driving behavior is very limited.

In the KR1020130090432A a system is described by means of which the seat surface of, for example, a passenger seat of a vehicle is designed to be movable and controlled by sensors such that the horizon perceived by the passenger of the vehicle is always kept straight. However, this solution does not serve the well known by the horizontal acceleration in the vehicle - for example, when cornering - occurring accelerations absorb so that they no longer affect the passenger of the vehicle (negative) and leads to the onset of motion sickness.

DISCLOSURE OF THE INVENTION

It is therefore the object of the present invention to remedy the above-described disadvantages in a device and a method for preventing the occurrence of a rice disease, at least partially. In particular, it is the object of the present invention to provide a device and a method for compensating a driving movement of a vehicle, which can prevent or at least reduce the development of motion sickness in a simple and cost-effective manner.

The above object is achieved by a compensation device for vehicles for compensating a driving movement of the vehicle with the features of claim 1 and by a method for compensating a driving movement of the vehicle with the features of claim 7. Further features and details of the invention will become apparent from the dependent claims , the description and the drawings. In this case, features and details that are described in connection with the compensation device according to the invention apply, of course, also in connection with the inventive method and in each case vice versa, so that with respect to the disclosure of the individual aspects of the invention always reciprocal reference is or may be. In addition, the method according to the invention can be carried out by means of the compensating device according to the invention.

• - eine Detektionseinheit zur Detektion zumindest der Richtung oder der Beschleunigung der Fahrbewegung,
• - eine Auswerteeinheit zur Auswertung der detektierten Fahrbewegung, und
• - eine Einstelleinheit zur Positionierung einer Regulierungseinheit relativ zur ausgewerteten Fahrbewegung auf.

The compensating device for vehicles, in particular passenger vehicles, for compensating a driving movement of the vehicle, has at least

• a detection unit for detecting at least the direction or the acceleration of the driving movement,
• an evaluation unit for evaluating the detected travel movement, and
• a setting unit for positioning a regulating unit relative to the evaluated driving movement.

As vehicles, for example, land vehicles, such as passenger cars or trucks, watercraft, such as ships or boats, or aircraft, such as aircraft or Zeppelins, rail-bound vehicles and cabs, eg an elevator understood. Passengers of a vehicle are, for example, persons or animals.

As a driving movement, for example, a starting movement, a braking movement, a cornering, in particular a left turn or a right turn or a comparable driving movement understood.

The compensation device according to the invention is advantageously used to detect occurring movements and to initiate appropriate measures to compensate for a movement of the passenger of the vehicle so that it can be moved independently of the driving movement and the driving movement intensity of possible symptoms of travel sickness in the vehicle. For this purpose, the compensation device according to the invention has a detection unit. This is advantageous for any driving movement of the vehicle, particularly advantageous to detect any driving movement intensity. In the context of the invention, the intensity of the acceleration, of the jolt or of the cornering, etc. is understood by the movement intensity, for example. The detection unit has, for example, a speed sensor, acceleration sensor, position sensor, angle sensor and / or a global positioning device (GPS) in order to detect where the vehicle is at the detection period and which movement it carries out there.

The evaluation unit of the compensation device advantageously serves to evaluate the data detected by the detection unit with regard to the travel movement and the driving movement intensity. In this case, the evaluation unit determines, for example, which driving movement takes place, that means, for example, which cornering the vehicle completes in which intensity. The detection unit and the evaluation unit may be two mutually different units, which are connected to each other via a wired or wireless data bus. However, it is also conceivable that the detection unit and the evaluation unit are one and the same unit, which fulfills two different tasks.

According to the invention, the compensation device also has an adjustment unit which positions a regulation unit in such a way that the centrifugal force acting on the body of the passenger or vehicle occupant is advantageously compensated for by means of a centripetal force acting through the weight mass of the passenger's body. It is conceivable that the regulation unit is a component of the compensation device. Advantageously, the adjustment unit comprises mechanical, electrical, hydraulic and / or pneumatic subsystems which position a platform of the vehicle, such as the vehicle floor or a vehicle seat, a vehicle box, in particular a support system of the vehicle for carrying the passengers as a function of the evaluated data of the evaluation unit , in particular.

In the context of the invention, it is therefore conceivable that the regulation unit is a cabin, in particular a vehicle cabin, a vehicle seat, a vehicle platform for receiving the vehicle cabin or the vehicle seat, an elevator car or a comparable unit. Advantageously, the regulation unit accordingly comprises facilities which serve or are suitable for accommodating or carrying passengers. This can also be, for example, transport boxes for animals or couches or cabins for patient transport. The regulation unit can be positioned by means of the adjustment unit.

It is furthermore possible that the compensation device has a comparison unit for comparing the evaluated travel movement to an actual position of the regulation unit. Advantageously, it is possible by means of the comparison unit to determine whether and in which position the regulation unit is positioned and consequently to what extent additional positioning or a corrective or further positioning has to take place with regard to the data acquired by the detection unit. This means that it is detected, for example due to a previous cornering, whether the setting unit has at least partially moved the regulating unit into a correct position, that is, whether the positioning still needs to be changed or can remain.

It is also conceivable within the scope of the invention that the compensating device has a measuring unit at least for measuring the weight unit arranged on the regulating unit. The measuring unit is advantageously used to determine the weight applied to the regulation unit total weight, which can be assigned to a passenger, when using a vehicle seat as a regulatory unit, or the totality of all passengers, when using a vehicle platform as a regulatory unit. On the basis of the determined total weight as well as in consideration of the detected data, like the travel data, it is possible to provide a regulatory positioning of the regulatory unit. The regulatory positioning of the regulating unit prevents the occurrence of motion sickness, especially the symptoms of motion sickness.

It is also conceivable that the compensation device has a calculation unit for calculating the required positioning of the regulation unit. The calculation unit advantageously collects all relevant data from the detection unit, evaluation unit, comparison unit and / or measuring unit and determines therefrom the required movement of the regulation unit. Particularly advantageously, the regulating unit performs a pivoting movement about a defined pivot axis, which advantageously extends in the direction of travel of the vehicle. Consequently, based on the measured or detected data, it is possible to determine how great the deflection of the pivot about the pivot axis has to be. For this purpose, a pivot angle is advantageously determined as a function of the gravitational force acting on the passenger or on the total weight (G = m * g) about which the regulating unit is pivoted.

It is advantageously possible for the setting unit to have a motor unit, in particular an electric motor unit, which serves to drive the regulating unit, in particular for positioning it. It is also possible that alternatively or additionally serves a mechanical, pneumatic and / or hydraulic unit for moving, positioning and advantageously locking the regulating unit in a desired position.

In the context of the invention, it is furthermore conceivable that at least the regulation unit is pivotally mounted about an axis of rotation or pivot axis extending at least in sections in the direction of travel of the vehicle. Advantageously, it is conceivable that the regulating unit is mounted as an alternative or in addition to a pivot axis or pivot axis extending at least in sections orthogonal to the direction of travel. It is also possible that the pivot axis varies depending on the driving movement of the vehicle, in particular is variable to align, and thus can adapt to the driving movement. It is also conceivable that further units, such as, for example, the measuring unit and / or the setting unit or, advantageously, the complete compensating device are mounted pivotably about the pivot axis.

It is further claimed a method for compensating a driving movement of a vehicle, in particular a passenger car, by means of a balancing device according to the above-mentioned type. According to the method according to the invention, the regulation unit is pivoted at least about a pivot axis, wherein the pivoting takes place in a pivoting direction counter to a direction of an acceleration acting on the regulation unit. Advantageously, at least the regulating unit has six (6) degrees of freedom and is thus rotatable or pivotable about three axes, in particular axes of rotation or pivot axes, and advantageously also translationally movable along these three axes. As a result, any force acting on the body of the passenger, which arises, for example when cornering, accelerations or decelerations in different directions, with the compensating device compensated accordingly, advantageously neutralized such that the passenger hardly perceives the driving movement and / or driving intensity to no more ,

By means of the method according to the invention, it is possible, on the one hand, to prevent the travel sickness occurring in the case of autonomous vehicles of passengers, or at least to reduce their symptoms and to increase comfort by eliminating unpleasant accelerations. The jerk is to be understood in the context of the invention as a derivative of the acceleration, so that it is implied, if it is spoken of an acceleration. Also, the method as well as the compensating device to be implemented in the method are applicable in partially autonomously driving vehicles or non-autonomously driving vehicles. Particularly advantageously, by means of the method according to the invention, a continuous positioning of the regulation unit in consideration of the determined data, such as the total weight, the driving movement, the route, which is to be detected for example via GPS or a comparable positioning system, etc.

Advantageously, it is conceivable that the pivoting of the regulating unit is performed by more than one pivot axis, in particular about two pivot axes. In this case, the first pivot axis advantageously extends in the direction of travel of the vehicle, while the second pivot axis extends orthogonal to the first pivot axis. Advantageously, the second pivot axis extends transversely to the direction of travel, particularly advantageously in the same plane as the first pivot axis. It is also conceivable that the pivoting of the regulation unit takes place about three pivot axes, which are aligned with one another such that they span a space.

According to the present invention, it is advantageously conceivable that the pivoting of the regulating unit takes place at least as a function of a determined direction and / or an acceleration of the driving movement. Advantageously, the deflection of the movement, in particular the size of the pivoting movement on the basis of the determined data advantageously with respect to at least the travel movement or the driving movement acceleration, conceivable also in terms of the total weight.

It is further possible that the pivoting of the regulating unit, advantageously around at least one pivot axis, takes place at least as a function of a weight unit arranged on the regulating unit.

The described method yields all the advantages which have already been described for a compensating device according to the first aspect of the invention.

• 1 in einer Rückansicht eine Ausführungsform einer erfindungsgemäßen Ausgleichsvorrichtung in einer Ausgangspositionierung,
• 2 in einer Rückansicht die in der 1 gezeigte Ausführungsform einer erfindungsgemäßen Ausgleichsvorrichtung in einer ersten Positionierung,
• 3 in einer Rückansicht die in der 1 gezeigte Ausführungsform einer erfindungsgemäßen Ausgleichsvorrichtung in einer zweiten Positionierung,
• 4 in einer Rückansicht die in der 1 gezeigte Ausführungsform einer erfindungsgemäßen Ausgleichsvorrichtung in einer Endpositionierung,
• 5 in einer Seitenansicht die in der 1 gezeigte Ausführungsform einer erfindungsgemäßen Ausgleichsvorrichtung in Ausgangsposition,
• 6 in einer Seitenansicht die in der 1 gezeigte Ausführungsform einer erfindungsgemäßen Ausgleichsvorrichtung in einer ersten Positionierung,
• 7 in einer Seitenansicht die in der 1 gezeigte Ausführungsform einer erfindungsgemäßen Ausgleichsvorrichtung in einer zweiten Positionierung,
• 8 in einer Seitenansicht die in der 1 gezeigte Ausführungsform einer erfindungsgemäßen Ausgleichsvorrichtung in einer Endpositionierung,
• 9 in einer Frontansicht eine weitere Ausführungsform einer erfindungsgemäßen Ausgleichsvorrichtung, und
• 10 ein Ablaufdiagramm eines erfindungsgemäßen Verfahrens.

Embodiments of a compensation device according to the invention and a method according to the invention for compensating for a travel movement of the vehicle are explained in more detail below with reference to drawings. Each show schematically:

• 1 in a rear view an embodiment of a compensating device according to the invention in an initial position,
• 2 in a rear view the in the 1 shown embodiment of a compensating device according to the invention in a first positioning,
• 3 in a rear view the in the 1 shown embodiment of a compensating device according to the invention in a second positioning,
• 4 in a rear view the in the 1 shown embodiment of a compensating device according to the invention in a final positioning,
• 5 in a side view the in the 1 shown embodiment of a compensating device according to the invention in the starting position,
• 6 in a side view the in the 1 shown embodiment of a compensating device according to the invention in a first positioning,
• 7 in a side view the in the 1 shown embodiment of a compensating device according to the invention in a second positioning,
• 8th in a side view the in the 1 shown embodiment of a compensating device according to the invention in a final positioning,
• 9 in a front view, another embodiment of a compensating device according to the invention, and
• 10 a flow diagram of a method according to the invention.

Elements with the same function and mode of action are in the 1 to 10 each provided with the same reference numerals.

In the 1 to 4 is a rear view of an embodiment of a compensating device according to the invention 1 shown in different positions. A rear view here is in particular a view of the compensation device from behind, so to understand in the direction of travel of the vehicle. For example, when driving a vehicle or means of transport, not shown here is the compensation device 1 , in particular the regulatory unit 5 in an initial position, in which consequently no pivoting movement in the pivoting direction 10 (See, for example 2 to 4 ) about the pivot axis 11 he follows. As soon as the vehicle or the means of transport not shown here is moved, travel movements occur on the regulation unit 5 and thus act on the passengers carried by this regulatory unit. The in the 1 shown lateral acceleration, in particular acceleration force Z occurs as soon as the vehicle enters a curve, for example. If the view corresponds to the plane of the drawing in the direction of travel, then the vehicle moves into a right turn. As a result, the passenger and therefore also the regulatory unit 5 with a force, in particular the acceleration force Z applied, whereby the passenger gets the feeling to be pressed (left) outside of the curve outside. The acceleration force is advantageously a force, which is composed of the occurring and detected lateral acceleration and longitudinal acceleration. The reference character A _r denotes the force resulting from the driving movement, in particular from the cornering, which is evident the acceleration force Z and gravity G for example, the person sitting on the seat composed. As from the others 2 to 4 it can be seen, it is advantageous to avoid the occurrence of symptoms of motion sickness, when acting on the passenger in the body horizontal direction component of the acceleration force Z is reduced so that acts on the passenger only a force in body vertical direction. To achieve this, the passenger, in particular his body was thought to deflect, so that the vertical body axis K _V the direction of the overall acceleration acting on everything a _r equivalent.

For this purpose, it is conceivable the regulatory unit 5 around the pivot axis 11 in a resulting in consideration of the driving movement of the vehicle pivoting direction 10 to move, which also advantageous the vertical axis body K _V as well as the horizontal body axis K _H the passenger deflected, especially around the Schenk axis 11 is pivoted. It is envisaged that at a sufficient pivoting movement of the regulating unit 5 in the swing direction 10 , which is the direction of the occurring acceleration force Z directed against, the acceleration force Z reduced in the direction of the horizontal axis of the body, is advantageously canceled such that the acceleration resulting from the driving movement a _r in the vertical body axis K _V relocated. This should avoid the occurrence of motion sickness. To clarify the process required to do so were gravity G (or the weight) and the acceleration force Z decomposed into the body axes, as in the 2 to 4 shown. Accordingly, gravity is G in one in the horizontal body axis K _H laid gravity G _H and gravity placed in the vertical body axis Kv G _V disassembled. The same applies to the acceleration force Z , which in one in the horizontal body axis K _H extending acceleration force Z _H and in one in the vertical body axis K _V extending acceleration force Z _v can be disassembled. The regulation unit becomes advantageous 5 as long as the pivot axis 11 , in particular the longitudinal axis tilted or given, until the in the horizontal body axis K _H extending acceleration force Z _H and in the horizontal body axis K _H extending gravity G _H cancel. This process applies accordingly to a tilting or pivoting, in particular pitching of the regulating unit 5 around a corresponding pivot axis 11 , in particular transverse axis, as in the 5 to 8th shown.

If one transmits the occurring resulting acceleration a _r to a reference system, comprising the gravitational acceleration G as well as the lateral acceleration, in particular the acceleration z, which strikes the passenger, in particular the weight mass of the passenger, when cornering, for example, the following formula results: $$\text{z}+\text{G}={\text{a}}_{\text{r}}$$

$$\text{G}=\text{m}*\text{g}$$

$$\text{Z}=\text{m}*\text{z}$$

The following notation applies analogously to the second Newtonian law F = m * a: $${\text{A}}_{\text{r}}=\text{m}*{\text{a}}_{\text{r}}$$

$$\text{G}=\text{m}*\text{G}$$

$$\text{Z}=\text{m}*\text{z}$$

$$\text{Z}={\text{Z}}_{\text{H}}*{\text{Z}}_{\text{V}}$$

$$\text{G}={\text{G}}_{\text{H}}{\text{*G}}_{\text{V}}$$

In addition, for the balance of power results: $${\text{A}}_{\text{r}}=\text{G}+\text{Z}$$

$$\text{Z}={\text{Z}}_{\text{H}}*{\text{Z}}_{\text{V}}$$

$$\text{G}={\text{G}}_{\text{H}}{\text{*G}}_{\text{V}}$$

Transferred to that in the 1 to 4 shown system, this means that to avoid the occurrence of symptoms of motion sickness, acting on the horizontal axis K _H forces at least reduced, advantageous, must be repealed, taking into account gravity G Consequently, the weight of the passenger must be considered.

This means that when an acceleration force acting on the passenger or the weight mass of the passenger occurs Z for example, a cornering, in particular a drive through the right turn, as in the 1 to 4 shown, for example, the passenger due to its own weight mass of the acceleration force Z a counterforce, especially a gravity G (Weight). Advantageously, it is desirable that the acceleration force Z counteracting gravity G or weight is just as large, so that both forces Z and G , at least in the horizontal axis of the body K _H of the passenger, cancel each other. This is advantageously achieved in that the passenger or its weight mass about a pivot axis 11 by means of the regulating unit 5 in a feeding direction 10 is pivoted or moved. It is in consideration of the weight of the passenger, on which gravity G acts, and in consideration of the driving movement, in particular the driving movement intensity (narrow curve, high speed, etc.) to determine the required pivot angle α. The swivel angle α is advantageously by means of a calculation unit 8th (see. 9 ). The calculation unit is either a separate unit which communicates via a cable connection or a wireless connection with the balancing device or is part of the balancing device.

In the 1 and 4 is the gradual swinging of the regulatory unit 5 around the pivot axis 11 in the swing direction 10 shown. The pivoting direction 10 is advantageous a direction which of the lateral acceleration, in particular the acceleration force Z counteracts or opposite to this is formed. In the 4 is the regulatory unit in a final position 5 shown which has been pivoted about the pivot angle α, so that along the horizontal axis of the body K _H extending forces, in particular the acceleration force Z and the opposite counterforce, especially gravity G or lift weight. As a result, no resultant force acts, in particular the acceleration force resulting from the occurring lateral acceleration Z more on the horizontal axis of the body K _H ,

During an acceleration or deceleration of the vehicle or of the means of transport, the body of the transported passenger is also deflected, in particular the body experiences, inter alia, a movement forward (in the direction of travel) during a deceleration process or backwards (contrary to the direction of travel) during an acceleration process. Even with such a movement, it can come to the occurrence of motion sickness. To reduce this, to avoid advantageous, it is possible the balancing device 5 around a pivot axis 11 or rotation axis, as in the 5 to 8th shown to be panned. In the 5 to 8th is an embodiment of a balancing device in a side view 1 which performs a compensation movement, in particular during an acceleration process, of a vehicle or a means of transport not shown here. According to the system according to the compensation movement, as in the 1 to 4 described, also takes place during an acceleration movement, a continuous or stepwise pivoting of the regulating unit 5 around the pivot axis 11 in the swing direction 10 , The pivoting direction 10 is also advantageous in this case a direction which counteracts the main acceleration, and in this case the longitudinal acceleration or is formed opposite to this. In the 5 is the equalizer 1 shown in an initial position, in which advantageously act other than gravity, no further external forces on the passenger, not shown here. When starting the vehicle or the means of transport of the passenger from its rest position (the acceleration is zero), as in 5 shown, moved out, in particular accelerated. On the body of the passenger acts caused by the inertia acceleration force Z , which is the component of gravity in the direction of the horizontal axis of the body K _H of the passenger's body. As already mentioned above, it is desirable to have the acceleration force component acting on the passenger in the direction of the horizontal body axis K _H at least reduce. In order to achieve this, it is also necessary here to deflect the passenger, in particular his body. For this purpose, it is conceivable the regulatory unit 5 around the pivot axis 11 in a resulting in consideration of the driving movement of the vehicle pivoting direction 10 to move, which also advantageous the vertical axis body K _V as well as the horizontal body axis K _H the passenger deflected, especially around the Schenk axis 11 is pivoted. It is envisaged that at a sufficient pivoting movement of the regulating unit 5 in the swing direction 10 , which is the direction of the occurring acceleration force Z directed against, the acceleration force Z diminished, advantageous is canceled and the resulting from the driving movement acceleration a _r in the vertical body axis K _V relocated. In the 8th is the regulatory unit in a final position 5 shown which has been pivoted about the pivot angle α, so that along the horizontal axis of the body K _H extending forces, in particular the acceleration force Z and this one in the horizontal body axis K _H oppositely directed gravity G _H or lift weight. As a result, no resulting force, in particular the resulting due to the acceleration occurring acceleration force Z and gravity G , more on the horizontal axis of the body K _H ,

The in the 1 to 4 and in the 5 to 8th shown pivoting movements of the regulating unit 5 Advantageously, they can also be cumulative. It is also conceivable that the regulation unit can also be pivoted about a third axis of rotation or pivot axis. Advantageously, the regulating unit has six degrees of freedom or six degrees of freedom, so that in addition to the listed rotational or pivotal movements and translational movements of the regulating unit 5 in particular, advantageous the equalization device 1 In general, can be done to compensate for a driving movement.

In the 9 is an embodiment of a compensating device according to the invention 1 shown. The compensating device has a regulating unit 5 on, which is in the form of a vehicle seat. Furthermore, the compensation device has a detection unit 2 , an evaluation unit 3 , a setting unit 4 with a motor unit 4.1 , a comparison unit 6 , a measurement unit 7 and a calculation unit 8th on.

To the functionality of the individual in the 9 shown units, 2 to 8 of the balancing device 1 and the procedure is on the 10 referenced, in which a flowchart for illustrating an exemplary process flow is shown.

With the step 20 the start or start of the method is shown, which begins, for example, when starting the vehicle, by means of which the passenger wants to travel a distance. In a further process step 21 it is possible that the route is determined. In this case, a route is determined by determining the current location data of the vehicle and the target data of the vehicle. When determining the route, it is possible that a route is sought out, along which such low driving movements act on the vehicle that an occurrence of motion sickness for the passengers traveling in the vehicle is minimized as far as possible, even avoided. This process step 21 is feasible in autonomous, semi-autonomous or self-driving vehicles. Alternatively or subsequently to the method step 21 is with the process step 22 determines the total weight of the passengers carried in the vehicle by a regulation unit. This weight determination is advantageously carried out by means of in the 8th shown measuring unit 7 , The measuring unit is advantageous 7 directly with the regulation unit 5 (see. 8th ) connected. However, it is also conceivable that no measuring unit 7 is formed and a regulatory movement of the regulatory unit 5 regardless of the regulatory unit 5 measured total weight is determined and carried out.

The following is in the process step 23 , Advantageously while driving the vehicle, a driving movement and / or driving movement intensity of the vehicle, for example by means of in the 9 shown detection unit 2 , detected. The detection unit 2 sends the data to an evaluation unit 3 (see. 9 ). The detection unit 2 and the evaluation unit 3 are advantageously connected via cable or wireless data transmission technology with each other.

In one process step 24 evaluates the evaluation unit 3 that of the detection unit 2 collected data to determine if a positioning of the regulatory unit 5 (see. 9 ) is required. Advantageously, the evaluation unit receives 3 also the data of the measuring unit 7 , This means, if no driving movement or only a driving movement not exceeding a defined threshold value by the detection unit 2 is detected, recognizes the evaluation 3 that a positioning of the regulation unit 5 is not required, even if the measuring unit data regarding a weight to the evaluation unit 3 has sent. On the other hand, it is also conceivable that the evaluation unit 3 determines that a positioning, in particular a changed positioning of the regulatory unit 5 from the initial positioning is not required, even if the detection unit 2 Data detected that exceed a defined threshold, if the measuring unit 7 no weight data has been determined. So if therefore on the regulatory unit to be positioned 5 no passenger is sitting, is advantageous positioning, in particular a constantly adapting to the driving movements of the vehicle positioning the regulation unit 5 not mandatory.

The data of the evaluation unit 3 be beneficial in the one 9 shown comparison unit 6 sent (via cable or wireless). The comparison unit 6 determines whether the data of the evaluation unit 3 with the actual data, in particular with regard to the current positioning of the regulatory unit 5 , correlate. Advantageously, the comparison unit determines 6 whether there are changes relative to the previously transmitted data, that is, whether the data sent by the evaluation unit has changed and, consequently, whether an adjustment of the positioning of the regulating unit 5 is required.

The data of the evaluation unit becomes advantageous 3 via cable connection or wirelessly to a calculation unit 8th (see. 9 ). As a result, the calculation unit receives 8th all evaluated data from the detection unit 2 and the measurement unit 2 , It is also conceivable that the calculation unit 8th also data of the comparison unit 6 receives (via cable or wireless). In the process step 26 calculates the calculation unit 8th from the received data, the current displacement angle or swivel angle a, by which the regulating unit 5 additionally swung or swung back (negative α value) must be in order on the body of the on the regulation unit 5 compensate for occupational forces in order to avoid or at least reduce the occurrence of the symptoms of travel sickness.

It is conceivable that the comparison unit 6 and the calculation unit 8th are one and the same unit, which is used for data comparison and for calculating a new pivot angle α.

In a further process step 27 is then on the basis of the determined pivot angle α, the regulation unit 5 repositioned. If no new swing angle α was calculated, the regulation unit remains 5 in their previous positioning.

Thereafter, the method begins to compensate for a driving movement from the front, advantageous in the process step 23 , namely the method step for detecting a driving movement.

The process is run through until, for example, the vehicle is deactivated again, that is, the engine is switched off or the vehicle has been braked to a standstill, which is the method step 28 is shown. When starting the vehicle, the method advantageously begins again with the method step 20 , the start of the procedure.

LIST OF REFERENCE NUMBERS

1

balancer

2

detection unit

3

evaluation

4

adjustment

4.1

motor unit

5

regulation unit

6

comparing unit

7

measuring unit

8th

calculation unit

10

pan direction

11

swivel axis

20

Start of the procedure

21

Method step for detecting a route

22

Process step for detecting a total weight

23

Method step for detecting a driving movement

24

Process step for the evaluation of data

25

Method step for comparing data

26

Method step for calculating a position

27

Process step for setting a position

28

End of the procedure

a _l

lateral acceleration

a _r

resulting acceleration

Ar

resulting power

G

gravity

G

acceleration of gravity

G _H

in the horizontal body axis acting gravity component

G _V

acting in vertical body axis gravity component

K _H

Horizontal axis of the body

K _V

Vertical body axis

m

Crowd of the passenger

Z

accelerating force

Z _H

acceleration force decomposed into horizontal body axis

Z _v

acceleration force decomposed into vertical body axis

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• WO 03/068564 A3 [0003]
• KR 1020130090432 A [0004]

Claims (10)

Compensation device (1) for vehicles, in particular passenger vehicles, for compensating a driving movement of the vehicle, wherein the compensation device (1) comprises a detection unit (2) for detecting at least the direction or the acceleration of the driving movement, an evaluation unit (3) for evaluating the detected travel movement, and an adjusting unit (4) for positioning a regulating unit (5) relative to the evaluated driving movement. Compensation device (1) according to Claim 1 , characterized in that the regulation unit (5) is a vehicle cabin, a vehicle seat, a vehicle platform for receiving the vehicle cabin or the vehicle seat, an elevator car or a comparable unit. Compensation device (1) according to one of the preceding Claims 1 or 2 , characterized in that the compensation device (1) has a comparison unit (6) for comparing the evaluated travel movement to an actual position of the regulation unit (5). Compensation device (1) according to one of the preceding claims, characterized in that the compensating device (1) has a measuring unit (7) at least for measuring the weight unit arranged on the regulating unit (5). Compensation device (1) according to one of the preceding claims, characterized in that the compensation device (1) has a calculation unit for calculating the required positioning of the regulation unit (5). Compensation device (1) according to one of the preceding claims, characterized in that the adjusting unit (4) has a motor unit (4.1), in particular an electric motor unit. Compensation device (1) according to one of the preceding claims, characterized in that at least the regulating unit (5) is pivotally mounted about an at least partially extending in the direction of travel of the vehicle pivot axis (11). Method for compensating for a driving movement of a vehicle, in particular a passenger vehicle, by means of a compensating device (1) according to one of the preceding claims, wherein at least the regulating unit (5) is pivoted about at least one pivot axis (11), wherein the pivoting in a pivoting direction (10) against a direction of an acceleration acting on the regulating unit (5) takes place. Method according to Claim 8 , characterized in that the pivoting of the regulating unit (5) takes place at least as a function of a determined direction and / or an acceleration of the driving movement. Method according to one of the preceding Claims 8 or 9 , characterized in that the pivoting of the regulating unit (5) takes place at least as a function of a weight unit arranged on the regulating unit (5).

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