WO2023094544A1

WO2023094544A1 - Dynamic method and system for seating comfort

Info

Publication number: WO2023094544A1
Application number: PCT/EP2022/083170
Authority: WO
Inventors: Marko Boving
Original assignee: Antwerps Blauw Bv
Priority date: 2021-11-24
Filing date: 2022-11-24
Publication date: 2023-06-01

Abstract

The current invention relates to a method for increasing passenger comfort in simulated or real-life movement applications, preferably for automotive vehicles, by manipulating seats, and is specifically aimed at reducing motion sickness.

Description

DYNAMI C M ETHOD AN D SYSTEM FOR SEATI NG COMFORT

Fl ELD OF TH E 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 in gaming and simulation applications and systems therefor.

BACKGROUN D

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.

The present invention aims at providing for a dynamic and adaptive method for improving automotive passenger comfort during transportation maneuvers, in which passengers will generally experience unexpected inputs to a number of bodily systems, the most important of these being equilibrium changes, acceleration changes, visual input, etc. I n the method, the impact of these changes is accounted for by pre-emptive, concurrent and subsequent measures that address and reduce the effect they cause on the passenger’s senses. The invention aims, amongst others, to provide for a user-adapted and -adaptive method of controlling a 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 in sim ulation/gam ing/teaching circumstances that compensates for sudden and slower changes, effects, etc. that occur to a user while driving, this to reduce and/or prevent motion sickness.

The sensory arrangement theory states that kinetosis or motion sickness is generated by the difference of the visual and motion perception cues, when riding in a vehicle. The term ‘riding’ does not equal driving, for that matter.

The visual perception entails I encompasses the long-distance view on the world horizon, outside the vehicle cabin, combined with the focussed view on the spatial confinements of the interior space, or the so-called horizontality.

The motion perception encompasses the combination of at least three proprioceptive sensory systems: (1 ) head sensors, supplying information about the orientation of the head with respect to gravity (vestibular system) ; (2) body sensors, providing an estimate of the orientation of the body in space (“somatic graviceptors”) ; and (3) neck sensors, providing an estimate of the angle between head and body (neck proprioceptors) . This proprioception feeling reveals one’s own body position (head, neck, trunk, pelvis and extrem ities) towards earth gravity including the seating system (encompassing the head-, foot-, arm- and lower leg rest) and cabin position, movements, oscillations that triggers one’s body skin sensors and impacts body posture. This is the so-called verticality.

I n conclusion, when the passengers’ horizontality does not match their verticality, they experience motion sickness.

Furthermore, low frequency translational oscillation provokes motion sickness. Controlled motion experiments indicate a progressive increase in nauseogenicity as frequency decreases toward 0.2 Hz, when e.g., exposed to horizontal sinusoidal motion (1 .0 m/s² peak acceleration) . The test subjects were seated comfortably in the upright position with head erect. Fore-aft motion was through the body and head X-axis. Vertical acceleration with above mentioned motion peaks does also, according to I SO 2631 -5, generate feelings of nausea. The lack of window-view outside only aggravates the situation.

Triggers that influence motion comfort of passengers during their trip comprise the following: travelling in cities with tight curve radii in automated conditions also known as cornering (X1 ) ; travelling on highway routes with medium to elevated cruising speeds (> 20km/h) (X2) ; changing lanes on roads with minimum ground speed of 20 km/h (X3) ; curving on highways with medium to elevated cruising speeds (> 20km/h) (X4) ; breaking and accelerating in cities and on roads and or highway (X5) ; riding over and or avoiding potholes, bumps (X6) ; riding through a tunnel or over a bridge (X7) ; riding on bumpy roads (X8)

The above triggers are explained as physical ‘quantities”: low frequency range (0,05 Hz- 12 Hz) accelerations (rms 0,1 m/s² - 2 m/s²) and high amplitude oscillations (2cm - 50cm , preferably 2cm - 25 cm) occurring in m ultidirectional (in X, Y, Z-axis) vectors and known as translation, lateral, fore-aft, vertical forces or a combination hereof. Vertical direction medium to low amplitude low frequency oscillations, because of road geometry, are also included.

I n order to overcome motion sickness, it is necessary to at least reduce real-time multi-directional accelerations and align the horizontality and verticality motion perception of a passenger, as mentioned above. The Olympic minimum to reduce real-time multi-directional accelerations on the particular above-mentioned motion sickness triggers (X1 -X8) , should be orchestrated within the overall vehicle suspension system architecture with the physical counteractions (pitch, yaw, roll of car chassis; pitch, yaw roll of seat and foot rest; and vertical translation of car chassis) .

The novelty, however, plays on the combination of the hereabove mentioned Olympic m inim um with the alignment of the horizontality and verticality motion synaesthetic perception of a passenger before, during, and after a motion trigger event (X1 -X8) occurs with physical counteractions and artificial cues, such as translations and rotations of the seat, translations and rotations of the foot rest, an artificial horizon and airflows.

Starting with the vertical motion perception however, to infer the current state of the body in space, the brain m ust rely on noisy sensory inputs. Thus, a degree of uncertainty in the reconstructed physical state is unavoidable. According to the rules of Bayesian inference, perceptual uncertainty can be reduced by combining overlapping information from different sensory modalities, weighting each signal in proportion to its reliability.

For example, psychophysical studies have shown that human observers behave optimally when integrating visual-proprioceptive, visual-haptic, or visual-auditory cues in spatial orientation, which involves visual, somatosensory and vestibular cues. This overlapping - combining of cues from different sensory modalities is also known as synaesthesis.

I n order to counteract effectively on motion sickness, the above-mentioned factors of visual spatial awareness, sensory perception and postural orientation, should be orchestrated in a holistic concept, perceived in a synaesthetic manner, working on both the psychophysical and the physical level of the passenger, this before - during and after typical kinetosis incident triggers take place in time.

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

SUMMARY OF TH E I NVENTI ON

I n a first aspect, the invention relates to a method of improving (automotive) passenger comfort during transportation maneuvers in sim ulated or real-life movement applications, preferably for automotive vehicles. Said method comprises the steps of: a. identifying, based on a number of triggers, a future or projected transportation maneuver from a list of predefined maneuvers, said predefined maneuvers comprising at least two or more of: accelerating; decelerating; changing lanes or lateral movement; following a curved trajectory; overcoming road irregularities, preferably road profile changes such as potholes, carriage ways; said triggers comprising visual and/or map information on further trajectory, and optionally one or more of: horizon information, object recognition on the further trajectory, orientation and/or acceleration changes on the vehicle and/or seat of the passenger; b. based on the identified maneuver, automatically implementing one or more pre-emptive seating comfort measures before the identified maneuver, by manipulating the seat of the passenger, said pre-emptive measures comprising one or more of: a. changing pitch, yaw and/or roll of the seat with respect to the vehicle, taking into account pitch, yaw and/or roll of the vehicle with respect to the environment; b. horizontal translation of the seat with respect to the vehicle, said horizontal translation lateral and/or forwards or backwards; c. vertical translation of the seat with respect to the vehicle; c. based on the identified maneuver, automatically implementing one or more concurrent seating comfort measures during the identified maneuver, by manipulating the seat of the passenger, said concurrent measures comprising one or more of: a. changing pitch, yaw and/or roll of the seat with respect to the vehicle, taking into account pitch, yaw and/or roll of the vehicle with respect to the environment; b. horizontal translation of the seat with respect to the vehicle, said horizontal translation lateral and/or forwards or backwards; c. vertical translation of the seat with respect to the vehicle; d. based on the identified maneuver, automatically implementing one or more subsequent seating comfort measures after the identified maneuver, by manipulating the seat of the passenger, said subsequent measures comprising one or more of: a. changing pitch, yaw and/or roll of the seat with respect to the vehicle, taking into account pitch, yaw and/or roll of the vehicle with respect to the environment; b. horizontal translation of the seat with respect to the vehicle, said horizontal translation lateral and/or forwards or backwards; c. vertical translation of the seat with respect to the vehicle.

I n particular, it should be noted that, while the invention aims to resolve issues that occur in the context of driving in (automotive) vehicles, the same issues can occur in simulations 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, it is pointed out that, while much 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 sim ulators, or in gaming rigs which are often used in racing/driving games, but also in flight games, and sailing games.

I n this light, simulation applications comprise driving and flight simulators, professional simulation 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 method is aimed at reducing the overall body and head dynam ics of said passenger by manipulating the passenger’s sensory inputs leading up to, during and/or after a maneuver. As mentioned, the passenger often has no warning for an approaching maneuver, such as traversing a pothole, a turn, acceleration, etc., and as such, their body is not prepared for this. Even with a warning, this would prove to be insufficient if the passenger is not focused on the road ahead or actively partaking in the maneuver itself (such as the driver) . The result is that many passengers experience high levels of motion sickness during transport due to the separation between their sensory input (equilibrium , visual, etc.) and their cognitive system , which is not prepared to handle the input. Herein, the cognitive system deals with processing information from the senses (as well as other sources, such as memory and instincts) . The discrepancy between the cognitive system , and what it expects to receive as input, and its actual input causes the problem at hand. Every maneuver deals with a change, and thus an acceleration (positive or negative, backwards, forwards, lateral or vertical) , that is usually not expected by the passenger.

I n order to reduce the stress on the passenger, the proposed method aims to resolve the ‘suddenness’ of the maneuver and the shock to the passenger, by taking actions to m itigate the effects of the maneuver. These actions can in some cases precede the maneuver as pre-emptive measures, this way preparing or ‘warning’ the passenger of an impending maneuver, and may also absorb some of the acceleration and other effects associated to the maneuver, by spreading it out over time. I n some cases, the measures can be concurrent to the maneuver, again, absorbing and spreading the effects of the maneuver out over time. I n some cases, the measures can be subsequent to the maneuver. Often, it is a combination of two or even three of the above: pre-emptive, concurrent and/or subsequent.

The measures can be enacted by a number of systems, but focus strongly on a very flexible and adaptative seat support system for the passenger, which can move the passenger in all dimensions, rotate around the three main axes, and optionally further facilities. Said further facilities may include localized vibrations, audio, visual cues via displays in the vehicle, compartmentalized seating with sections that are relatively movable (translation and/or rotation) , movable foot support, movable head rest, and others. As such, a potentially three-step method is introduced to circumvent the complete discomfort of motion sickness experience of the passenger.

5 A first step, j ust before the trigger event occurs in time, focuses primarily on the psychophysical level of the passenger in anticipation of that upcom ing particular motion sickness trigger event through habituation and or familiarization: here the continuous supply of a selection of real and artificial dual-channel sensory perception cues (synaesthetic visual-proprioceptive/visual-haptic cues j ust m illiseconds to seconds before the sickness trigger event is occurring helps to create the passengers psychophysical awareness of this changing situation to come.

The novelty here is to m im ic the existing experiences from a car driver today with real and artificial synaesthetic cues before the actual trigger event happens, thus prim ing the mental model of motion perception and putting the body and head in5 ‘brace’ position. E.g., just like a car driver today bracing his muscles, when going to pass over a pothole and-or bumps but never gets sick, or like a driver today leaning his head and trunk forward towards the inner side of the road curve he is going to pass on a highway, without any resulting nausea incidence. 0 The second step, occurring at the same time before a particular trigger event, focusses on the physical counteractions to reduce upcom ing acceleration perturbations on the human body and thus m inim izing head dynam ics. This is put into effect through the dynamic pre-set spatial configuration of the car body and chassis position plus the passenger body posture in search of the lowest oscillation5 perturbations that will appear during this particular motion sickness trigger event.

As a third step, during a particular trigger event, to ensure that reduced accelerations and oscillations reach the passengers, a selection of real and or artificial sensory cues should be continuously available in combination with a selection of continuous0 changing body postures, adaptive car body and chassis spatial positions.

Furthermore, the complete vehicle-cabin-seating suspension architecture should strive to reduce head dynam ics by avoiding high amplitude acceleration in lateral, for-aft and longitudinal direction. 5

Moreover, the vehicle chassis and seating suspension system should introduce random (large spectrum) rather than sinusoidal (narrow bandwidth) vibration bursts to the passenger at all times I n a further aspect, the invention relates to the use of the methodology according to the first aspect in such applications as automotive vehicles, in driving sim ulation and/or flying simulation, and in driving games and/or flying games.

DESCRI PTI ON OF Fl GURES

Figure 1 A shows a graphical representation of the course of a maneuver of changing lanes, as well as before and after the maneuver, with below possible manipulations of the seat and associated systems, such as foot rests, cabin, shown. Figure 1 B discloses an optimized method of dealing with said maneuver, for each of the possible systems to be manipulated.

Figure 2 shows a graphical representation of the course of a maneuver of acceleration and subsequent braking, with thereunder possible manipulations of the seat and associated systems shown.

Figure 3A shows a graphical representation of the course of a maneuver of curving on a highway, as well as before and after the maneuver, with below possible manipulations of the seat and associated systems, such as foot rests, cabin, shown. Figure 3B discloses an optimized method of dealing with said maneuver, for each of the possible systems to be manipulated

Figures 4 and 5 show an overview of the interactions between the separate systems of the vehicle, and based on which inputs they are steered.

Figure 6 shows a graphical representation of the course of a maneuver of traversing a pothole or bump, as well as before and after the maneuver, with thereunder the possible manipulations of the seat and associated systems, such as foot rests, cabin, etc., shown.

Figure 7 shows three possible options of the main seating configuration, with different angulations of seat sections with respect to each other and the vehicle chassis.

DETAI LED DESCRI PTI ON OF TH E I NVENTI ON 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.

The expression “% by weight”, “weight percent”, “%wt” or “wt%”, here and throughout the description unless otherwise defined, refers to the relative weight of the respective component based on the overall weight of the formulation.

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.

I n this context, “anthropometric characteristics” is understood as the dimensions and mass distribution of each limb of a human body, the musculature, bone structure and adipose tissue.

I n what follows, “backwards” and “forwards” are meant to be interpreted with respect to the direction of movement. If the passenger is seated with their back towards the direction in which the vehicle moves, then “backwards” refers to the direction in which said passenger is facing.

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 a method according to claim 1 . I n a first step, the upcoming (expected, projected or even predetermined) maneuver is identified out of a list of predefined maneuvers. A number of ‘alternative’ maneuvers may be considered, but these essentially boil down to a combination of one or more of the maneuvers on the list. The list comprises of at least two or more of accelerating, decelerating (both typically along the axis of movement) , changing lanes or lateral movement, following a curved trajectory, overcom ing road irregularities relating to road profile changes. It should be stressed that in some practical situations, m ultiple maneuvers may take place at the same time or overlapping, such as changing lanes and acceleration.

The identification of the maneuvers can be based on many triggers, but will predom inantly rely on visual and/or map information on the further trajectory. The visual information may be from an onboard camera system facing ahead and optionally in other directions such as sideways and/or backwards, but can additionally or alternatively rely on image sensors outside of the vehicle, for instance traffic cameras, satellite images, and even inwardly facing cameras to better map the position and status of the passenger (sleeping, reading, etc.) . I magery from these cameras can preferably be processed via object recognition algorithms to provide even more information to the system .

The map information can generally give a good view on the trajectory ahead, and show turns, plateaus, and similar road changes, but is preferably annotated with further information, such as traffic information, road state information, speed limits and others. The map information may also comprise an itinerary that is planned, or the destination. This is supplemented with information on the vehicle position and orientation on the map.

Other triggers that are taken into account are horizon information, object recognition on the further trajectory, and orientation and/or acceleration (velocity) changes on the vehicle and/or seat of the passenger. Especially the latter are taken into account, as the driver or driving system will generally undertake pre-emptive steps long before a maneuver is executed, which steps may not be discernible (yet) or hard to process for the passenger without knowledge on the maneuver itself. A system can use more delicate sensors to determ ine m inor changes, and can, provided with the further information above, process the inputs more efficiently, leading to a correct projection on the maneuver to come.

A number of other triggers may be used, such as verbal com mands or warnings from a driver to highlight their future choices. However, the applicant notes that many maneuvers can be predicted and identified by the aforementioned cues.

I n a second phase, measures are undertaken. Although claim 1 relates to a method wherein both pre-emptive (pre-maneuver) , concurrent (during maneuver) and subsequent (after maneuver) measures are undertaken, in most occasions only one or two of said sets are necessary to produce a quantifiable improvement, of course with the fuller set of two or three providing for an increased passenger comfort.

The measures of the invention are mainly focused on manipulating the seat of the passenger (of course, other measures may be enacted as well) . The measures comprise one or more of: changing pitch, yaw and/or roll of the seat with respect to the vehicle, taking into account pitch, yaw and/or roll of the vehicle with respect to the environment; horizontal translation of the seat with respect to the vehicle, said horizontal translation lateral and/or forwards or backwards; vertical translation of the seat with respect to the vehicle.

I n case of pre-emptive measures, these can be applied to prime the passenger for the future inputs, by introducing an amped-down run-up to the effects of the actual maneuvers, but can also be in preparation to a measure during the maneuver (or even thereafter) , to ‘soften’ the effects of the actual maneuvers. For instance, before (forward) accelerations, the seat can be (slowly) moved forwards over a certain distance and optionally pitched forward over a certain angle, thereby triggering the passenger and alerting his body and m ind that an event is upcom ing. During the acceleration, the seat can then be moved and optionally pitched backwards (creating a backward acceleration relative to the vehicle) , thereby reducing the total acceleration that is felt by the passenger (acceleration of vehicle - acceleration of seat versus the vehicle) . After the maneuver, the seat can then be moved to its initial position slowly. I n a preferred embodiment, the method comprises the steps of implementing concurrent measures with respect to the maneuver, as these are most efficient at reducing passenger discomfort, since it can directly counter (partially) the effects of the maneuver.

I n a preferred embodiment, the method comprises the steps of implementing preemptive measures and concurrent measures with respect to the maneuver. The applicant has noted that said measures generate the greatest reduction on the discomfort for the passenger.

Of course, embodiments wherein only pre-emptive or subsequent measures are enacted are possible, though of lesser effect. A m uch more substantial effect is achieved in combinations with pre-emptive measures and/or concurrent measures.

The method is dynamically executed, in the sense that, depending on which maneuver is identified, other measures are undertaken. For instance, a left turn versus a right turn, will generally create the same measures, but mirrored laterally. On the other hand, accelerations will create a wholly different response, and can be further adjusted based on time scale. If the method recognizes a situation where a moderate acceleration is predicted (for instance, speed limit is known to increase 10km/h at a certain point) , the response can be reduced accordingly (slower translation/rotation, reduced distance/angle of translation/rotation, etc.) . If the method recognizes more extreme situations, such as a red light ahead when driving at a considerable speed, the response measure can be increased (faster translation/rotation, increased distance/angle of translation/rotation, etc.) .

Furthermore, in a preferred embodiment, the method can dynam ically track the state of completion of the maneuver, taking into account both distance travelled and rotational changes made. By doing so, and keeping track of the progression rate, the method can then dynam ically update its response measures in speed/amplitude to match that of the maneuver progression rate, thereby maintaining a dependable state of reducing the strain on the user. However, in case of higher speed/amplitude of the maneuver progression, the method can non-linearly scale op the response measures as the higher speed/amplitude phases of the maneuver may induce non- linearly higher levels of strain on the user.

Tracking the completion of the maneuver follows from firstly identifying the maneuver, and subsequently mapping the to be completed trajectory (which can change dynam ically depending on movement of the vehicle) . Based on vehicle information (camera images, GPS data, I MU data and similar other info) , it can be determ ined how m uch of the maneuver has been executed. I n this fashion, it is also possible to divide the maneuver into separate partial maneuvers, namely, lateral changes in three dimensions (usually over the three main axes) and rotational changes in three dimensions (usually around the three main axes) . Again, the progression rate can be tracked for each of said divided partial maneuvers.

It can be foreseen that the divided partial maneuvers are linked to one or more specific measures that are enacted (or again, partial maneuvers) . I n most cases, these links are straightforward. The linear forward accelerations on a passenger during a maneuver are countered by backward translations of the seat as a concurrent measure, and sometimes a backwards pitch of the seat. Lateral movements in a maneuver, and thus lateral accelerations on the passenger, are countered by lateral movements in the opposite direction as a concurrent measure. The same applies to rotational changes (and thus rotational acceleration) on a passenger. I n general, whereas the maneuver would normally result in a total acceleration (angular/rotational and/or linear) on the passenger in an absolute sense, the concurrent measures counter the acceleration relatively to the vehicle, thereby reducing the actual total acceleration on the passenger’s body and head.

I n a preferred embodiment, pre-emptive measures and concurrent measures are often interlinked in that each specific measure that is performed pre-emptively, is also performed concurrently but in the opposite direction, and in most cases over a larger distance or angle (preferably at least 10% , 25% and most preferably about 50% or even more, such as 75% or 100% more) .

I n a preferred embodiment, the seat comprises at least two independently manipulable seat sections, said seat sections comprising rear support and a back support, wherein seat sections can be manipulated independently from one another in one or more of the pre-emptive, concurrent and subsequent measures. Separate measures on the seat sections will be mainly enacted by changing the angulation between the two (more upright or more resting position or modifying the relative pitch between the two) . I n very specific situations, it is also possible to change the yaw or roll, though this is more unusual and not essential. These measures can reinforce the passenger’s sense of ‘bracing’ themselves for an upcoming maneuver, but also provide for a way to reduce or stretch out accelerations (both angular and linear) . I mpact of accelerations on the torso is much more outspoken, and creates a much greater feeling of discomfort, with respect to the legs. While changing the total pitch of the seat is often limited due to technical or safety concerns, changing the pitch of the back support can often go a bit further, which allows to further reduce the effects of the maneuver, or pre-emptively move to reduce these effects. Again, in the example of an acceleration, the back support can be placed more upright preemptively, and during the maneuver be placed more horizontally to reduce total acceleration, especially at the upper torso region. Afterwards, the back support can be repositioned to its original mode.

It should be noted in what follows, that measures will be discussed to be undertake for specific portions of the seat. While the measures were discussed as changing position and/or orientation of the seat relative to the vehicle, when discussing undertaking measures for specific portions of the seat, it is to be understood that this relates to changing the position and/or orientation of said specific portion of the seat relative to the vehicle (and often relative to other portions of the seat) .

I n a preferred embodiment, the identified maneuvers are further identified with information on the extent, such as projected speed change, projected speed during maneuver, projected curvature, which are taken into account to adapt the measures accordingly. As discussed above, depending on the ‘severity’, ‘suddenness’ and such features, the measures are increased or reduced in strength and/or spread out or compacted in duration.

I n a further preferred embodiment, the seat sections further comprise independently manipulable leg and/or head supports, wherein the seat sections are manipulated independently from one another in one or more of the pre-emptive, concurrent and subsequent measures. As with the above, by independently also manipulating leg and/or head support, further acts can be undertaken to reduce stress from maneuvers on the passenger.

I n a preferred embodiment, the pre-emptive, concurrent and/or subsequent actions comprise one or more of changing pitch, yaw and/or roll of the vehicle cabin or chassis with respect to the underground. This additional measure can further complement the measures already undertaken. Such systems are usually undertaken via linear actuators and or pneumatics and or hydraulics, wherein the front wheel and back wheel axes can be moved vertically independently from each other, aside from passive suspension provisions, and furthermore wherein each wheel axis can tilt towards one end (wheel) . However, in to be developed vehicle systems, the carriage may sim ilarly be provided with other suspension mechanisms which allow rotation of the carriage versus the wheels and thus the underground, around numerous axes, and translation as well.

I n a preferred embodiment, the seat comprises a plurality of spatially separated weight sensors. More preferably, the method comprises a step of determining a center of gravity based on weight information from the weight sensors, and wherein the measures are adapted based on said weight information and the center of gravity. By carefully calibrating measures based on weight and weight distribution of the passenger on the seat, more suitable measures can be enacted. This can result in reducing or increasing angular velocity during rotational maneuvers, linear velocity during translations, or specifically manipulating seat sections based on the weight resting thereon and/or center of gravity in order to maintain safety of the passenger, as well as most efficiently priming the passenger for the upcom ing maneuver.

Preferably, a pair of sensors are provided (left and right) in the back support at minimal one position (lower area in the lumbar zone) but preferably two separate positions (upper torso besides the spine and lower area in the lumbar zone) , so four in total, and a pair (left and right) in the rear support at two separate positions (more at the back below the sit bone area and more at the front below the leg area) , so again four. I n the leg support, a single pair is provided (left and right below the under leg) and in the foot rest (left and right below the feet) . If armrests are available, then a sensor is provided in each one (left and right below the elbow zone) or rotary load sensor on the axis of the fixture between the arm rest and seat pan or seat back structure) .

Based on the above info, the seat pan can be adjusted, which is needed for an optimal healthy seating body posture for all kind of users, but more importantly to foresee enough pressure distribution on the seat pan, this for the rear, thighs and upper legs, specifically to avoid peak pressure on the sit bone and increase the blood flow. This again in relation to the feet resting on the cabin floor in at least one of the seating configurations.

The need for a center of gravity calculation thus stems from the necessity to gain real-time feedback and to understand the amount of the passenger’s weight that is dynamically suspended on the seat pan and back rest and the portion of the lower legs that is statically resting on the cabin floor, or not, in other seating configurations.

Last but not least, for crash safety, calculation of center of gravity will be used for pre-emptive counteractions opposite towards the impact area. This to maxim ize the distance between the impact zone and the passenger’s body and to guide the excessive built-up energy through the suspension construction.

I n a preferred embodiment, the maneuver is identified as taking a curve or changing lanes in case the triggers comprise: detection of a curved section in the further trajectory based on map information on the physical road orientation and/or visual information from an onboard imaging device, wherein a curved section is defined as having a curvature of at least 5° over 200 m , preferably at least 10° over 100 m , more preferably at least 20° over 100 m , even more preferably at least 30° over 100 m , even more preferably at least 60° over 100 m ; or the triggers comprise detection of an expected lane change in the further trajectory based on visual information from an onboard imaging device and/or map information on the physical road orientation.

The further trajectory comprises at least the expected trajectory for the following 5 seconds, preferably at least for the following 10 seconds.

As mentioned, many upcoming maneuvers can be predicted from information on the road from either a physical camera and/or from map information, especially such maneuvers that deal with changes in the road trajectory such as turns, curves, but also hills, inclines, carriage ways crossings, and other road conditions (known aquaplaning regions, road sections near to schools, etc.) .

The visual information from an onboard imaging device and/or map information that predicts lane changes can vary, and are often combinations of m ultiple separate cues, such as detection of a vehicle in front moving at a lower relative speed, reduction of number of lanes, road signs, etc.

Of course, other triggers can be taken into account as well, such as the use of blinkers by the driver or driving system .

I n a preferred embodiment, in case of the maneuver being identified as taking a curve or changing lanes, the pre-emptive measures comprise at least a lateral horizontal translation of the seat towards the inside of the curve or the new lane, preferably over at least 2.5 cm , more preferably at least 3.0 cm or more, and preferably furthermore comprise a vertical upwards translation of the seat over at least 2.0 cm , more preferably at least 2.5 cm or even 3.0 cm .

The concurrent measures comprise at least a lateral horizontal translation of the seat towards the opposite side with respect to the lateral horizontal translation during the pre-emptive measures. The distance of the lateral horizontal translation of the concurrent measures exceeds the distance of the lateral horizontal translation of the pre-emptive measures, and preferably exceeds it with at least 50% of the latter. Preferably, the concurrent measures comprise a vertical downwards translation of the seat over a distance greater than the vertical upwards translation of the seat during the pre-emptive measures, and more preferably at least 50% greater. Preferably, in case of taking a curve, the subsequent measures comprise at least a lateral horizontal translation of the seat towards a resting position between the laterally most extremal positions towards the inside of the curve or the new lane, and towards the opposite side, preferably whereby said resting position is substantially central between the laterally most extremal positions.

By first moving the seat laterally towards the inside of the curve or towards the new lane, the passenger is alerted and their body and m ind primed for an upcoming maneuver. Furthermore, the move towards the change allows the concurrent measures to move back further towards the opposite direction, thereby countering more of the accelerations due to the displacement during the maneuver, and reducing the impact thereof. Of course, moving the seat laterally over a greater distance allows a greater opposite movement, and a greater reduction of the effects on the passenger. As such, it can be understood that lateral movements of at least 4.0 cm , or even 5.0 cm , 6.0 cm , 7.0 cm , 8.0 cm , 9.0 cm and even 10.0 cm are preferred.

Likewise, the upwards translation of the seat is aimed to m itigate effects from the maneuver itself during the concurrent measures, when an opposite movement (and acceleration) is performed. The distance can be smaller than the lateral one, as the vertical acceleration component on the passenger during the curving or lane change is more lim ited than the lateral component thereof.

As discussed, the concurrent measures counteract the pre-emptive measures, and reduce the total acceleration experienced by the passenger, by spreading said movement out over time, preferably over the duration of the maneuver. By virtue of knowledge of the trajectory and preferably other inputs, such as video images on the road ahead and other factors, this can be estimated quite correctly. By having the concurrent measures take place over a greater distance than the pre-emptive measures, they can be countered more fully. After the maneuver, during the subsequent measures, the seat can then slowly be returned to its original position.

I n a preferred embodiment, in case of curving or lane changes, the pre-emptive measures comprise at least changing yaw (rotation around the vertical axis) of the seat and optionally a foot rest with respect to the vehicle, wherein the rotation turns the seat towards the curve or new lane over an angle of at least 2.5°, preferably more, for instance 4.0° , etc. This way, the passenger somewhat faces the direction in which the movement will occur. Again, this allows concurrent measures to perform a rotation around the vertical axis/changing the yaw of the seat in view of the vehicle in the opposite rotational direction, spread out in time over the maneuver, preferably over a greater angle than the angle of the pre-emptive measures. This way, the angular acceleration on the user when the vehicle makes the maneuver, which would result in an angular acceleration in the same direction as the change during the preemptive measures, is counteracted during the concurrent measures, thus reducing the total angular acceleration that is experienced by the passenger under the sam e principles as for the linear acceleration. By having the angle of the concurrent measures exceed that of the pre-emptive measures, the total acceleration can be countered more effectively and/or over a longer period of time.

Finally, if the angle of the concurrent measures exceeds that of the pre-emptive measures, the subsequent measures can rectify this by reverting the seat to its original orientation relative to the vehicle after the maneuver is completed.

I n a further preferred embodiment, at least the horizontal translation of the preemptive measures is executed (spread) over a time of at least 2.0 s, wherein at least the horizontal translation of the concurrent measures is executed over the entire identified maneuver, and wherein at least the horizontal translation of the subsequent measures is executed over a minimum time of at least 2.0 s.

Preferably, the pre-emptive and subsequent measures are spread over longer times, as this provides for a smoother experience, while sufficient to prime the passenger, by having a maximal duration of, for instance, 10.0 s.

Executing the concurrent measures over substantially the entire maneuver is possible by in part predicting or estimating a total time necessary for the maneuver, and/or by dynamically adapting the speed with which the translation is executed. By using input values from , for instance an I MU, gyroscope or other orientation/acceleration sensors, the speed at which the maneuver is performed can be tracked. If the speed at which the maneuver is performed is slowed down (for instance due to an unforeseen circumstance, an involuntary movement of the driver or driving system , or other reasons) , this is preferably countered by similarly slowing down the speed with which the concurrent measures are executed. The same for when the speed at which the maneuver is performed increases.

Note that the same notions apply to the rotational concurrent measures enacted. Preferably, both rotational and translational measures as discussed above are applied for curving or lane changes.

Most preferably, the method dynam ically adapts the relative speed of perform ing the concurrent measures to generate associated accelerations (linear and/or rotational) that matches the accelerations caused by the relative speed at which the maneuver is performed with. As mentioned, based on input from the necessary sensors, such an analysis can be performed at high-speeds, providing for almost real-time values that can then determine the speed for the measures.

The adaptation can scale the measures linearly with the relative speed of performing the maneuver, or non-linearly where at higher relative speeds of performing, the measures increase above what would be expected from a linear progression (for instance quadratic, cubic, etc.) .

I n a preferred embodiment, when the maneuver is identified as a curve or lane change, the pre-emptive measures comprise: a yaw of the seat with respect to the vehicle in the same direction as the upcom ing orientation change of the vehicle during the maneuver, over an angle of at least 2.0° , preferably at least 3.0°, more preferably at least 4.0° or even 5.0° ; and preferably a roll of the seat and optionally a foot rest with respect to the vehicle, with the top of the seat rolled in the direction of the inside of the curve or the new lane, over an angle of at least 2.0° , preferably at least 3.0° , more preferably at least 4.0° or even 5.0° (sim ilar to tilting the seat laterally towards the side of the curve of new lane) ;

Said yaw and optional roll are preferably executed over a period from at most 10.0 s and preferably at most 5.0 s, even more preferably at most 2.5 s and most preferably at most 1 .0 s, before the maneuver, up to said maneuver.

The concurrent measures comprise: a yaw of the seat with respect to the vehicle in the opposite direction as the yaw of the seat during the pre-emptive measures; preferably a roll of the seat and optionally the foot rest with respect to the vehicle in the opposite direction as the roll of the seat during the pre-emptive measures;

Said yaw, and optional roll, are preferably executed over the entire duration of the maneuver. As mentioned earlier, the rate can be dynamically adapted based on the progression of the maneuver. The extent of the yaw/roll (angle) during the concurrent measures is preferably at least equal, and more preferably at least 50% larger than the angle of the pre-emptive measures, and most preferably about 100% larger, or even higher.

It should be noted that the roll of the seat during the concurrent measures can still be in the same direction as the pre-emptive roll initially, while the lateral acceleration of the vehicle in the direction of the lane change or curve is still increasing. Once the acceleration no longer increases, the roll shifts to the opposite direction as the preemptive roll.

Finally, the method may optionally comprise subsequent measures, comprising: a yaw of the seat with respect to the vehicle in the same direction as the yaw during the pre-emptive measures, preferably substantially equal to the total (net) yaw during the pre-emptive and concurrent measures; preferably a roll of the seat and optionally the foot rest with respect to the vehicle in the same direction as the roll during the pre-emptive measures, preferably substantially equal to the total (net) roll during the pre-emptive and concurrent measures.

The yaw and optional roll of the subsequent measures are executed over a period of at least 2.5, preferably at least 3.0 s, starting directly after the maneuver. Said period preferably last at most 15.0 s, more preferably at most 10.0 s.

Preferably, the measures comprise at least the pre-emptive and concurrent measures, and optionally the subsequent.

I n a preferred embodiment, the car chassis executes an accompanying yaw and/or roll with respect to the environment along with the yaw and/or roll of the seat with respect to the vehicle. Said accompanying yaw and/or roll has the same direction as that of the seat with respect to the vehicle. By doing so, especially during concurrent measures, the effects of the maneuver can be more fully countered. Whereas there are some limitations to maximal yaw/roll for the seat relative to the vehicle, this can be slightly increased by also having the vehicle chassis join in.

I n a preferred embodiment, a vibration of the seat is executed at a zone on the seat at most 2.5 s before the maneuver, preferably at most 1 .5 s and more preferably at most 0.5 s before the maneuver. Said zone is preferably at or near the section on which the rear or thighs of the passenger rest when seated. Said section is more preferably substantially towards the direction of the pre-emptive measures. For instance, during lane changes and turns, the vibration is performed substantially towards the side of the new lane or inside of the curve. For accelerations, the zone is towards the front side of the seat, etc.

By positioning a plurality of vibration elements over the seat, these can be easily directed in the method, duly prim ing the passenger for the maneuver.

I n a preferred embodiment, the seat is provided with a foot rest, said foot rest being angled to substantially the passenger on the seat, and being independently manipulable from the rest of the seat. Preferably, the foot rest is provided with an upward facing surface on which the feet can rest, which slopes downward towards the seat, creating a comfortable angle for the feet to rest on, instead of a horizontal plane. The foot rest is adapted to perform one or more pre-emptive, concurrent and/or subsequent measures, again relative to the vehicle itself. These measures can be translations in the three cardinal directions, rotations (pitch, yaw, roll) , and/or other features, such as vibrations.

The foot rest (specifically the surface on which the feet of the passenger rest) can move horizontally and optionally vertically with respect to the vehicle, and independently from the seat, as well as tilting/rotating around the three main axes, again independently from the seat. Preferably the measures reflect those of the seat discussed earlier (translations and/or rotations in the same direction) .

I n a further preferred embodiment, the foot rest comprises a left and a right vibration zone, upon which the left and right foot of a passenger rest while seated. The left and right vibration zones can be activated (activating a vibration) separately based on the identified maneuver and the orientation thereof. For instance, a left turn will typically have as a pre-emptive measure an activation of the left vibration zone of the foot rest.

I n a preferred embodiment, if the maneuver is identified as decelerating or accelerating, at least one or more pre-emptive and concurrent measures are activated, and optionally one or more subsequent measures.

Acceleration/deceleration is usually identified based on map information (speed limits) and annotations thereof (traffic information) and visual information (dashcam and similar sensors, which can observe traffic, and vehicles in front, but also road signs) . Acceleration and deceleration can be defined under varying standards, but typically reflect on situations where the total speed is adj usted with at least 10 km/h over a period of at most 30 seconds, preferably at most 20 seconds. Of course, the maneuver can take longer than this time, meaning the total speed adj ustment will increase accordingly. However, the above standard is in no way a definitive or restrictional definition of accelerations or decelerations, and is merely mean to better indicate what is generally envisioned with the terms.

The pre-emptive measures comprise one or more of: o providing a pitch to the seat with respect to the vehicle, preferably forwards in case of accelerating and backwards in case of decelerating; o providing a forwards or backwards horizontal translation of the seat with respect to the vehicle, preferably forwards in case of accelerating and backwards in case of decelerating;

The pre-emptive measures preferably additionally comprise one or more of the following: o changing pitch of a foot rest with respect to the vehicle, more preferably pitching forward the foot rest in case of accelerating and pitching backward the foot rest in case of decelerating; o providing a forwards or backwards horizontal translation of a foot rest with respect to the vehicle, preferably forwards in case of accelerating and backwards in case of decelerating.

Again, the pre-emptive measures are usually directed towards the change in acceleration (positive or negative) during the maneuver. When accelerating (positive) , the translations are forward in order to counter them by an opposite movement and acceleration during the concurrent measures. With the pitch, the same idea applies. Tilting the seat forward before a positive acceleration, allows the seat to be tilted backwards during the maneuver, thus reducing the net acceleration felt by the passenger.

The concurrent measures comprise one or more of: o providing a pitch to the seat with respect to the vehicle wherein the angle of the pitch of the concurrent measures is greater than the angle of the pitch of the pre-emptive measures, preferably at least 50% , or even 100% greater, whereby said pitch preferably is directioned backward in case of accelerating and forward in case of decelerating; o providing a forwards or backwards horizontal translation of the seat with respect to the vehicle, wherein the horizontal translation of the concurrent measures is greater than the horizontal translation of the pre-emptive measures, preferably at least 50% greater or even 100% greater, whereby said horizontal translation is preferably backwards in case of accelerating and forwards in case of decelerating. The concurrent measures preferably additionally comprise one or more of the following: o providing a forwards or backwards horizontal translation of a foot rest with respect to the vehicle, preferably backwards in case of accelerating and forwards in case of decelerating; o providing a pitch of the foot rest with respect to the vehicle, more preferably a backward pitch when accelerating and a forward pitch when decelerating.

Preferably, one or more subsequent measures are executed as well, as discussed in the claims.

Preferably, when accelerating, the pitch provided to the foot rest with respect to the vehicle in the concurrent measures, is maintained during the initial acceleration maneuver, after which a backward pitch is provided when the acceleration declines. Sim ilarly, when decelerating, the pitch provided to the foot rest with respect to the vehicle in the concurrent measures, is maintained during the initial deceleration maneuver, after which a forward pitch is provided when the deceleration declines (i.e. , when the maneuver is finishing) .

I n a preferred embodiment, an artificial horizon is displayed in the field of view of the passenger, at least during the maneuver, and preferably also just before and after the maneuver. Said horizon comprises one or more horizontal stripes, being horizontal in view of the seat, providing the user a focus that can stabilize their internal processing of the new inputs. These lines can be displayed below the front windshield and back window across the full width of the car in a horizontal lining fashion where a cabin roll of m inimal 2° can be visualized graphically by clustering LEDs or luminescent stripes, and/or on the front and back pillar post itself, above and below the horizontal lining, this for vertical exposure on the amount of cabin roll I pitch exposed in one direction, and/or within peripheral sight (extreme left of right part of the viewing area) on the door trim , j ust below the windows.

I n a preferred embodiment, air flows are generated from one or more angles towards the face and optionally body of the passenger, typically during the maneuver. These air flows, usually from face air vents, further increase the coupling between sensory inputs, the actual movement and the processing by the passengers themselves, and optimizing their proprioceptional awareness. I n a preferred embodiment, the maneuver is identified as a road irregularity, such as a pothole, a carriage way, threshold, curb, etc. that is to be traversed. Of course, other such examples can exist, but all relate to a predominantly vertical change of the road profile. These are often identified based on image data (for instance, dashcam or sim ilar image sensor) and/or map information (annotated or not) .

The pre-emptive measures in this case comprise one or more of: o vertical translation of the seat with respect to the vehicle, preferably in the same direction as the road irregularity diverges from its surrounding road profile. This means that a pothole (a crevace, meaning a downward irregularity) results in a pre-emptive lowering of the seat with respect to the vehicle, while an upward threshold results in a pre-emptive elevation of the seat, preferably over at least 2.5 cm , more preferably at least 4.0 cm or even more, such as 5.0 cm ; o preferably a vertical translation of the foot rest with respect to the vehicle, more preferably again in the same direction as the road irregularity divergence, preferably over at least 2.5 cm , more preferably at least 4.0 cm or even more, such as 5.0 cm .

The concurrent measures comprise one or more of: o vertical translation of the seat with respect to the vehicle, preferably in the opposite direction as the road irregularity diverges from its surrounding road profile. This means that a pothole (a crevace, meaning a downward irregularity) results in a pre-emptive elevation of the seat with respect to the vehicle, while an upward threshold results in a pre-emptive lowering of the seat, preferably over a distance at least equal to, and more preferably at least 50% or even 75% or 100% greater than the vertical translation of the pre-emptive measures; o preferably a vertical translation of the foot rest with respect to the vehicle, more preferably again in the opposite direction as the road irregularity divergence, preferably over a distance at least equal to, and more preferably at least 50% or even 75% or 100% greater than the vertical translation of the pre-emptive measures.

The pre-emptive measures in this case comprise one or more of: o vertical translation of the seat with respect to the vehicle, preferably in the same direction as the road irregularity diverges from its surrounding road profile. This means that a pothole (a crevace, meaning a downward irregularity) results in a pre-emptive lowering of the seat with respect to the vehicle, while an upward threshold results in a pre-emptive elevation of the seat, preferably over at least 2.5 cm , more preferably at least 4.0 cm or even more, such as 5.0 cm , and most preferably creating a net total translation in view of the preemptive and concurrent measures; o preferably a vertical translation of the foot rest with respect to the vehicle, more preferably again in the same direction as the road irregularity divergence, preferably over at least 2.5 cm , more preferably at least 4.0 cm or even more, such as 5.0 cm , and most preferably creating a net total translation in view of the pre-emptive and concurrent measures.

Again, other measures, such as vibrations can be applied, usually pre-emptively to prime the passenger for the maneuver.

I n what is discussed, time frames for the pre-emptive measures (and subsequent measures if any) are often longer than those for the concurrent measures. It is the intention that the pre-emptive and subsequent measures are slow and subtle, and do not create discomfort for the passenger. By appropriately identifying the maneuver in time, these measures can be enacted over a time of at least 3.0 s, up to the maneuver, and preferably at least 5.0 s or even 10.0 s before the maneuver starts. The same applies for the subsequent measures, though these can be briefer. The concurrent measures are more high-paced (or rather, enact greater changes and accelerations per time unit during the maneuver) , as they are to counteract the effects of the maneuver. High-effect maneuvers therefore require higher counteracting measures, resulting in a relatively faster measure. The concurrent measures may actually be performed over a longer time frame than the other measures, but usually generate greater changes of angle or position per time unit.

I n what is discussed, three types of maneuvers were separated though these are not exhaustive. Additionally, many maneuvers are effectively combinations of one or more of the already mentioned maneuvers, and/or others. As such, the measures for such combined maneuvers will usually be a combination of the measures for the separate maneuvers.

I n some cases, such as where the maneuver is unexpected, no pre-emptive measures are possible. I n these cases, the concurrent measures are enacted directly, and often succeeded by subsequent measures, usually to restore the original configuration and position of the seat. It should be noted that the method is applicable to both road vehicles (personal vehicles, cargo vehicles, off-road vehicles, agricultural vehicles, etc.) , airborne vehicles as well as naval vehicles.

I n a preferred embodiment, the method allows for a number of predefined seat configurations to be set up. A first, upright position is usually for passengers who wish to focus on something, for instance work, and have a back support angulation of about 20° backwards in view of the vertical axis, rear support angled horizontal with a tilt of about 10° upwards at the front of the rear support (thus lifting the knees upwards) . The leg support is angled under angle of about 80° upwards, facing slightly towards the back. Finally, optional foot rests can be provided under a slope between 10° and 30° facing the passenger, and an arm support, typically horizontal with a margin of about 5°.

A second configuration is more reclined, with the back support receding under an angle of about 40°, the rear support tilted about 20° upwards toward the front and the leg support at an angle between 25° and 45° in view of the horizontal plane. Finally, a third configuration is aimed at relaxation, the so-called “zero-gravity” position. The back support is angled at about 140° to 155°, the rear support tilted upwards over about 20° , and the leg support is angled at about 20° to 35° with respect to the horizontal plane.

I n the latter two cases, the feet typically no longer rest on the foot rest if provided. The second mode can be adapted further depending on the activity. The user can for instance activate “reading mode”, resulting in the head support to be tilted about 10° forwards with respect to the angle of the back support, resulting in an optimal field of vision for the reader, to keep the vestibular-occular reflect intact, allowing the head to rest on the headrest, so accelerations do not fully impact the head-neck muscle constellation. Usually, the armrests are tilted upwards to support the arms in holding the object to be viewed in a higher position.

I n the above, the manipulations and measures performed on the vehicle, seating systems and associated systems, are preferably governed by a controller system , that has access to a multitude of information sources and is connected to all systems of the vehicle, allowing it to control and steer the systems, but also receive feedback and information therefrom .

Said controller system is provided with the necessary software to continually optim ize and dynamically adapt to new and known situations, thereby taking into account feedback from the passenger, both passively and actively received (actively via deliberate input from the user, passively for instance via biometric tracking, sensor information, etc.) .

The invention is further described by the following non-lim iting examples which further illustrate the invention, and are not intended to, nor should they be interpreted to, lim it the scope of the invention.

EXAMPLES AND DESCRI PTI ON OF Fl GURES

Figure 1 A shows a graphic representation of the progression through the maneuver of changing lanes. A pre-emptive phase (usually lasting about 0-3 seconds) is present, after which the concurrent phase (lasting about 3-20 or 30 seconds usually) comes, and is followed by the subsequent phase (about 3 seconds) . The duration of the phases may of course differ depending on the situation.

Below the visualization, possible measures are shown. I n the pre-emptive phase, this can be via seat yaw and front wheel or crab steering to compensate for lateral accelerations. I n the concurrent phase, the seat yaw can again compensate, and also in the subsequent phase, again accompanied by 2 or 4 wheel steering compensations.

Figure 1 B shows an optim ized measure diagram that is performed in lane changes. The pre-emptive phase is split in an initial pre-emptive phase and a final pre-emptive phase (last 0.5 seconds) .

I n the initial phase, a horizontal horizon is activated under a m inimal angle of 3°. The seat is slowly (1 cm/s) slid towards the new lane over at least 3 cm , and moved upwards over at least 3 cm .

The car itself is also lifted at least 3 cm , and may perform a slow roll of at least 3° when over 40 km/h.

I n the final phase, vertical light signals are activated, as well as a burst vibration signal at the foot rest and the seat pan (closest to the new lane) .

The foot rest is rolled quickly towards the new lane over at least 3° . The seat performs a fast roll over at least 2° towards the new lane, and a fast yaw of at least 2° when over 40 km/h.

Finally, the car itself may also perform a fast roll of at least 2° towards the new lane. I n the concurrent phase, air flow can be direction at the face of the passengers, accompanied by an update of the horizon, and vertical signal.

The roll of the foot rest is returned to the horizontal position, in a fast roll towards the old lane over at least 3° . The seat is slid back towards the other side, and moved downwards over at least 3 cm . The seat also performs a slow yaw to keep the seat orientation facing forward when changing lanes.

The seat also performs a roll back towards the horizontal position over at least 3° towards the old lane.

Finally, the car (chassis) itself is moved back to its original position, downwards, and rolled in the reverse direction.

I n the subsequent phase, air flow is directed at the face of the passenger, and the virtual horizon is re-established horizontally.

Figure 2 shows the same as Figure 1 A, but for the maneuvers of accelerating and decelerating (braking) . Before the maneuver, the cabin and/or chassis pitch forward or backward (acceleration versus deceleration) , the seat moves forward or backward, and the seat pitches forward or backward.

During the maneuver, the reverse actions are performed, pitching the cabin and/or chassis backward or forward, moving the seat backward or forward, and pitching the seat backward or forward.

Figure 3A shows the same as Figure 1 A, for the maneuver of curving on a highway, with Figure 3B showing an optim ized response measure overview.

Figure 4 shows the overall structure of interactions between the separate suspension systems, the inputs and the controller system that governs the manipulations on the seating, the vehicle itself and other systems that are used to increase comfort of the passengers.

Figure 5 is an iteration of Figure 4, with more information on the possibilities for the motion comfort interface, the I/O controller system architecture, the actuation, cabin interior and sensoric systems.

Figure 6 shows the possible response measures to the maneuver of traversing a pot hole or bump. Before the maneuver, the seat can be elevated or lowered, depending on the directionality of the road irregularity (upward or downward) . During the maneuver, the chassis suspension counteracts part of the irregularity, with the seat suspension countering the rest of the vertical acceleration during the maneuver.

I n some occasions, as visualized in Figure 6, potholes in the road are compensated by the chassis suspension system , while bumps (or the second part of a pothole, returning to the normal road profile) are compensated by the seat suspension system .

Figure 7 shows three of the most preferred seating configurations, as discussed previously. The first, on the left, is the upright position, with the back section reclining under an angle of about 20° relative to the vertical axis, the seat pan at an upward angle of about 10° , and the armrest (if present) centered around a horizontal position with a variation of up to 5° . The leg section is angled at about 80° with respect to the horizontal plane. The foot rest is angled upward between 0° and 30° . The m iddle figure shows a reclined position, with the back section reclining under an angle of about 40° with respect to the vertical Z-axis, the leg section under about 25° to 45° with respect to the horizontal plane, the seat pan angled upward at about 20° with respect to the horizontal plane, and the arm rest again about leveled horizontally. Finally, the third position on the right, is the so-called zero-gravity, and is adapted for full relaxation. The back support is reclined at about 140° to 155°, the seat pan is angled up at about 20°, while the leg support is angled down at about 20° to 35°, and the arm rests angled upwards at about 5° . EXAMPLE 1 : acceleration

For a (forward) acceleration, the major force vectors lie in the fore-aft direction (X- axis) , and the acceleration type is pitch. Below, the actions are described for an optimized scenario, for each manipulation/measure in each phase.

EXAMPLE 2: DECELERATION

For a (forward) deceleration, the major force vectors lie in the fore-aft direction (X- axis), and the acceleration type is pitch. Below, the actions are described for an optimized scenario, for each manipulation/measure in each phase.

EXAMPLES: CHANGING LANES

When changing lanes, the major force vectors lie in the lateral direction (Y-axis), and the acceleration type is yaw and/or roll. Below, the actions are described for an optimized scenario, for each manipulation/measure in each phase.

EXAMPLE 4: CURVI NG

When curving, the major force vectors lie in the lateral direction (Y-axis) , and the acceleration type is yaw and/or roll. Below, the actions are described for an optimized scenario, for each manipulation/measure in each phase.

EXAMPLE 5: POTHOLES AND BUMPS

When curving, the m ajor force vectors lie in the vertical direction (Z-axis) , and the acceleration type is pitch/roll. Below, the actions are described for an optim ized scenario, for each m anipulation/measure in each phase.

EXAMPLES: CORNERING

When cornering, the major force vectors lie in the lateral direction (Y-axis), and the acceleration type is yaw and/or roll. Below, the actions are described for an optimized scenario, for each manipulation/measure in each phase.

The present invention is in no way lim ited to the embodiments described in the examples and/or shown in the figures. On the contrary, methods according to the present invention may be realized in many different ways without departing from the scope of the invention.

Claims

38

CLAI MS Method for improving (automotive) passenger comfort during transportation maneuvers in sim ulated or real-life movement applications, preferably for automotive vehicles, comprising the steps of: a. identifying, based on a number of triggers, a future or projected transportation maneuver from a list of predefined maneuvers, said list of predefined maneuvers comprising at least two or more of: accelerating; decelerating; changing lanes or lateral movement; following a curved trajectory; overcoming road irregularities, preferably road profile changes such as potholes, carriage ways, said triggers comprising visual and/or map information on further trajectory, and optionally one or more of: horizon information, object recognition on the further trajectory, orientation and/or acceleration changes on the vehicle and/or seat of the passenger; b. based on the identified maneuver, automatically implementing one or more pre-emptive seating comfort measures before the identified maneuver, by manipulating the seat of the passenger, said preemptive measures comprising one or more of: i. changing pitch, yaw and/or roll of the seat with respect to the vehicle, taking into account pitch, yaw and/or roll of the vehicle with respect to the environment; ii. horizontal translation of the seat with respect to the vehicle, said horizontal translation lateral and/or forwards or backwards;

Hi. vertical translation of the seat with respect to the vehicle; c. based on the identified maneuver, automatically implementing one or more concurrent seating comfort measures during the identified maneuver, by manipulating the seat of the passenger, said concurrent measures comprising one or more of: i. changing pitch, yaw and/or roll of the seat with respect to the vehicle, taking into account pitch, yaw and/or roll of the vehicle with respect to the environment; ii. horizontal translation of the seat with respect to the vehicle, said horizontal translation lateral and/or forwards or backwards;

Hi. vertical translation of the seat with respect to the vehicle; d. based on the identified maneuver, automatically implementing one or more subsequent seating comfort measures after the identified 39 maneuver, by manipulating the seat of the passenger, said subsequent measures comprising one or more of: i. changing pitch, yaw and/or roll of the seat with respect to the vehicle, taking into account pitch, yaw and/or roll of the vehicle with respect to the environment; ii. horizontal translation of the seat with respect to the vehicle, said horizontal translation lateral and/or forwards or backwards;

Hi. vertical translation of the seat with respect to the vehicle. Method for improving automotive passenger comfort according to the preceding claim 1 , wherein the seat comprises at least two independently manipulable seat sections, said seat sections comprising rear support and a back support, wherein seat sections are manipulated independently from one another in one or more of the pre-emptive, concurrent and subsequent measures. Method for improving automotive passenger comfort according to the preceding claim 2, wherein the seat sections further comprise independently manipulable leg and/or head supports, wherein the seat sections are manipulated independently from one another in one or more of the preemptive, concurrent and subsequent measures. Method for improving automotive passenger comfort according to any one of the preceding claims 1 to 3, wherein the pre-emptive, concurrent and/or subsequent actions comprise one or more of changing pitch, yaw and/or roll of the vehicle cabin or chassis with respect to the underground. Method for improving automotive passenger comfort according to any one of the preceding claims 1 to 4, wherein the seat comprises a plurality of spatially separated weight sensors, the method comprising a step of determ ining a center of gravity based on weight information from the weight sensors, and wherein the measures are adapted based on said weight information and the center of gravity. Method for improving automotive passenger comfort according to any one of the preceding claims 1 to 5, wherein the maneuver is identified as taking a curve or changing lanes in case the triggers comprise: detection of a curved 40 section in the further trajectory based on map information on the physical road orientation and/or visual information from an onboard imaging device, wherein a curved section is defined as having a curvature of at least 5° over 200 m ; or the triggers comprise detection of an expected lane change in the further trajectory based on visual information from an onboard imaging device and/or map information on the physical road orientation; wherein the further trajectory comprises at least the expected trajectory for the following 5 seconds. Method for improving automotive passenger comfort according to the preceding claim 6, wherein : the pre-emptive measures comprise at least a lateral horizontal translation of the seat towards the inside of the curve or the new lane, preferably over at least 2.5 cm , and the pre-emptive measures preferably comprise a vertical upwards translation of the seat over at least 2.0 cm ; the concurrent measures comprise at least a lateral horizontal translation of the seat towards the opposite side with respect to the lateral horizontal translation during the pre-emptive measures, wherein the distance of the lateral horizontal translation of the concurrent measures exceeds the distance of the lateral horizontal translation of the pre-emptive measures, and preferably at least 50% greater, and the concurrent measures preferably comprise a vertical downwards translation of the seat over a distance greater than the vertical upwards translation of the seat during the pre-emptive measures, and more preferably at least 50% greater; and preferably, in case of taking a curve, the subsequent measures comprising at least a lateral horizontal translation of the seat towards a resting position between the laterally most extremal positions towards the inside of the curve or the new lane, and towards the opposite side, preferably whereby said resting position is substantially central between the laterally most extremal positions. Method for improving automotive passenger comfort according to the preceding claim 7, wherein at least the horizontal translation of the preemptive measures is executed over a time of at least 2.0 s, and wherein at least the horizontal translation of the concurrent measures is executed over the entire identified maneuver, and wherein at least the horizontal translation of the subsequent measures is executed over a m inim um time of at least 2.0 s. Method for improving automotive passenger comfort according to the preceding claim 6 to 8, wherein said pre-emptive measures comprise: a yaw of the seat with respect to the vehicle in the same direction as the upcoming orientation change of the vehicle during the maneuver, over an angle of at least 2° ; a roll of the seat and optionally of a foot rest with respect to the vehicle, with the top of the seat rolled in the direction of the inside of the curve or the new lane, over an angle of at least 3° ; said roll and yaw being executed over a period from at most 10.0 s, preferably at most 5.0 s, more preferably at most 2.5 s and most preferably at most 1 .0 s, before the maneuver up to said maneuver; wherein said concurrent measures comprise: a yaw of the seat with respect to the vehicle in the opposite direction as the yaw during the pre-emptive measures; a roll of the seat with respect to the vehicle, in the opposite direction as the roll during the pre-emptive measures; wherein said subsequent measures comprise: a yaw of the seat with respect to the vehicle in the same direction as the yaw during the pre-emptive measures, preferably substantially equal to the total yaw during the pre-emptive and concurrent measures; a roll of the seat with respect to the vehicle, in the same direction as the roll during the pre-emptive measures, preferably substantially equal to the total roll during the pre-emptive and concurrent measures; said roll and yaw during the pre-emptive measures being executed over a period from at most 1 .0 s, preferably at most 0.75 s, before the maneuver up to said maneuver; said roll and yaw during the concurrent measures being executed over the duration of the maneuver; said roll and yaw during the subsequent measures being executed over a period of at least 2.5 s and at most 15.0 s, starting after the maneuver. Method for improving automotive passenger comfort according to any one of the preceding claims 6 to 9, wherein the car chassis executes an accompanying yaw or roll with respect to the environment along with the yaw or roll of the seat with respect to the vehicle, wherein said accompanying yaw or roll has the same direction as the yaw or roll of the seat. 1 . Method for improving automotive passenger comfort according to any one of the preceding claims 6 to 10, wherein at most 0.5 s before the maneuver, a vibration of the seat is executed at a zone on the seat, preferably at or near the rear or thighs of the passenger, said zone being substantially closer to the lateral side of the new lane or of the inside of the curve than the center of the seat. 2. Method for improving automotive passenger comfort according to any one of the preceding claims 1 to 1 1 , wherein the seat comprises a foot rest, said foot rest being angled to substantially face the passenger on the seat, and independently manipulable from the rest of the seat, wherein one or more pre-emptive, concurrent and/or subsequent measures are performed on the foot rest. 3. Method for improving automotive passenger comfort according to the preceding claim 12, wherein said foot rest comprises a left and right vibration zone, wherein said zones are separately activated based on the identified maneuver and the orientation thereof. 4. Method for improving automotive passenger comfort according to any one of the preceding claims 1 to 13, wherein if the maneuver is identified as decelerating or accelerating, one or more pre-emptive and concurrent measures are executed, the pre-emptive measures comprising one or more of: o providing a pitch to the seat and optionally to a foot rest with respect to the vehicle, preferably forwards in case of accelerating and backwards in case of decelerating; o providing a forwards or backwards horizontal translation of the seat and optionally to the foot rest with respect to the vehicle, preferably forwards in case of accelerating and backwards in case of decelerating; the pre-emptive measure preferably additionally comprising one or more of: o changing pitch of a foot rest with respect to the vehicle, more preferably pitching forward the foot rest in case of accelerating and pitching backward the foot rest in case of decelerating; 43 o providing a forwards or backwards horizontal translation of a foot rest with respect to the vehicle, preferably forwards in case of accelerating and backwards in case of decelerating ; the concurrent measures comprising one or more of: o providing a pitch to the seat and optionally to the foot rest with respect to the vehicle wherein the angle of the pitch of the concurrent measures is greater than the angle of the pitch of the pre-emptive measures, preferably at least 50% greater, said pitch preferably backwards in case of accelerating and forwards in case of decelerating; o providing a forwards or backwards horizontal translation of the seat and optionally to the foot rest with respect to the vehicle wherein the horizontal translation of the concurrent measures is greater than the horizontal translation of the pre-emptive measures, preferably at least 50% greater, said horizontal translation preferably backwards in case of accelerating and forwards in case of decelerating; and preferably, one or more subsequent measures are executed comprising one or more of: o returning the seat and optionally the foot rest to an angle in between the most extremal angulations achieved during the preemptive and concurrent measures; o returning the seat and optionally the foot rest to a horizontal position between the most extremal horizontal positions achieved during the pre-emptive and concurrent measures. Method for improving automotive passenger comfort according to any one of the preceding claims 1 to 14, wherein an artificial horizon comprising one or more horizontal stripes is displayed in the field of view of the passenger, at least during the maneuver, wherein said stripes are horizontal in view of the seat.