CN114401852A

CN114401852A - System for improving travel comfort of at least one occupant in a vehicle

Info

Publication number: CN114401852A
Application number: CN202080059778.3A
Authority: CN
Inventors: 马尔科·博温; 康斯坦丁·洛雷; 弗洛里安·多茨勒; 安德列亚斯·伊尔冈; 康斯坦丁·克里文科夫; 欧文·哈勒
Original assignee: Grammer AG
Current assignee: Grammer AG
Priority date: 2019-08-23
Filing date: 2020-08-20
Publication date: 2022-04-26
Also published as: WO2021037651A1; DE102020121379A1; DE102020121386A1; WO2021037652A1; WO2021037654A1; DE102020121392A1

Abstract

The invention relates to a system suitable for and intended to improve the travel comfort of at least one occupant in a vehicle, in particular for suppressing motor sickness symptoms, wherein the system comprises at least one vehicle seat arranged in the vehicle interior, wherein the system comprises at least one sensor device, which detects at least one sensor parameter, wherein the system comprises at least one first control means by which the at least one comfort device can be directly or indirectly controlled for modifying the at least one comfort parameter, wherein the comfort parameter can be modified at least on the basis of the at least one sensor parameter, wherein at least one comfort device is designed as a vehicle seat adjustment device of the at least one vehicle seat, wherein the modifiable comfort parameter comprises a suspension parameter and/or a damping parameter of the vehicle seat.

Description

System for improving travel comfort of at least one occupant in a vehicle

Technical Field

The invention relates to a system for increasing the travel comfort of at least one occupant in a vehicle, in particular for suppressing motor symptoms, wherein the system comprises at least one vehicle seat arranged in the vehicle interior, wherein the system comprises at least one sensor device which detects at least one sensor parameter.

Background

In the case of vehicles intended for transporting people, such as automobiles, there is an increasing interest in providing travel comfort. The time spent in the vehicle should be as comfortable as possible for the occupants. However, motion sickness or motion sickness is a major obstacle to the comfort of some people during travel. Motion sickness or motion sickness (technically known as motion sickness) is the name for physical reactions such as pallor, dizziness, headache, nausea and vomiting, which may be caused by unaccustomed movements of e.g. vehicles. When the central nervous system receives conflicting messages from the sensory organs, motion sickness symptoms occur. Thus, conflicting information is reported by the inner ear, eye, skin baroreceptors, and muscle and joint sensitive receptors. About one third of the population is susceptible to motion sickness. The rest of the population may also suffer from motion sickness under extreme conditions.

However, traveling in cities with small curve radii under automated conditions is considered an extreme condition. Similarly, focusing on the environment other than the road is considered to be an extreme situation. Finally, low frequency oscillations with high amplitude (<0.4Hz) are more likely to cause motor disease symptoms than frequencies in the range >1Hz (Andrea Koch, Involf Cascorbi, Martin Westhofen, Manual Datatakis, Sebastian Klapa, Johann Peter Kuhtz-bushbeck: "neurophysiological and treatment of motion sickness" DTSCH arzteble int.2018 for 10 months; 115(41): 687-) 996. published on 12 days 10 months 2018, doi: 10.3238/arzteble.2018.0687).

In vehicles that support autonomous driving, the aspect of driving comfort becomes more important, since the occupants (i.e. the driver) are not or only slightly involved in controlling the vehicle, and it is therefore desirable to make the journey as comfortable as possible. Autonomous driving is also referred to as autonomous driving or automated driving and is defined as movement of a vehicle that is largely autonomously represented. This is usually divided into different levels of autonomy (0 to 5). At the autonomic level 0, the driver operates the vehicle himself. As the level of autonomy increases, the driver's interaction with the vehicle decreases. In autonomous level 5, driving is fully automated. No driver is required. The driver is also no longer being discussed, but the monitoring person, also called "drissenger". No manual intervention is required other than setting the destination and starting the system.

In such autonomously driven vehicles, the comfort requirements of the occupants are increasing. As people interact with a product, they perceive the product through sensory information from multiple channels simultaneously. The comfortable experience of such interaction is the result of internally-perceived computations of such sensory input into the overall impression during the fluent course of the interaction time. Comfort can only be achieved when all aspects of the product are able to achieve a good level. Humans rarely consciously compute such overall interaction scores and are generally unaware of its components. However, if an aspect draws the attention of the user and dominates the overall impression, it dominates the comfort score. This can occur in two directions: the negative event is labeled as "limiting comfort factor", which means that the overall comfort experience is not better than its weakest aspect. Positive events may be described as "surprise factors" of a product that exceeds a user's expectations.

Disclosure of Invention

It is therefore an object of the present invention to provide a system for improving the driving comfort of at least one occupant in a vehicle.

This object is achieved by the subject matter of claim 1. The dependent claims represent possible advantageous embodiments.

The system according to the invention is suitable and intended for improving the travel comfort of at least one occupant in a vehicle, in particular for suppressing motor sickness symptoms, wherein the system comprises at least one vehicle seat arranged in the vehicle interior, wherein the system comprises at least one sensor device, which detects at least one sensor parameter, wherein the system comprises at least one first control means by which the at least one comfort device can be directly or indirectly controlled for modifying the at least one comfort parameter, wherein the comfort parameter can be modified at least on the basis of the at least one sensor parameter, wherein at least one comfort device is designed as a vehicle seat adjustment device of the at least one vehicle seat, wherein the modifiable comfort parameter comprises a suspension parameter and/or a damping parameter of the vehicle seat.

Comfort parameters that affect occupant comfort may thus be modified by the system. In one aspect, the modification is based on at least one sensor parameter provided to the control device by at least one sensor device. However, the modification may also be made based on other control signals or inputs. The modification based on at least one sensor parameter has the following advantages: the modification of the comfort parameter is performed automatically by the first control means. Thus, the invention can be used to suppress motion sickness and optimize the perception of comfort. By modifying comfort parameters, suspension parameters and/or damping parameters, low frequency oscillations affecting the driver due to vehicle movement may be reduced. This may prevent mismatch between visual sensors and vestibular body sensors, which are defined as the main cause/effect of motion sickness.

The first control means advantageously compares the at least one sensor parameter with at least one predetermined set point/limit value or set point/limit value range. When exceeding or falling below the set point/limit value or set point/limit value range, at least one comfort parameter is advantageously modified or at least one comfort device is controlled. Therefore, even before the deterioration of the comfort experience is perceived, the control device can automatically initiate an appropriate countermeasure. Advantageously, at least one set point/limit value or set point/limit value range may be stored in the storage means. The memory device can preferably be in signal connection with the first control device. It is also conceivable for the first control device to call up at least one setpoint/limit value or setpoint/limit value range from an external memory device.

In the case of direct activation, the control device will send a corresponding control signal to the comfort device. In the case of indirect activation, at least one further control device is provided which controls the comfort device. The first control device sends corresponding commands for modifying comfort parameters to the at least one further control device, whereby the control device controls the comfort apparatus or also controls a further slave control device.

One possible factor contributing to motion sickness is the force transmitted to the occupant. Such forces may be lateral forces caused by a turn or lane change, for example. Other forces acting on the body may result in positive or negative acceleration of the vehicle. Finally, due to the uneven road surface, the vehicle vibrates, so that corresponding forces can be transmitted to the occupants. The vehicle seat adjustment device may automatically take appropriate countermeasures in the form of modifying comfort parameters, suspension parameters and/or damping parameters.

According to a preferred embodiment, the vehicle seat adjustment device comprises at least one multi-axis suspension/damping module, by means of which suspension parameters and/or damping parameters of the vehicle seat can be actively or semi-actively controlled and/or adjusted. A first suspension/damping module is preferably provided, by means of which vertical oscillations, vibrations or deflections of the vehicle seat can be damped and/or suppressed. A second suspension/damping module is preferably provided, by means of which horizontal oscillations, vibrations or deflections of the vehicle seat can be damped and/or suppressed. Preferably, a first and/or a second and/or a third suspension/damping module is provided in order to dampen and/or dampen a rotational deflection, a rotational oscillation or a rotational vibration. This type of rotational deflection, rotational oscillation or rotational vibration is caused, for example, by a rolling movement (i.e., deflection, oscillation or vibration about an axis parallel to the longitudinal axis of the vehicle and/or vehicle seat) or by a pitching movement (i.e., deflection, oscillation or vibration about an axis parallel to the width axis of the vehicle and/or vehicle seat) or by a yawing movement (i.e., deflection, oscillation or vibration about an axis parallel to the height axis of the vehicle and/or vehicle seat). It is also conceivable to provide only one suspension/damping module, by means of which vertical and horizontal and rotational oscillations, oscillations or deflections can be damped and/or suppressed. The suspension/damping module may advantageously comprise spring means for vibration isolation, such as an air spring. Alternatively or cumulatively, the suspension/damping module may comprise a damping device by means of which the induced vibration energy may be dissipated. Such damping means may be, for example, a hydraulic shock absorber.

The modification of the comfort parameters, suspension parameters and/or damping parameters may advantageously be carried out such that the head of the occupant is moved as little as possible due to external driving-related influences. Such measures can be effective in inhibiting motion sickness or can even prevent them in advance. Head movements caused by vehicle vibrations, cornering, braking, acceleration, etc. can be minimized by an advantageous multi-axis suspension/damping module. Thus, motion sickness can be counteracted by reducing head power using spring-loaded and/or cushioned vehicle seats. The advantageous at least one multi-axis suspension/damping module absorbs most of the high frequency oscillations and dampens very low frequencies with high amplitudes. Due to the advantageous at least one multi-axis suspension/damping module damping and/or damping vertical and/or horizontal oscillations, the occupant's head can remain as still as possible, while the sagittal body plane can be inclined by a few degrees. Thus effectively counteracting the lateral forces during cornering or lane changes. The at least one multi-axis suspension/damping module may preferably also comprise different systems for roll and/or pitch compensation. In one aspect, roll and/or pitch compensation is intended to compensate for pitch movement. Furthermore, roll or lateral tilt should be compensated. In this case, it is an advantageous aim to move the head of the occupant as little as possible. Even people without motion sickness can benefit from this type of system design because their bodies are isolated from the movement of the vehicle. This significantly improves comfort. Effective isolation from vehicle movement makes it easier to perform activities such as reading or working in front of a computer during a trip. By advantageously relocating the solution to the "comfort ensuring" objective from the chassis to the seat, the "constant struggle" between driving comfort and driving safety in chassis development is solved. A very comfortable suspension makes the vehicle unsafe, such as a rollover, etc. On the other hand, a rigid sports chassis can only be driven for a short period of time without health consequences.

The vehicle seat preferably comprises a seat part and/or a backrest element and/or a headrest and extends along a height axis, a width axis and a longitudinal axis. Advantageously, the vehicle seat may further comprise at least one armrest element and/or a leg rest. According to a further advantageous embodiment, the vehicle seat adjustment device comprises at least one seat position module, by means of which a comfort parameter in the form of a seat position parameter can be modified. The seat position parameter in the form of the seat height may preferably be modified by the first seat position module. The seat position parameter in the form of a seat inclination can preferably be modified by means of a second seat position module. Preferably, the seat position parameter in the form of the backrest inclination can be modified by means of a third seat position module. The seat position parameter in the form of the headrest height may preferably be modified by means of a fourth seat position module. Preferably, the seat position parameter in the form of a headrest inclination can be modified by a fifth seat position module. The seat position parameter in the form of an orientation relative to the axis of rotation of the vehicle seat can preferably be modified by means of a sixth seat position module. The axis of rotation advantageously extends parallel to the height axis.

According to a further preferred embodiment, a displacement device is provided on which the at least one vehicle seat is arranged so as to be displaceable. The displacement device is advantageously arranged between a body floor of the vehicle and at least one vehicle seat. The displacement means preferably comprise a rail system. A seventh seat position module is preferably provided, by means of which seat position parameters in the form of the displacement position of the vehicle seat on the guide system can be modified. Advantageously, the seventh seat position module comprises a locking device by means of which the seat can be locked in a particular position. Alternatively, it is also conceivable for the displacement device to comprise a roller arranged on at least one vehicle seat. The seventh seat position module will thus have a magnet system for anchoring the vehicle seat, for example. This type of design allows the occupant greater freedom of movement.

According to a further preferred embodiment, the system comprises a seat arrangement ensuring a substantially complete spatial perception of the vehicle interior. The seat arrangement preferably comprises at least one vehicle seat, more preferably a plurality of vehicle seats. Furthermore, the seat arrangement may be varied so as to allow a certain degree of freedom of movement of the occupant without having to ignore safety aspects. Such a change can be ensured by an advantageous arrangement of the at least one vehicle seat on the displacement device. At least one seat position module or a plurality of the seat position modules already mentioned allow to change at least one seat position parameter, or a number of seat position parameters. This allows a certain degree of freedom of movement without having to ignore security aspects. Factors that can prevent or reduce motion sickness on the one hand are the spatial perception of the vehicle interior and the possibility of free movement of the vehicle interior.

A conventional seating arrangement in a vehicle comprises two rows of seats arranged adjacent to each other. In a conventional vehicle, such a device is desirable because the driver must control the vehicle (autonomic level 0). In the case of higher levels of autonomy, in particular in the case of level 5 of autonomy, deviations from this seat arrangement are possible.

In order to suppress symptoms of motion sickness, a seat arrangement deviating from the conventional seat arrangement is advantageous. The vehicle interior is typically a rectangular cuboid or a cuboid space. An advantageous seat arrangement comprises an arrangement of at least one vehicle seat in a corner region of the vehicle interior. The vehicle seats are preferably arranged in two, three or four corner regions of the vehicle interior. The at least one vehicle seat may preferably be turned or face towards the vehicle interior. The vehicle seats can preferably be turned or face inwards and, if appropriate, towards one another. This orientation can be modified as desired by an advantageous sixth seat position module. This ensures a complete spatial perception of the vehicle interior. This seating arrangement supports the cognitive abilities of the occupant to achieve the best perception of the interior.

Spatial perception is defined as the ability to perceive a spatial relationship related to the orientation of the occupant's body, although the information can be distracting. This is an important factor in improving space enjoyment and combating motion sickness. In contrast to conventional seating arrangements (occupants of a first row may only partially perceive the interior due to forward looking and occupants of a second row may only see a limited interior view because the front row seats block their view), the occupants have the cognitive ability to visually perceive the interior space defined by the geometric boundaries of the vehicle and the intermediate open space defined by the seating arrangement of corner regions of the vehicle interior.

According to a further preferred embodiment, the at least one suspension/damping module comprises an energy recovery device by means of which kinetic energy from the multi-axis oscillation of the vehicle seat can be at least partially converted into electrical energy. With such an energy recovery device (energy harvesting), the kinetic energy of the vehicle seat caused by the vertical and/or horizontal oscillations can be converted at least partially into electrical energy, which can be supplied to the on-board system of the vehicle.

According to a further preferred embodiment, the system comprises an interface device in signal connection with the first control means. The at least one set point/limit value or set point/limit value range may preferably be input and/or modified by means of the interface device. The modification parameters may preferably be input and/or modified via the interface device. The modification parameter preferably determines the extent to which the modification of the comfort parameter will occur. The modification parameter preferably determines the extent to which the modification of the comfort parameter will occur in dependence of the sensor parameter. Each occupant individually perceives the comfort experience in a different manner. There are also individual differences in susceptibility to motion sickness. Thus, advantageously, the occupant may adjust the appropriate set point/limit or set point/limit range, thereby initiating control of the comfort device. Furthermore, it is advantageous that the occupant can adjust the modification parameter, i.e. the degree of modification of the comfort parameter, according to their comfort. Preferably a plurality of identical or different comfort devices are provided. Thus, various comfort parameters may be modified. The control of the at least one comfort device may preferably be specified by means of the interface device. The control can be adjusted individually. The suppression of symptoms of motion sickness varies from person to person. Depending on the personal perception, changes in a particular comfort parameter are more effective for one occupant than for another. The occupant may select which comfort parameters to modify and the degree of modification via the interface device. Thus, the occupant may select any combination of comfort parameters that are favorable or effective for them and determine the degree of modification. The at least one comfort parameter may advantageously be manually adjustable by means of the interface device. The interface device may thus preferably comprise or be in signal connection with an input device and/or an output device. Combined input and output devices, such as touch screens, are also contemplated. Input means in the form of operating means comprising at least one switch and/or at least one button are also conceivable. Alternatively, the input means may be intended and adapted to receive a speech input such that the modification of the comfort parameters is performed by the speech input. Alternatively, the input means may be intended and adapted to recognize gestures such that the modification of the comfort parameters may be made by gestures. Of course, further input means may also be provided, by means of which the comfort parameters can be modified.

According to a further preferred embodiment, the modification of the comfort parameter is based on predetermined profile data of the occupant. The profile data is tailored to the occupant and advantageously includes the occupant's preferences with respect to their personal comfort experience. The profile data may thus comprise preferred set points/limit values or set point/limit value ranges and/or modification parameters and/or preferred controls for a specific comfort device and/or preferred modifications to comfort parameters. The profile data are advantageously stored in a memory device, which is preferably in signal connection with the first control device. The profile data may preferably be entered or modified by the interface device. The profile data or profile may be activated by the occupant. Thus, the first control means may obtain an adjustment regarding the comfort parameter. Thus, the occupant is no longer required to make any further adjustments or inputs. This is particularly advantageous for occupants who regularly use the vehicle. The profile activation may be performed by input. Such input may be a selection on a display, an audio input, or a fingerprint. It is also conceivable to provide face recognition in the vehicle, which automatically activates the profile of the occupant in a specific seat.

According to a further preferred embodiment, the interface device is connected to the input/output means by a wireless connection. The input/output device is preferably a smartphone and/or a tablet computer and/or a laptop computer. This wireless connection may be, for example, an RFID (radio frequency identification) connection, an NFC (near field communication) connection, a WLAN connection or a mobile phone connection. Of course, further wireless connections or even wired connections may also be used. The occupant can use the input/output device for all adjustments and inputs, for example preferred set points/limit values or set point/limit value ranges and/or modification parameters and/or preferred control of a specific comfort device and/or preferred modification of comfort parameters and/or input/modification of profile data. The automatic exchange of data is preferably carried out between the interface device or the first control device and an input/output device in which the identification process is carried out. The activation of the profile data may preferably be performed automatically by the input/output means. The profile data is advantageously stored on the input/output device. The profile data may preferably be retrieved automatically via the interface device. Thus, the user may automatically transmit their preferred adjustment to the first control device in a different vehicle.

According to a further preferred embodiment, the sensor device comprises at least one external sensor device detecting a parameter of the environment relative to the vehicle. External sensor devices of this type may be, for example, speed sensor devices, acceleration sensor devices, yaw rate sensor devices, sensor devices for detecting the state of the road, sensor devices for detecting ambient light conditions, sensor devices for detecting the ambient temperature. Such an external sensor device may be a navigation device, and the navigation device may detect a speed, a road state, a curved road, and the like. Preferably, a yaw rate sensor device may be provided for detecting roll, pitch and yaw movements of the vehicle. Overturning or excessive vehicle vibration can also lead to motion sickness. Preferably, at least one sensor device can be provided, which detects repeated movements of the vehicle in the vertical and/or horizontal direction. This may be an acceleration sensor, for example. Vertical and/or horizontal movement of the vehicle may be caused by uneven ground and may be the cause of motion sickness. Thus, a sensor device for detecting vibrations, for example an acceleration sensor device, may be provided. Many people develop motion sickness when the visual impression is too excessive and changes rapidly. This may occur, for example, in a city. On the other hand, overlooking of less changing landscapes reduces motion sickness. Thus, a sensor device may be provided which detects visual characteristics of the environment. In particular, in this case, the rate of change of the environment is of critical importance. For this purpose, a corresponding image analysis can be provided, by means of which a value can be determined with respect to the rate of change of the environment. Furthermore, a sensor device may be provided which detects an upcoming curve in the road. The sensor device preferably comprises at least one internal sensor device which detects a parameter inside the vehicle. Parameters of this type may be, for example, the temperature, humidity and lighting conditions of the interior. The sensor device preferably comprises at least one interior sensor arrangement which detects the position and/or orientation of an occupant inside the vehicle. The sensor device preferably comprises at least one internal sensor arrangement which detects the position and/or orientation of the head of the occupant. Excessive head movement can lead to motion sickness. Therefore, it is advantageous to minimize head movement. This may be done, for example, by modifying suspension parameters and/or damping parameters. Detection of the position or orientation of the head of the occupant is also important in order to efficiently modify the comfort parameters of the occupant. It is also conceivable to provide an internal yaw rate sensor arrangement for detecting turning, rolling movements, pitching movements and yawing movements of at least one vehicle seat. It is also conceivable to provide an internal speed sensor device and an internal acceleration sensor device for detecting movements or changes in movements of the vehicle seat. Of course, other sensors are also conceivable, by means of which other parameters causing motion sickness can be determined.

According to a further preferred embodiment, the at least one comfort device is designed as an air conditioning device. Preferably, the modifiable comfort parameters comprise air conditioning parameters. An important factor associated with motion sickness is internal air conditioning. The air conditioner may be modified based on at least one sensor parameter. Thus, the air conditioner can be individually customized for the occupant. Thus, in case of a deviation from at least one set point/limit value or set point/limit value range, modifications to the air conditioner can be automatically adjusted. The air conditioning of the vehicle may preferably be performed by an air flow into the vehicle interior. Thus, these air conditioning parameters include various air flow parameters that may be controlled by the first control device. Such type of air flow parameters may be, for example, the amount of air introduced, the direction of the air flow, the temperature and the relative humidity of the air introduced. The airflow enters the vehicle through an air intake device that may be disposed at various locations on the vehicle. The airflow parameters may be effectively oriented based on the orientation of the occupant or based on the orientation of the head of the occupant. In this way, the air flow parameters can also be effectively adjusted when the vehicle seat is rotated or displaced. However, the air conditioning parameters may also comprise other parameters independent of the air flow, for example when using a radiant heat source.

According to a further preferred embodiment, the at least one comfort device is designed as a lighting device. The modifiable comfort parameters preferably comprise lighting parameters. One factor that prevents or potentially reduces motion sickness on the one hand is the illumination of the interior of the vehicle. This illumination may be modified based on at least one sensor parameter. Thus, the lighting can be individually customized for the occupant. Thus, in case of a deviation from at least one set point/limit value or set point/limit value range, the modification of the illumination may be automatically adjusted. Individual adjustment of the vehicle interior lighting for individual occupants may also contribute correspondingly to comfort. Advantageously, at least one lighting element, more preferably a plurality of lighting elements, is provided inside the vehicle. In this case, it is advantageous if at least one ceiling lighting element and/or at least one floor lighting element and/or at least one lateral lighting element is/are provided in the vehicle interior. It is also conceivable to provide at least one lighting element in the footwell of the vehicle and/or in or on the center console of the vehicle and/or in or on the door of the vehicle and/or in or on the upper region of the door of the vehicle and/or in or on the lower region (e.g. the side compartment) of the door of the vehicle and/or in or on the dashboard of the vehicle. It is also conceivable to provide at least one lighting element, for example a door handle element, on the handle element. Likewise, the at least one lighting element may be arranged in or on a display device in the front region of the vehicle. Exemplary lighting parameters are illuminance, color, brightness or luminosity of the light or targeted control of a particular lighting element, or location of the lighting. At least two illumination parameters are advantageously modified in combination. At least three illumination parameters are advantageously modified in combination. The illumination element is advantageously designed in the form of an RGB element, preferably an LED RGB element. This type of element allows adjustment over a wide range of colors. Of course, other suitable lighting elements are also contemplated. The adjustment of the color of the light may also correspond to an adjustment of a so-called light-warmth. Light warmth is usually specified in kelvin. Cool light has a greater proportion of blue, while warm light has a greater proportion of red and yellow. The effect of light temperature on health is not insignificant. So-called daylight white in excess of 5200 kelvin corresponds to daylight; at noon, it has a positive impact on health and promotes attention. So-called neutral white light of about 3200 to about 5200 kelvin gives a rather objective impression. Finally, it differs from the so-called warm white light by about 2700 to 3200 kelvin. This light has a large proportion of red color and has a relaxing effect. Interior lighting may also be advantageously used for indicating movement (deceleration/acceleration) or speed and for mood-related ambient lighting. Furthermore, the interior color space illumination may have a positive effect on the mental state of the occupant. The color scheme of the interior also determines the ambiance of the vehicle interior. To this end, the internal color scheme may be designed to give a security impression and to attract attention to the important elements using color-coordinated light and dark colors. Tactile properties support the functionality of the elements, soft body support areas, smooth linings and robust storage devices. When the carsickness symptom occurs, the color of the light can be modified into a warmer range, so that the carsickness symptom has a relaxing effect. The lighting may also be modified to a specific predetermined color that has a positive effect on the person.

According to a further preferred embodiment, the at least one lateral lighting element is designed in a strip-like manner. The at least one lateral lighting element is advantageously arranged on at least one side wall of the vehicle interior. Advantageously, the at least one lateral lighting element extends over the entire lateral periphery of the vehicle interior. In this case, it is advantageous that certain portions of the at least one lateral lighting element can be individually controlled in order to allow individual adjustment of the occupants in the corresponding portions. An artificial horizon can advantageously be generated by the at least one lateral lighting element. Such artificial horizon is used to resolve the sensory-sensory conflicts caused by vehicle movement and counteract motion sickness. Advantageously, the at least one lateral lighting element is designed as an LED panel and/or as an LED light bar.

According to a further preferred embodiment, the at least one comfort device is designed as an acoustic device. Preferably, the modifiable comfort parameters comprise sound parameters. Sound has a significant impact on the comfort experience. For example, the modification of the sound parameters may include the production of sound or music. Advantageously, these sounds may have a soothing nature. The sound may be provided via a separate speaker or earphone. The loudspeaker is advantageously integrated into the vehicle seat. It is also contemplated that the modification of the sound parameters further comprises active noise compensation (active noise reduction or active noise cancellation). Therefore, it is preferable to artificially generate the sound so as to cancel the sound by destructive interference. For this reason, the aim is to generate a signal that exactly corresponds to the signal of the disturbing sound with opposite polarity. To this end, it is advantageous if the sensor device comprises a sensor device which detects noise or sound present in the interior of the vehicle.

According to a further preferred embodiment, the at least one comfort device is designed as a scent generating device. Preferably, the modifiable comfort parameter comprises an odour parameter. To inhibit motion sickness, a targeted release of specific smells and/or aromas may also preferably be advantageous. Such an odour generating device can advantageously release different odours and/or aromas inside a vehicle. For example, this type of odor may have a sedative effect or suppress possible nausea.

According to a further preferred embodiment, the system comprises an entertainment device. It may be advantageous to modify at least one comfort parameter based on a signal from the entertainment device. Entertainment devices may include entertainment in the form of games, interactive games, movies, and the like. Comfort parameters may be adjusted based on these entertainment programs. For example, the vehicle seat adjustment device may be modified according to an interactive game. This creates an effective entertainment or comfort experience. Advantageously, the entertainment device comprises at least one display or is connected to a display. The at least one comfort device is preferably a fog display. Such fog displays or also referred to as "fog screens" are used to improve the atmosphere of the vehicle interior. Such fog display devices deliver an aerosol, i.e., a mixture (dispersion) of solid or liquid particles in a gas (e.g., air), at a designated location inside the vehicle. This can be done, for example, by a non-swirling gas flow into which particles (e.g. water particles) are injected or simply by an already generated aerosol flow. Such a mist shows, for example, a non-swirling air flow into which particles (e.g. water particles) are injected. This forms a layer of mist. The image may be projected onto the matte from the back or front. Such a fog display has the advantage of being non-fragile. In addition, the space occupied by the fog display can be used for other purposes by simply turning off the fog display. Such a fog display may preferably be arranged in a rear region of the vehicle interior. The fog display device may also be used as a scent generating apparatus, i.e. an apparatus for releasing scents.

The combination of comfort parameters is preferably modified to suppress motion sickness or to optimize the comfort experience.

The object of the invention is also achieved by a vehicle having a system according to any of the described embodiments. In this case, the vehicle may be equipped with all the features already described in the context of the system described above, alone or in combination with one another, and vice versa.

Drawings

Further advantages, objects and features of the invention are explained with reference to the following description of the drawings. In various embodiments, similar components may have the same reference numerals.

In the drawings:

FIG. 1 illustrates a system for improving travel comfort for at least one occupant in a vehicle according to one embodiment;

FIG. 2 illustrates a system for improving travel comfort for at least one occupant in a vehicle, according to one embodiment;

FIG. 3 illustrates a system for improving travel comfort for at least one occupant in a vehicle, according to one embodiment;

FIG. 4 illustrates a vehicle seat according to one embodiment;

FIGS. 5a, 5b illustrate a vehicle seat according to one embodiment;

6a, 6b, 6c, 6d illustrate a vehicle seat according to an embodiment;

FIGS. 7a, 7b illustrate a vehicle seat according to one embodiment;

FIG. 8 illustrates a vehicle seat according to one embodiment;

FIG. 9 illustrates a vehicle seat according to one embodiment;

FIG. 10 illustrates a vehicle seat according to one embodiment;

11a, 11b show a backrest according to one embodiment;

FIGS. 12 to 16 show a vehicle interior according to one embodiment of each case;

FIG. 17 illustrates a service center according to one embodiment;

fig. 18 to 22 show a vehicle interior according to one embodiment of each case;

23a, 23b, 23c show a fog display according to one embodiment of each case;

fig. 24 shows a vehicle interior according to one embodiment of each case.

Detailed Description

Figures 1 to 24 show a system 1 suitable and intended for improving the travel comfort of at least one occupant in a vehicle, in particular for suppressing motor sickness symptoms, wherein the system 1 comprises at least one vehicle seat 2 arranged in a vehicle interior 3, wherein the system 1 comprises at least one sensor device 4, which detects at least one sensor parameter, wherein the system 1 comprises at least one first control means 5 by means of which at least one comfort device 6 can be directly or indirectly controlled for modifying at least one comfort parameter, wherein the comfort parameter can be modified at least on the basis of the at least one sensor parameter, wherein the at least one comfort device 6 is designed as a vehicle seat adjusting apparatus 7 of the at least one vehicle seat 2, wherein the modifiable comfort parameter comprises a suspension parameter and/or a damping parameter of the vehicle seat 2.

The system 1 advantageously comprises a plurality of comfort devices 6. Thus, the at least one comfort device 6 may be designed as an air conditioning device 23, wherein the modifiable comfort parameters comprise air conditioning parameters. Preferably, the at least one comfort device 6 may be designed as a lighting device 24, wherein the modifiable comfort parameters comprise lighting parameters. Furthermore, it is advantageous if the at least one comfort device 6 is designed as a sound device 25, wherein the modifiable comfort parameters comprise sound parameters. Advantageously, the at least one comfort device 6 may be designed as a scent generation device 26, wherein the modifiable comfort parameters comprise scent parameters. Of course, other comfort devices 6 are contemplated. Also, a particular type of comfort device may be provided multiple times.

The first control means 5 compare the at least one sensor parameter with at least one predetermined set point/limit value or set point/limit value range. The modification of the at least one comfort parameter is performed in case the sensor parameter deviates from the corresponding set point/limit value or set point/limit value range. At least one setpoint/limit value or setpoint/limit value range is stored in a memory device 8, which is in signal connection with the first control device 5. The first control means 5 may also continue to control the comfort device. This is shown for example in fig. 1. It is also conceivable to provide at least one second control device 11, which is part of the comfort device 6 and/or controls the comfort device 6. Fig. 2 shows a comfort device 6, for example in the form of a vehicle seat adjustment device 7. The vehicle seat adjustment device 7 comprises at least one suspension/damping module 9 and/or a seat position module 10. The

modules

9, 10 may be controlled by a second control device 11. It is also conceivable that each of the

modules

9, 10 comprises a second control means 11 and/or is controlled by the second control means 11. This should be illustrated by the design of the dashed line.

The vehicle seat adjustment device 7 comprises at least one multi-axis suspension/damping module 9, by means of which suspension parameters and/or damping parameters of the vehicle seat can be actively or semi-actively controlled and/or adjusted. A first suspension/damping module 9 can be provided, by means of which vertical deflections of the vehicle seat 2 can be damped and/or suppressed. Furthermore, a second suspension/damping module 9 can be provided, by means of which horizontal deflections of the vehicle seat 2 can be damped and/or suppressed. Preferably, a first and/or a second and/or a third suspension/damping module is provided in order to dampen and/or dampen a rotational deflection, a rotational oscillation or a rotational vibration. This type of rotational yaw, rotational oscillation or rotational vibration is caused, for example, by a rolling movement (i.e., yaw, oscillation or vibration about an axis parallel to the longitudinal axis of the vehicle 100 and/or of the at least one vehicle seat 2) or by a pitching movement (i.e., yaw, oscillation or vibration about an axis parallel to the width axis of the vehicle 100 and/or of the at least one vehicle seat 2) or by a yawing movement (i.e., yaw, oscillation or vibration about an axis parallel to the height axis of the vehicle 100 and/or of the at least one vehicle seat 2). However, it is also conceivable that only one suspension/damping module 9 is provided, by means of which vertical and horizontal deflections of the vehicle seat 2 as well as the mentioned rotational deflections, oscillations or vibrations can be damped and/or damped. A factor that causes motion sickness is the amount of force transmitted to an individual. Such forces may be lateral forces caused by a turn or lane change. Other forces acting on the body may result in positive or negative acceleration of the vehicle. Finally, due to the uneven road surface, the vehicle vibrates, so that corresponding forces can be transmitted to the occupants. The multi-axis suspension/damping module 9 may minimize or even prevent such force effects. In this case, the multi-axis suspension/damping module 9 advantageously reduces or even prevents an unintentional movement of the occupant's head to the greatest possible extent.

The vehicle seat adjustment device 7 may comprise at least one seat position module 10, by means of which comfort parameters in the form of seat position parameters can be modified. It is conceivable to provide a first seat position module 10a, by means of which seat position parameters in the form of the seat height can be modified; and/or a second seat position module 10b, by means of which seat position parameters in the form of seat inclinations can be modified; and/or a third seat position module 10c, by means of which the seat position parameter in the form of the inclination of the backrest 31 can be modified; and/or a fourth seat position module 10d, by means of which seat position parameters in the form of the height of the headrest 14 can be modified; and/or a fifth seat position module 10e, by means of which seat position parameters in the form of the inclination of the headrest 14 can be modified; and/or a sixth seat position module 10f, by means of which seat position parameters in the form of an orientation relative to the axis of rotation D of the vehicle seat 2 can be modified.

Fig. 4 shows the vehicle seat 2 by way of example. The vehicle seat 2 extends along a height axis Z, a longitudinal axis X and a width axis Y. The vehicle seat 2 comprises a seat substructure 29, which comprises a carrier element 30. The carrier element 30 can be part of a displacement device 15, by means of which a vehicle seat can be displaced in the vehicle 100. The seat substructure 29 further comprises a sixth seat position module 10f in the form of a swivel arrangement. As a result, the vehicle seat 2 can advantageously be rotated about a rotational axis D, which preferably extends parallel to the height axis Z. The vehicle seat 2 can thus advantageously be rotated through an angle of between 5 ° and 180 °. Thus, the driver or monitoring personnel may face forward if they want to monitor the trip, make an input on the driver console, or temporarily take over the driving activity. Otherwise, they may turn into the vehicle interior 3. The sixth seat position module 10f may comprise a locking device by means of which the rotational movement may be locked. Furthermore, the sixth seat position module 10f may be designed such that the rotational movement is performed only by the muscular strength of the occupant. Alternatively, the sixth seat position module 10f may be designed such that the rotational movement is performed by an actuator. Advantageously, the sixth seat position module 10f or actuator is then directly or indirectly controlled by the first control device. The actuators may be powered electrically, hydraulically, or by other suitable alternatives. The vehicle seat 2 further comprises a backrest 31, a seat part 32, a headrest 33 and at least one armrest 34. Furthermore, a preferably folding leg rest 35 may be provided, which is pivotably arranged on the vehicle seat 2.

The vehicle seat adjusting apparatus 7 may also be arranged at least partially in the seat structure. For example, at least one multi-axis suspension/damping module 9 may be arranged in the seat structure. Furthermore, various systems may be provided for roll and/or pitch compensation. In one aspect, roll and/or pitch compensation is intended to compensate for pitch movement. Furthermore, roll or lateral tilt should be compensated. An advantageous aim in this case is to ensure that the head of the occupant moves as little as possible.

Possible systems for roll and/or pitch compensation or multi-axis suspension/damping devices are disclosed in publications DE 102018124507.6, DE 102019111188.9, DE 102015118442.7, DE 102018124512.2, DE 102018112036.2, DE 102017128410.9, EP 2463146 a2, DE 7731339U 1, DE 102017128809 a1, DE 102015121764.3 and DE 102015121765.1, the contents of which are intended to be all part of the present disclosure.

An important factor in this case is that the at least one suspension and/or damping module 9 is designed to be as small as possible, since the installation space in the vehicle 100 is small. This installation space is further limited by the advantageous displacement means with respect to the displacement of the seats and other advantageous seat position modules 10, 10a to 10g inside the vehicle. Fig. 9 to 11 show possible advantageous configurations of the suspension and/or damping module 9.

Fig. 5a and 5b show a possible advantageous suspension and/or damping module 9. In this case, a lower part 36 and an upper part 37 are provided, which is spring-mounted relative to the lower part 36 by means of at least one damping device 38. The upper portion 37 is suspended on the lower portion 36 such that, when oscillation occurs between the upper portion 37 and the lower portion 36, the upper portion 37 can pivot about an imaginary axis or a real axis disposed below the upper portion 37 and extend in the vehicle width direction or the vehicle longitudinal direction. The lower part 36 and the upper part 37 are connected to each other by at least a first and a second pivot mounting. The first and second pivot mounts each comprise at least one lever arm 39 having a first end attached to the lower portion 36 by a first pivot and a second end attached to the upper portion 37 by a second pivot, the second end being above the first end. The second pivot of the second pivot mount may be displaced within a cam track attached to the lower portion 36. The pivoting movement of the pivotable upper part 37 can be acted upon for damping oscillations by means of a damping device 38 with a damping force counteracting the pivoting movement, wherein the damping device 38 is connected on the one hand to the lever arm 39 and on the other hand to at least one of the lower parts 36. A vehicle seat with such a device is disclosed in EP 2463146 a2 (the contents of which are all within the invention).

Fig. 6a, 6b, 6c and 6d show another possible embodiment of a suspension and/or damping module 9 that may be advantageous. A lower part 36 and an upper part 37 are also provided, which is spring-mounted relative to the lower part 36 by means of at least one damping device 38. The upper portion 37 is suspended from the lower portion 36. The at least one first pivot mount comprises at least one first lever 39 which is attached at a first end to the lower part by a first pivot and at a second end to the upper part by a second pivot, the second end being located below the first end when viewed in vertical direction. Furthermore, at least the position of the first end of the lever 39 can be changed by the adjustment means. Furthermore, a damping device 38 is provided, by means of which the pivoting movement is counteracted. Fig. 6b shows a basic arrangement of a first lever and a second lever, which are oriented parallel to each other and extend along the height axis Z. The first and second ends of the lever 39 form a parallelogram; when the upper portion 37 pivots relative to the lower portion 36, the upper portion 37 and the lower portion 36 remain parallel to each other. This position is particularly preferred for isolating translations. In the embodiment according to fig. 6c, the second end of the lever 39 is moved further inwards. When the upper portion 37 pivots relative to the lower portion 36, the upper portion 37 is no longer parallel to the lower portion 36. The suspension describes in particular the rotation of the upper part 37 around an imaginary axis arranged below the upper part 37. This position is particularly preferred for isolating roll and pitch movements. In the embodiment according to fig. 6d, the second end of the lever 39 is moved further outwards. When the upper portion 37 pivots relative to the lower portion 36, the upper portion 37 is no longer parallel to the lower portion 36. The suspension describes in particular the rotation of the upper part 37 around an imaginary axis arranged above the upper part 37. This position is particularly preferred for isolating tilt and roll and pitch movements. Patent applications DE 102015121764.3, DE 102015121765.1 disclose vehicle seats with such a device, the contents of which all belong to the invention.

Fig. 7a and 7b show another possible suspension and/or damping module 9, wherein fig. 7a shows a top view in a non-deflected operating state and fig. 7b shows a corresponding front view. The suspension and/or damping module 9 comprises a spring for damping the pivoting movementA spring device and a first damping device 38 for damping a pivoting movement of an upper part 37 of the vehicle seat 2 relative to a lower part 36 of the vehicle seat 2 about a pivot axis arranged to extend in the vehicle seat longitudinal direction or the vehicle seat width direction, and a second damping device 38 for damping a translational movement of the vehicle seat 2. The spring device has a first spring bar 41 which is elastically deformable in the transverse direction and extends in the longitudinal direction or vehicle seat width, and a connecting portion which can pivot about a pivot 40 and which connects the first spring bar and the pivot to deform the first spring bar 39 when the upper part 37 pivots. The first damping means 38 comprises a first damper having a first end and a second end, the first end being pivotally connected to the lower part 36 by a first pivot and the second end being pivotally connected to a first lever element 39 by a fifth pivot. In this case, the first lever element 39 is pivotably connected to the lower part 36 by means of a second pivot. Furthermore, a second lever element 39a is provided which is pivotably connected to the first lever element 39 by a third pivot and to the upper part 37 by a fourth pivot. The second damping device has a second damper arranged perpendicular to the first spring bar in the vehicle seat width direction or the vehicle seat longitudinal direction. Patent application DE102018112036.2 discloses a vehicle seat with such a device, the contents of which are all within the present invention.

Head movements due to vehicle vibrations, cornering, braking, acceleration etc. are minimized by the suspension and/or damping module 9. Thus, motion sickness can be counteracted by reducing the head power by means of the spring-loaded vehicle seat 2. The multi-axis suspension and/or damping module 9 intercepts most of the high frequency oscillations and dampens very low frequencies with high amplitudes. This type of multi-axis suspension and/or damping module 9 damps and/or damps vertical and/or horizontal vibrations. This type of suspension and/or damping module 9 is advantageously actively or semi-actively controlled. Lateral forces during cornering or lane changes are counteracted by horizontal suspensions and/or damping devices. In this case, the head of the occupant should remain as still as possible, while the sagittal body plane is allowed to tilt by a few degrees. Even persons without motion sickness will benefit from this type of vehicle seat 2 because their body is isolated from the movement of the vehicle. This significantly improves comfort. Effective isolation from vehicle movement makes it easier to perform activities such as reading or working in front of a computer during a trip.

The system 1 may comprise a seating arrangement 16 which ensures a substantially complete spatial perception of the vehicle interior 3. The seat arrangement 16 comprises at least one vehicle seat 2. Furthermore, the seat arrangement 16 comprises an arrangement of at least one vehicle seat 2 in a corner region of the vehicle interior 3, wherein the at least one vehicle seat 2 faces the vehicle interior 3. Factors that prevent or can reduce carsickness on the one hand are the spatial perception of the vehicle interior 3 and the possibility of free movement of the vehicle interior. Thus, a seat arrangement 16 is proposed which ensures a complete spatial perception of the vehicle interior 3. Furthermore, the seat arrangement 16 may be varied so as to allow a certain degree of freedom of movement of the occupant without having to ignore safety aspects.

Fig. 12 and 13 show a conventional seat arrangement in a vehicle 100, which seat arrangement comprises two rows of

vehicle seats

2a, 2b arranged adjacent to each other. This arrangement is desirable in conventional vehicles 100 because the driver must control the vehicle 100 at this point (autonomic level 0). At higher levels of autonomy, in particular at level 5 of autonomy, deviations from this seat arrangement are possible. A seat arrangement different from the conventional seat arrangement is useful for suppressing the symptoms of motion sickness. The vehicle interior 3 is generally a rectangular cuboid space. In this case, it is desirable to arrange the

corresponding seats

2a, 2b in the corner regions of the vehicle interior 3. In this case, at least one vehicle front seat 2a and at least one vehicle rear seat 2b are provided. The

seats

2a, 2b continue to face inwardly. This is illustrated in fig. 14 to 16, 8 to 22 and 24. This ensures a complete spatial perception of the vehicle interior. This seating arrangement 16 supports the cognitive abilities of the occupant to achieve the best perception of the interior. Spatial perception is defined as the ability to perceive a spatial relationship related to the orientation of the occupant's body, although the information can be distracting. This is an important factor in improving space enjoyment and combating motion sickness. In contrast to conventional seating arrangements (fig. 12 and 13), in which occupants of the first row can only partially perceive the interior 3 due to forward view, while occupants of the second row have only limited view of the interior because the front row seats block their view, the seating arrangement 16 (fig. 14 to 16 and 18 to 22) in the corner region of the vehicle interior 3 gives the occupants the cognitive ability to visually perceive the interior space and the intermediate open space defined by the geometric boundaries of the vehicle seat. This is an important factor in improving space enjoyment and combating motion sickness. The seat arrangement in which the occupants are seated diagonally to each other is advantageous in suppressing the symptoms of motion sickness.

In this case, a seat arrangement comprising only two

seats

2a, 2b may be envisaged. This can be seen, for example, in fig. 14, 15, 20 to 22 and 24. Fig. 18 and 19 show an arrangement with in each case three

seats

2a, 2b, in fig. 18 a front seat 2a being arranged in the front region of the vehicle interior and two rear seats 2b being arranged in the rear region. In each of fig. 20 to 22 two

seats

2a, 2b are provided, in each case a front seat 2a and a rear seat 2 b. Of course, embodiments provided with four or

more seats

2a, 2b are also envisaged.

In order to allow a substantially free movement, the at least one vehicle seat 2 is arranged on a body floor 101 of the vehicle 100 by means of a displacement device 15. Such displacement means 15 may be a rail system 15a, for example, as shown in fig. 8 and 9. The rail system 15a advantageously extends from a corresponding corner region of the vehicle interior towards the center of the vehicle interior. Thus, the angle α may be enclosed by the rail system 6 and the side walls of the vehicle interior. The angle α is preferably in the range between 15 ° and 75 °, more preferably between 25 ° and 65 °, more preferably between 40 ° and 45 °. Due to the guidance in the rail system 15a, on the one hand a certain freedom of movement is ensured, and on the other hand the

seats

2a, 2b are also sufficiently firmly connected to the vehicle body floor 101. As can be seen in fig. 8 to 10, the

respective seat

2a, 2b comprises a carrier element 30 connected to the rail system 15 a.

Fig. 10 shows a possible embodiment of a sixth seat position module 10f in the form of a rotary device driven by a toothed gear. In this case, it should be emphasized that not only the front seat 2a has the described shifting or rotating options. Also, the rear seat 2b may be configured to be displaceable and rotatable.

The

seats

2a, 2b should give the user an optimal comfort impression. Thus, the

seats

2a, 2b can be tilted by the second seat position module (10 b). The seats 2, 3 comprise a seat frame 41 comprising a seat portion 32 and a backrest 31 having a lumbar spine portion 31a, a shoulder portion 31b and a head portion 33. In this case, it is advantageous if the lumbar vertebra portion 31a, the shoulder portion 31b and the head portion 33 can be displaced or twisted in the lateral direction. For this purpose, these

elements

31a, 31b, 33 may be partially elastic or may be provided with corresponding joints on the central structure. This arrangement is advantageous in that, when the occupant rotates, the lumbar vertebrae portion 31a, the shoulder portions 31b and the head portion 33 move following the rotation and continue to support the occupant. Of course, the head portion 33 may also be adjustable along the height axis Z and the width axis. As can also be seen in fig. 11a and 11b, the shoulder portion 31b has a portion 31c which may extend along the width axis Y. This can be done, for example, by a guidance system. Thereby effectively supporting the rotational movement of the occupant. The

seats

2a, 2b may also have other relaxation-promoting functionalities, such as massage functions.

The seating arrangement 16 may also include a service element 42. Fig. 14, 16, 17, 18 to 22 and 24 show such a service element 42. The service element 42 may be used as a shelf or a table. The service element 42 is advantageously arranged on the body floor 101 such that it can be moved via the guide system 43. The guide system 43 may be designed similarly to the rail system 15a of the

seats

2a, 2 b. One possible configuration is therefore a rail system 15a, as shown in fig. 8. For example, in use, the service element 42 may be moved to the center of the vehicle interior 3, as shown in fig. 14 and 22. When not in use, the service element 42 may be moved to the storage area 44. Fig. 18 to 22 show various possible arrangements of the service elements 42 in the storage area 44 and the corresponding arrangement of the guide system 43. Thus, the storage area 44 of the service element 42 may be disposed on the front right side of the vehicle 100. This typically corresponds to one side of the passenger seat. The storage area 44 of the service element 42 may also be arranged on the rear left side of the vehicle 100. The storage area 44 is thus arranged behind the driver's seat. These figures relate to vehicles intended for so-called right-hand traffic. For vehicles intended for so-called left-hand traffic, the described sides must be reversed. As shown in fig. 6, 19, 20 and 21, the service element 42 may comprise a height extendable table portion. The table portion 45 can be extended or retracted by an actuator (electrically, hydraulically, etc.) along the double arrow 12 in fig. 6. The table portion 45 also comprises two

side areas

45a, 45b which are laterally movable towards the

respective seats

2a, 2 b. This is indicated by the double arrow 45c in fig. 17. In this case, the

side regions

45a, 45b can be moved laterally by means of a rail system. The service center 42 also includes a bearing portion 45d for electronic devices such as smartphones. The bearing portion 45d may be designed such that a charging function, preferably a wireless charging function, is provided for the electronic device. Further, for example, in the case of a taxi, a storage area may be provided in which a supplier can provide a specific gift.

The at least one suspension/damping module 9 advantageously comprises an energy recovery device 17, by means of which kinetic energy from the multi-axis oscillation of the vehicle seat 2 can be converted at least partially into electrical energy. This electrical energy can be fed into the on-board system. Due to the possibility of individual adjustment of the suspension/damping module 9, the occupants can determine by themselves how much they want to cushion in order to counteract the motion sickness. If the adjustment is chosen in this case such that the potential buffering option is not fully used, the resulting residual energy can be recovered by the energy recovery device 17.

The system 1 comprises an interface device 18 in signal connection with the first control means 5. The at least one set point/limit value or set point/limit value range may be input and/or modified by the interface device 18. The modification parameters, i.e. the degree of modification of the comfort parameters (stronger or weaker modification of the comfort parameters), may likewise be input and/or modified via the interface device 18. Furthermore, the control of the at least one comfort device 6 may preferably be specified by means of the interface device 18. The occupant may specify which comfort devices 6 are activated at a particular location inside the vehicle, i.e., which type of comfort device 6 or also which comfort devices are activated. The suppression of symptoms of motion sickness varies from person to person. Depending on the personal perception, changes in a particular comfort parameter are more effective for one occupant than for another. The occupant may select which comfort parameters to modify and the degree of modification via the interface device. Thus, the occupant may select any combination of comfort parameters that are favorable or effective for them and determine the degree of modification. Of course, the at least one comfort parameter may be set manually via the interface device 18. Thus, the occupant can manually adjust the comfort parameters at any time. For this purpose, the input/output device 19 is in signal connection with the interface apparatus. The connection may be a wireless connection or a wired connection. For example, the input/output device 19 may be a control panel, a touch screen, or the like. It is contemplated that the input/output device 19 is a smartphone, tablet computer, or laptop computer. The wireless connection may be an RFID connection, an NFC connection, a WLAN connection, a cellular connection or the like. With such an input/output device 19, the occupant can easily make adjustments.

Furthermore, it is advantageous if the modification of the comfort parameters is based on predetermined profile data of the occupant. The profile data is tailored to the occupant and advantageously includes the occupant's preferences with respect to their personal comfort experience. The profile data may thus comprise preferred set points/limit values or set point/limit value ranges and/or modification parameters and/or preferred control of a particular comfort device 6 and/or preferred modifications of comfort parameters. The profile data or profile may be activated by the occupant. Thus, the first control means 5 may obtain an adjustment regarding the comfort parameter. Thus, the occupant is no longer required to make any further adjustments or inputs. The profile data may be stored in the storage means 8. It is also contemplated that the profile data is stored in an input/output device 19 (e.g., a smartphone). These profile data may then be automatically invoked by the interface device 18. When using different vehicles, the corresponding adjustment can be automatically transmitted to the corresponding first control device 5. It is also contemplated that the occupant can select a particular normalization mode that includes a corresponding pre-adjustment.

The sensor device 4 comprises at least one external sensor device 20 which detects a parameter of the environment relative to the vehicle. Furthermore, the sensor device 4 may comprise at least one interior sensor arrangement 21 which detects a parameter of the vehicle interior 3. The sensor apparatus 4 may include at least one interior sensor device 22 that detects the position and/or orientation of an occupant within the vehicle interior 3. This type of external sensor device 20 may be, for example, a speed sensor device, an acceleration sensor device, a yaw rate sensor device, a sensor device for detecting a road state, a sensor device for detecting an ambient light condition, a sensor device for detecting an ambient temperature. Such an external sensor device 20 may be a navigation device, and the navigation device can detect a speed, a road state, a curved road section, and the like. Yaw rate sensor means may be provided for detecting roll, pitch and yaw movements of the vehicle. Preferably, at least one sensor device may be provided, which detects repeated movements of the vehicle in the vertical and/or horizontal direction. For this purpose, for example, corresponding acceleration sensor devices or position sensor devices can be provided for specific components of the vehicle. Such vertical and/or horizontal movement of the vehicle may be caused by uneven ground and may be the cause of car sickness. Excessive cornering can also lead to motion sickness. Thus, sensor means for determining a turn, for example corresponding acceleration sensor means, may be provided. The external sensor device may also be adapted to detect visual characteristics of the surrounding environment. In particular, in this case, the rate of change of the environment is of critical importance. For this purpose, a corresponding image analysis can be provided, by means of which a value can be determined with respect to the rate of change of the environment. Furthermore, a sensor device may be provided which visually detects a curve in the road, i.e. which is about to occur. The internal sensor means 21 may detect parameters including, for example, temperature, humidity and lighting conditions of the interior. Furthermore, at least one interior sensor device may be provided, which detects the position and/or orientation of the occupant or of the head of the occupant in the vehicle interior. Of course, other sensors are also conceivable, by means of which other parameters causing motion sickness can be determined.

One factor that may prevent or reduce motion sickness is the illumination of the vehicle interior 3. Thus, the at least one comfort device 6 is designed as a lighting device 24, wherein the modifiable comfort parameters comprise lighting parameters. Thus, in case the sensor parameter deviates from at least one set point/limit value or set point/limit value range, the lighting setting may be automatically adjusted. Individual adjustment of the vehicle interior lighting for individual occupants may also contribute correspondingly to comfort.

In this case, the lighting device 24 may comprise different lighting elements 46 in the vehicle interior 3. This is illustrated in figures 12 to 16 and 24. First, at least one ceiling illuminating element 46a may be provided. A plurality of ceiling lighting elements 46a are advantageously provided. Furthermore, at least one/more floor lighting element(s) 46c may be provided. Also, at least one/more lateral lighting element(s) 46b may be provided. It is also conceivable to provide at least one lighting element 46 in or on a center console of the vehicle and/or at least one lighting element 46 in or on a door of the vehicle and/or at least one lighting element 46 in or on an upper region of a door of the vehicle and/or at least one lighting element 46 in or on a lower region (e.g. a side compartment) of a door of the vehicle and/or at least one lighting element 46 in or on an instrument panel of the vehicle. It is also conceivable to provide at least one lighting element 46, for example a door handle element, on the handle element. Likewise, the at least one lighting element 46 may be arranged in or on a display device in the front region of the vehicle. Each

vehicle seat

2, 2a, 2b in the vehicle interior 3 is assigned a specific individual lighting element group, which at least comprises lighting elements. The lighting elements comprised in a single lighting element group can advantageously be arranged in the immediate vicinity of the corresponding vehicle seat. It is conceivable that specific lighting elements 46 associated with different groups of lighting devices are combined in a superordinate device. For example, a plurality of ceiling lighting elements 46a may be combined in a superordinate ceiling installation. It is also contemplated that a particular lighting element 46 is associated with multiple groups of lighting elements. The lighting elements 46 may advantageously be modified for different lighting parameters. Exemplary lighting parameters are illuminance, color, brightness or luminosity of the light or targeted control of a particular lighting element 46, or location of the lighting. At least two illumination parameters are advantageously modified in combination. At least three illumination parameters are advantageously modified in combination. The illumination element 46 is advantageously designed as an RGB element, preferably as an LED RGB element. This type of element allows adjustment over a wide range of colors. Of course, other suitable lighting elements are also contemplated.

The lighting element 46 can be arranged in the vehicle 1 such that there can be a separate lighting design in the immediate vicinity of the vehicle seats 2, 2a, 2 b. In this way, the lighting can be individually tailored for the occupant. The adjustment of the color of the light may also correspond to an adjustment of a so-called light-warmth. The lighting device 24 may also be modified to indicate movement or speed in advance and may be used for mood-related ambient lighting. The lighting element 46 in the form of a colored light band may also indicate a change in movement (deceleration/acceleration). Furthermore, the colored space illumination in the vehicle interior 3 may positively affect the mental state of the occupant. The color scheme of the interior 3 also determines the atmosphere of the vehicle interior. To this end, the internal color scheme may be designed to give a security impression and to attract attention to the important elements using color-coordinated light and dark colors. Tactile properties support the functionality of the elements, soft body support areas, smooth linings and robust storage devices. If the carsickness symptom occurs, the color of the light can be modified into a warmer range, so that the carsickness symptom has a relaxing effect. The illumination may also be modified to a specific predetermined color that has a positive effect on the corresponding person.

The at least one lateral illumination element 46b can be designed in the form of a strip or illumination strip and can be arranged on or in at least one

side wall

102a, 102b delimiting the vehicle interior 3. The lateral illumination elements 46b may be arranged on the side wall 102a extending in the vehicle longitudinal direction. At least one door and at least one side window 103 are typically provided in the side wall. In this case, it is advantageous if at least one lateral lighting element, preferably in the form of a strip, is arranged in the region directly below or close to below the at least one side window 103. Furthermore, at least one lateral illumination element 46b may be arranged on the side wall 102b, which illumination element extends in the width direction of the vehicle 100. These side walls 102b are also referred to as front or rear regions of the vehicle interior 3. Typically, at least one windshield 104a or at least one rear window 104b is disposed in the sidewall 102 b. In this case, it is advantageous if at least one, preferably strip-shaped, lateral lighting element is arranged in a region directly below or close to below the at least one windshield 104a and/or the at least one rear window 104 b. Advantageously, the at least one lateral lighting element 46b extends over the entire lateral periphery of the vehicle interior 3. In this case, it may be advantageous to individually control certain portions of the at least one lateral illumination element 46b in order to allow individual adjustment of occupants in the corresponding portions. The artificial horizon 47 can be generated by a continuous illumination of such lateral illumination elements 46b, preferably in the form of illumination strips, in order to resolve conflicts regarding perception in the sense organs and counteract motion sickness. Of course, other differently shaped lateral illumination elements 46b may also be provided in the lateral regions.

Due to the large freedom of movement of the occupant, it is advantageous to activate the lighting device depending on the position and/or orientation of the occupant and/or the position and/or orientation of the head of the occupant. For this purpose, a corresponding internal sensor device 22 is provided, which detects the position and/or orientation of the occupant and/or the position and/or orientation of the occupant's head. The first control device 5 then modifies at least one lighting parameter on the basis of sensor data of an internal sensor device 22, which detects the position and/or orientation of the occupant and/or of the head of the occupant inside the vehicle. Thus, the individual illumination of the occupant may be effectively adjusted for movement of the occupant within the vehicle interior.

Furthermore, at least one projection device 58 can be provided which projects the information data onto at least one projection surface, wherein a plurality of projection surfaces are provided, wherein the at least one projection device is controlled by the first control device as a function of the position and/or orientation of the occupant and/or of the head of the occupant, such that the projection takes place on the projection surface which is most easily visible to the occupant.

Furthermore, at least one display device 46d may be provided for displaying information data. This type of information data may be status data of the vehicle such as speed, time, arrival time, engine parameters, navigation information and any other information data. Depending on the position and/or orientation of the occupant and/or depending on the position and/or orientation of the head of the occupant, information data most easily visible to the occupant is displayed on the display device. For this purpose, the first control device detects the data of the corresponding internal sensor device 22 and calculates which display device is most easily seen by the occupant on the basis of the orientation and/or position of the occupant or the orientation and/or position of the head of the occupant. The display device may be a display device or simply a projection surface onto which at least one projection device 58 projects information data for viewing. Thus, a plurality of projection surfaces are provided which are most easily visible to the occupant. Preferably, the control is limited to only the driver/monitoring personnel of the vehicle. In a conventional orientation viewed through the windshield, the first projection surface or first display device is arranged in the region below the windshield, in which region a common instrument panel display is also to be expected. If the occupant is rotated away from this position/orientation, the information data may be displayed on a nearby display/projection surface. Preferably, the at least one display element or the at least one projection device can also be modified with regard to the illumination parameters. Thus, the display device may also be modified in terms of illumination parameters (light intensity, color of light, etc.).

Another factor that may prevent or reduce motion sickness is air conditioning in the vehicle. Individual adjustment of the air conditioner to individual occupants may also contribute to comfort. Thus, the at least one comfort device 6 is embodied as an air conditioning device 23, wherein the modifiable comfort parameters comprise air conditioning parameters. The air conditioning of the vehicle 100 is implemented, for example, by an airflow entering the vehicle 100. Thus, the air conditioning parameters include various air flow parameters. Such type of air flow parameters may be, for example, the amount of air introduced, the direction of the air flow, the temperature and the relative humidity of the air introduced. Such air conditioners can be individually customized for the occupant by the first control device 5. The airflow enters the vehicle through the air intake device 48. The air intake devices 48 may be flat and have a large number of openings through which the air flow may pass. The air intake device 48 is located in a front region of the vehicle. It is also conceivable to provide the intake device 48 in a side region of the vehicle. Cumulatively or alternatively, the air inlet device 48 is arranged in a roof region and/or a floor region of the vehicle 100. Fig. 12 to 16 show some conceivable vehicle seat arrangements. In this case, the air intake device 48 is indicated only schematically. It is conceivable, for example, for most or the entire ceiling region to be equipped with one or more air intake devices 48. In this case, it is advantageous if air conditioning can be performed individually for each occupant. In this case, the individual air flows can be directed into the region of the

seats

2, 2a, 2 b.

The at least one comfort device 6 may be designed as a scent generation device 26, wherein the modifiable comfort parameters comprise scent parameters. To inhibit motion sickness, a targeted release of specific smells and/or aromas may also preferably be advantageous. For example, this type of odor may have a sedative effect or suppress possible nausea. In this case, the scents and/or aromas may be introduced into the separate air stream by the scent generation apparatus 26. Alternatively or cumulatively, the odour generating device 26 for releasing odours and/or fragrance may release corresponding odours or fragrances other than the individual air flows into the vehicle interior 3. In this case, it may be advantageous if the released smell and/or aroma is combined with other countermeasures to suppress carsickness. Thus, a reduction in the temperature of the air stream intended to ensure a fresh impression will also be emphasized by a corresponding smell or a corresponding aroma, which also has a refreshing effect.

An important factor related to motion sickness is the atmosphere inside the vehicle. To this end, the internal color scheme may be designed to give a security impression and to attract attention to the important elements using color-coordinated light and dark colors. Tactile properties support the functionality of the elements, soft body support areas, smooth linings and robust storage devices. In order to improve the atmosphere in the vehicle, at least one fog display or one fog display device 28, also referred to as a "fog curtain", may also be arranged in the vehicle interior. Such a fog display 28 delivers an aerosol, i.e. a mixture (dispersion) of solid or liquid particles in a gas, e.g. air, to a designated location of the vehicle interior 3. Such a fog display 28 may create a particularly pleasant atmosphere in the vehicle 100. It has the further advantage of being non-brittle. Furthermore, the space occupied by the fog display 28 can be used for other purposes simply by turning off the fog display 28.

The fog display 28 may be disposed in a rear region of the vehicle 100, as shown in fig. 14 and 24. However, it is of course also conceivable to arrange the fog display 28 in other positions in the vehicle interior 3. For example, it may be arranged in the middle of the vehicle interior 3 or in a front region of the vehicle interior 3. Further, it is conceivable to provide a plurality of fog displays 28 in the vehicle interior 3. The fog display 28 may be implemented in different ways. Aerosols, i.e. mixtures (dispersions) of liquid or liquid particles in a gas (e.g. air) or misted media, are used in order to produce a preferably translucent projection surface. An image may then be generated on the surface by at least one projection device. Such projection may produce a two-dimensional or three-dimensional image. The projection device may be a laser projection device or other optical projection device. Such a mist medium consists of particles preferably having a size of several tens to several hundreds of micrometers. For example, the particles may be water particles. Other suitable particles are of course also conceivable. The use of dry ice (CO2) is also contemplated. According to a preferred embodiment, the particles are preferably injected into a laminar air flow extending along the projection surface. Fig. 23a, 23b and 23c show possible configurations of the fog display 28. In the embodiment according to fig. 23a, the air flow generator 49 generates a corresponding air flow 50. This is brought into the desired projection space 52 by means of a distribution device 51 with a corresponding exit opening. The injection device 53 injects a corresponding aerosol 54 or a corresponding particle 54 into the airflow 50. Below the dispensing device 51, a suction device 55 is provided, which advantageously comprises a recovery device by means of which the particles can be recovered again and can be sent back to the spraying apparatus. In this case, the distribution device 51 may be designed such that the width of the air flow 56 is variable. A relatively small width may result in a higher particle density and thus a sharp image may be produced by the projection device. If the width is increased, a color or light effect may be produced which has a positive effect on the ambience of the vehicle interior 3. For this purpose, it can also be provided that the air flow is not laminar, but comprises air vortices. For example, the outlet apertures may be controlled such that they are oriented obliquely. A helical air flow may also be provided. The generation and suction power of the air flow may be tailored such that no particles or only a few particles emerge from the projection surface 52. However, the generation and suction power of the airflow may also be tailored to cause particles (e.g., water particles) to enter the vehicle interior. As a result, the air quality of the vehicle interior 3 can be positively influenced. It is also envisaged that a particular scent or fragrance is mixed into the airflow by the spraying device 53 and is therefore used as the scent generating device 26.

In the embodiment of fig. 23b, the distribution device 51 is designed to generate two disk-shaped air flows by the air flow generator 3, so-called air hoods 57. The gas hood 57 extends along the entire height and the entire depth of the projection space 52. However, they are spaced apart from each other along the width of the projection space 52 so that an intermediate space is created. Aerosol or particles 54 are introduced into the intermediate space. In this case, the intermediate space has an advantageous width in the range between 10mm and 300 mm. As a result, a very high particle density can be generated in the intermediate space, as a result of which a sharp image can be generated by the projection device. In the embodiment according to fig. 23c, no suction device is used. The particles are discharged upwards by the distribution device 51. An air hood 57 is preferably also provided here, which surrounds the aerosol 54. It is also contemplated that the fog display 28 is designed such that it may be used as a tangible user interface. For this purpose, for example, objects that can be moved by the user can be introduced into the air flow. The corresponding movement may then be interpreted as a corresponding input. Alternatively or cumulatively, a gesture recognition device may be provided in the fog display device 28. A corresponding input may then be made by a gesture. The distribution device 51 and/or the suction device 55 may also be arranged in the vehicle via a roll compensation device and/or a vibration compensation device. This type of device can be used to compensate for external influences, such as vibrations or swaying caused by turning, and can prevent any disturbance to the airflow 50. Suspension and/or damping systems or gyroscope devices are conceivable for this purpose.

The fog display device 28 may be used as a display, for example to show an image or a movie. For example, vehicle data, navigation data, or other information may also be displayed. The fog display device 28 may also be used to create an atmosphere, for example by introducing a particular smell or aroma into the vehicle interior 3 or by a particular light/color effect that may produce a calming effect on the occupants.

The system 1 may also include an entertainment device 27. Such entertainment devices may be provided with games, movies, etc. The entertainment device 27 may be connected to a display, for example to a fog display device 28. It may be preferred to modify at least one comfort parameter based on a signal from the entertainment device 27. Thus, interactive play may be performed, such as controlling one or more seat position modules 10 to improve the play experience.

Advantageously controlling a combination of comfort devices 6 or modifying a combination of comfort parameters. Thus, the comfort experience of the occupant is maximized. In addition, symptoms of motion sickness can be prevented or reduced. This combination represents an effective and unique strategy to reduce motion sickness so that automated trips can be experienced without nausea. Occupants may specify individual weights for possible combinations depending on their preferences. Such adjustments may be stored in the personal user profile already described.

Fig. 3 shows an overview diagram describing the present system. Physical interactions are represented by solid lines and information transfer by dashed lines. Certain disturbances may be caused by occurring conditions, such as road conditions, driving-related conditions or weather-related conditions. These disturbances affect the vehicle 100 or certain conditions in or on the vehicle 100. These disturbances affect the vehicle interior, i.e., the occupants. These disturbances are detected by at least one sensor device 4. Also, at least one sensor device 4 detects a condition of the vehicle interior 3. Due to the sensor parameters, at least one comfort device 6, for example a vehicle seat adjusting device 7, an air conditioning device 23, a lighting device 24, a sound device 25, is controlled and the corresponding comfort parameter is modified by the first control device. The corresponding occupant can make a (pre-) adjustment via the interface device. The preferred comfort adjustment may be made by input from the driver/passenger (interface device). The occupant may also select a particular comfort mode (e.g., standard, memory, preferred, dynamic, neutral).

Furthermore, the first control means takes into account all disturbances from the cab, the body frame, the chassis, the upcoming road geometry and/or weather conditions and all driver/passenger-induced events that affect the speed of travel, acceleration and braking of the vehicle. Not only disturbances, but also data from sensors detecting road conditions, vehicle angular velocity and acceleration, head position of all occupants at all times, thermal data inside the cabin and artificial horizon are collected and processed in parallel with the above mentioned human and disturbance inputs. All these inputs result in a comprehensive algorithm that controls visual/tactile/haptic and auditory signaling actions, events that affect driver and passenger perception and thus health and comfort. For example, the ambient lighting 24 in combination with the LED light bars 24 may make the artificial horizon 47 permanently independent of the movement of the vehicle body. The same method can be applied to the air outlet 48 that follows the head position and changes the direction of the air depending on the disturbance. The main objective of the suspension unit 7 is to reduce the low frequency oscillations imparted to the driver by the vehicle movements, thus preventing mismatch between the vision sensor and the vestibular body sensor, which has been defined as one of the main causes/effects of motion sickness. Additionally, the algorithm can be programmed so that the driver/passenger can play an interactive game and experience similar game effects in a dynamic sitting position. In addition, the control algorithm may control the multi-axis suspension such that the weight and inertia of the occupant are converted into regenerative energy at the suspension level below the

seats

2, 2a, 2 b.

The applicant reserves the right to claim all the features disclosed in the application documents as essential conditions of the invention, provided that these are more novel than the prior art, alone or in combination. It is further noted that features which may be advantageous per se are also described in the individual figures. One skilled in the art will immediately recognize that a particular feature depicted in one drawing may also be advantageous without the need to employ other features from that drawing. Furthermore, those skilled in the art will recognize that advantages may also be derived from a combination of features illustrated in separate or different figures.

List of reference numerals

1 System

2 vehicle seat

2a at least one vehicle front seat

2b at least one rear seat of a vehicle

3 vehicle interior

4 sensor device

5 control device

6 comfort device

7 vehicle seat adjusting apparatus

8 storage device

9 first and/or second suspension/damping module

10 seat position module

10a first seat position module

10b second seat position module

10c third seat position Module

10d fourth seat position Module

10e fifth seat position module

10f sixth seat position module

10g seventh seat position module

11 second control device

15 displacement device

15a track system

16 seat arrangement

17 energy recovery device

18 interface device

19 input/output device

20 external sensor device

21 internal sensor device

22 internal sensor device

23 air-conditioning apparatus

24 Lighting device

25 Acoustic equipment

26 odor generating apparatus

27 amusement device

28 fog display device

29 seat substructure

30 cradle element

31 back support

31a lumbar vertebrae part

31b shoulder portion

32 seat part

33 headrest

34 armrest

35 leg rest board

36 lower part

37 upper part

38 damping device

39 lever element

39a second lever element

40 pivot

41 seat frame

42 service element

43 service element guidance system

44 storage area

45 workbench part

45a side area of the table part

45b side area of the table part

45c double arrow

45d bearing part

46 Lighting element

46a ceiling lighting element

46b side lighting element

46c floor lighting element

46d display device

47 Artificial horizon

48 air inlet device

49 airflow generator

50 air flow

51 dispensing device

52 projection space

53 jetting apparatus

54 particles

55 suction device

56 width of air flow

57 gas hood

58 projection device

100 vehicle

101 vehicle body floor

102a, 102b side wall of a vehicle

103 side window

104a windscreen

104b rear window

D axis of rotation

X longitudinal axis

Y width axis

Z-height axis

Claims

1. A system (1) suitable for and intended to improve the travel comfort of at least one occupant in a vehicle, in particular for suppressing motor symptoms, wherein the system (1) comprises at least one vehicle seat (2) arranged in a vehicle interior (3), wherein the system (1) comprises at least one sensor device (4) which detects at least one sensor parameter,

it is characterized in that the preparation method is characterized in that,

the system (1) comprises at least one first control device (5) by means of which at least one comfort device (6) is directly or indirectly controlled in order to modify at least one comfort parameter, wherein the comfort parameter is modified at least on the basis of the at least one sensor parameter, wherein the at least one comfort device (6) is designed as a vehicle seat adjusting device (7) of the at least one vehicle seat (2), wherein the modifiable comfort parameter comprises a suspension parameter and/or a damping parameter of the vehicle seat (2).

2. The system (1) according to claim 1,

it is characterized in that the preparation method is characterized in that,

the first control device (5) compares the at least one sensor parameter with at least one predetermined set point/limit value or set point/limit value range, wherein a modification of the at least one comfort parameter occurs when exceeding or falling below the at least one set point/limit value or set point/limit value range, wherein the at least one set point/limit value or set point/limit value range is stored in a storage device (8) in signal connection with the first control device (5).

3. The system (1) according to any one of claims 1 to 2,

it is characterized in that the preparation method is characterized in that,

the vehicle seat adjustment device (7) comprises at least one multi-axis suspension/damping module (9), actively or semi-actively controlling and/or adjusting the suspension parameters and/or the damping parameters of the vehicle seat by means of the at least one multi-axis suspension/damping module, wherein a first suspension/damping module (9) is provided, by means of which vertical deflections of the vehicle seat (2) are damped and/or suppressed, wherein a second suspension/damping module (9) is provided, by means of which horizontal deflections of the vehicle seat (2) are damped and/or suppressed, wherein said first and/or second suspension/damping module (9) and/or third suspension/damping module (9) are arranged to dampen and/or dampen rotational deflections.

4. System (1) according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the vehicle seat adjustment device (7) comprises at least one seat position module (10) by means of which comfort parameters in the form of seat position parameters are modified, wherein seat position parameters in the form of seat height are modified by means of a first seat position module (10a), wherein seat position parameters in the form of seat inclination are modified by means of a second seat position module (10b), wherein seat position parameters in the form of inclination of the backrest (13) are modified by means of a third seat position module (10c), wherein seat position parameters in the form of height of the headrest (14) are modified by means of a fourth seat position module (10D), wherein seat position parameters in the form of inclination of the headrest (14) are modified by means of a fifth seat position module (10e), wherein seat position parameters in the form of orientation with respect to the axis of rotation (D) of the vehicle seat (2) are modified by means of a sixth seat position module (10D) The module (10f) is modified.

5. The system (1) according to claim 4,

it is characterized in that the preparation method is characterized in that,

a displacement device (15) is provided, on which the at least one vehicle seat (2) is arranged for displacement, wherein a seventh seat position module (10g) is provided, by means of which seat position parameters in the form of displacement positions of the vehicle seat (2) on the guide system (15) are modified.

6. System (1) according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the system (1) comprises a seat arrangement (16) ensuring a substantially complete spatial perception of the vehicle interior (3), wherein the seat arrangement (16) comprises the at least one vehicle seat (2), wherein the seat arrangement (16) comprises an arrangement of the at least one vehicle seat (2) in a corner region of the vehicle interior (3), wherein the at least one vehicle seat (2) is turned into the vehicle interior (3).

7. System (1) according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the at least one suspension/damping module (9) comprises an energy recovery device (17) by means of which kinetic energy from the multi-axis oscillations of the vehicle seat (2) is at least partially converted into electrical energy.

8. The system (1) according to any one of claims 2 to 7,

it is characterized in that the preparation method is characterized in that,

the system (1) comprises an interface device (18) in signal connection with the first control means (5), wherein the at least one setpoint/limit value or setpoint/limit value range is entered and/or modified by means of the interface device (18), wherein modification parameters are entered and/or modified by means of the interface device (18), wherein the system (1) advantageously comprises a plurality of comfort devices (6), wherein the control of the at least one comfort device (6) is specified by means of the interface device (18), wherein at least one comfort parameter is manually adjusted by means of the interface device (18).

9. System (1) according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the modification of the comfort parameter takes place on the basis of predetermined profile data of the occupant, wherein the profile data is stored in a storage device (8), wherein the profile data is input or modified by the interface device (18).

10. The system (1) according to any one of claims 8 to 9,

it is characterized in that the preparation method is characterized in that,

the interface device (18) is connected to an input/output apparatus (19) by a wireless connection, wherein the input/output apparatus (19) is a smartphone and/or a tablet computer and/or a laptop computer, wherein the profile data is stored on the input/output apparatus (19) and retrieved automatically via the interface device (18).

11. System (1) according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the sensor device (4) comprises at least one external sensor arrangement (20) for detecting a parameter relative to the surroundings of the vehicle, wherein the sensor device (4) comprises at least one internal sensor arrangement (21) for detecting a parameter of the vehicle interior (3), wherein the sensor device (4) comprises at least one internal sensor arrangement (22) for detecting the position and/or orientation of the occupant in the vehicle interior.

12. System (1) according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

at least one comfort device (6) is designed as an air conditioning device (23), wherein the modifiable comfort parameters comprise air conditioning parameters, wherein the at least one comfort device (6) is designed as a lighting device (24), wherein the modifiable comfort parameters comprise lighting parameters, wherein the at least one comfort device (6) is designed as a sound device (25), wherein the modifiable comfort parameters comprise sound parameters, wherein the at least one comfort device (6) is designed as a scent generating device (26), wherein the modifiable comfort parameters comprise scent parameters.

13. System (1) according to any one of the preceding claims,

it is characterized in that the preparation method is characterized in that,

the system (1) comprises an entertainment apparatus (27), wherein the at least one comfort parameter is modified based on a signal from the entertainment apparatus (27), wherein the entertainment apparatus (27) comprises or is connected to at least one display, wherein at least one comfort device is a fog display apparatus (28).

14. A vehicle (100) having a system (1) according to any one of the preceding claims.