Automatic tilt compensation system within a vehicle

Abstract

System (S) for automatic tilt compensation within a vehicle (V), comprising a first assembly (10) and a second assembly (20) pivotably connected to the first assembly (10) by means of a first axis (A1), wherein the system (S) further comprises a pendulum arrangement (30) which is pivotably connected to the second assembly (20) by means of a second axis (A2) arranged above the first axis (A1) and at an upper end (31) of the pendulum arrangement (30), wherein a deflection of the pendulum arrangement (30) relative to the second assembly (20) is detectable, characterized in that the pendulum arrangement (30) comprises a pendulum element (33) which is deflectable about the second axis (A2) by means of a rotary bearing (34) providing damping.

Description

[0001] The invention relates to a system for automatic inclination compensation within a vehicle according to the preamble of claim 1.

[0002] Of particular relevance within the scope of the present invention is inclination compensation, which becomes necessary due to rotational movements that vehicles, for example commercial vehicles such as tractors, perform around their main axes when driving over uneven ground. These rotational movements are also referred to as rolling (rotation around the longitudinal axis) and pitching (rotation around the transverse axis). For example, the vehicle drives with its left front wheel over an uneven surface such as a large stone. The vehicle then experiences both a rotational movement around the longitudinal axis and a rotational movement around the transverse axis. If the vehicle is driving on a slope and parallel to it, for example, it only experiences a rotational movement around the longitudinal axis. For the duration of the slope travel, the entire vehicle is therefore deflected around the longitudinal axis.A vehicle seat that is rigidly attached to the body, for example, will also be deflected around its longitudinal axis accordingly. It goes without saying that this inclination becomes uncomfortable for the driver beyond a certain degree and / or for a certain duration.

[0003] It therefore makes sense to develop a system that enables automatic return of the deflection (for example, of the vehicle seat) to a home position. However, the current state of the art only provides systems that involve the arrangement of several sensors that detect the deflection. The signals from the sensors then activate an actuator system, which causes the relevant elements to return to their home position.

[0004] US 5 857 535 A describes a seat for a vehicle with first means for determining a deflection of the seat relative to the horizontal and with second means for returning said seat to the horizontal, the second means reacting to the first.

[0005] An assembly with a center of gravity higher than an axis of rotation around which the assembly can rotate is known to be unstable. Returning the assembly to its home position, which in this case means eliminating the deflection and thus compensating for the tilt, can only work with a restoring force.

[0006] The object of the present invention is therefore to develop a system for automatically resetting the deflection, which activates the actuator system purely mechanically.

[0007] This object is achieved according to the features of claim 1.

[0008] Accordingly, a system for automatic tilt compensation within a vehicle is proposed, comprising a first assembly and a second assembly pivotably connected to the first assembly by means of a first axis, wherein the system further comprises a pendulum arrangement which is pivotally connected to the second assembly by means of a second axis arranged above the first axis and at an upper end of the pendulum arrangement, wherein a deflection of the pendulum arrangement relative to the second assembly is detectable, wherein the pendulum arrangement comprises a pendulum element which is deflectable about the second axis by means of a pivot bearing providing damping.

[0009] The system functions with respect to deflection around the X-axis, which represents, for example, the vehicle's longitudinal axis, thus providing roll compensation. Furthermore, the system also functions with respect to deflection around the Y-axis, which represents, for example, the vehicle's transverse axis, thus providing pitch compensation.

[0010] It should be noted that the system may refer to a vehicle body as the first assembly and to the deflection of a vehicle seat as the second assembly (as described in more detail below), but the system is not limited to these. For example, an ambulance with a body (first assembly) and a stretcher or transport device for accident victims (second assembly) could also be equipped with such an automatic tilt compensation system to transport an accident victim without tilting.

[0011] The described arrangement ensures that any pivoting of the first assembly and / or the second assembly can be detected by means of the arrangement of the pendulum assembly. According to the system, a deflection of the first assembly leads to a deflection of the second assembly and, for example, initially not to a deflection or also to a deflection of the pendulum assembly. However, the suspension of the pendulum assembly at the upper end ensures that this pendulum assembly can swing freely about the second axis, so that the lower end of the pendulum assembly follows gravity and relatively quickly returns to a home position which it held, for example, before the deflection. This provides a simple way of detecting the deflection of the second assembly, whose current position deviates, for example, from the home position of the second assembly, relative to the pendulum assembly.

[0012] Since the first assembly, the second assembly, and the pendulum arrangement can each be deflected relative to one another, the present invention distinguishes between a first home position of the first assembly, a second home position of the second assembly, and a third home position of the pendulum arrangement. The home positions exist when the coordinate system of the first assembly, the second assembly, and / or the pendulum arrangement is arranged identically to the global coordinate system. The global coordinate system is a Cartesian coordinate system with the mutually perpendicular axes X (global longitudinal direction), Y (global width direction), and Z (global height direction), wherein, within the scope of the invention, the global height direction is arranged parallel to the gravity vector.

[0013] According to a preferred embodiment, it is advantageous if the first axis and the second axis lie on a common straight line, which is arranged in a vertical direction of the vehicle. Preferably, the vertical direction of the vehicle corresponds to the global vertical direction, at least in a non-deflected state of the vehicle. Within the scope of the present invention, the global vertical direction is arranged parallel to the vector of gravity. However, it should be noted that the system also functions if the first axis and the second axis do not lie on this common straight line, but, for example, have a horizontal offset.

[0014] The first assembly preferably comprises a support beam element whose longitudinal extension is arranged parallel to the global width direction in the first home position. The first assembly preferably comprises a bearing element for the first axis, which is rigidly connected to the support beam element, preferably to its upper side. The support beam element and the bearing element together preferably form an assembly having one, preferably precisely one, mirror-symmetry axis. For example, the aforementioned common straight line forms this mirror-symmetry axis.

[0015] It is advantageous if the system is not sensitive to smaller deflections and is thus designed to ignore them. Therefore, according to the invention, the pendulum arrangement comprises a pendulum element which can be deflected about the second axis by means of a pivot bearing providing damping. The degree of damping of the provided damping can be freely selected within a certain range by suitable selection of the pivot bearing. The degree of deflection of the pendulum arrangement, which can also be referred to as the amplitude, is positively correlated in this case with the duration of the deflection. For example, it is provided that only deflections lasting longer than one second are detectable by the system according to the invention.

[0016] To ensure that the pendulum element can swing back into the third home position as quickly and / or reliably as possible after it has been deflected by the deflection of the first and second assemblies, it is advantageous if a correspondingly high torque is provided to initiate this movement. Thus, for example, it is advantageous if the distance between the center of mass of the pendulum element and a lower end of the pendulum arrangement is smaller than the distance between the center of mass of the pendulum element and the upper end of the pendulum arrangement. If, for simplicity, it is assumed that the entire mass of the pendulum arrangement is concentrated in the center of mass of the pendulum element, the lever arm resulting from a rotation of the pendulum arrangement about the second axis is greater the further the center of mass is from the second axis and / or from the upper end of the pendulum arrangement.The larger the lever arm, the greater the resulting torque. The greater the torque, the faster the deflection of the pendulum assembly relative to the second assembly, the detection of this deflection, and the return of the second assembly to the second home position.

[0017] For example, the pendulum element is designed in a T-shape and / or in the shape of a hammer, which is arranged upside down at least in the third basic position. Alternatively, the pendulum element can have a substantially rectilinear shape between the first and second ends, whereby it is also advantageous here if the center of mass of the pendulum element is arranged as described above.

[0018] To detect the deflection of the second assembly in relation to the pendulum arrangement, it would be possible, for example, to attach an angle sensor. However, it is particularly provided that the system according to the invention does not require any sensors, actuators, and / or a controller for detecting the deflection. It is particularly advantageous if the system can detect only a single degree of deflection in a first direction and / or a single degree of deflection in a second direction. This configuration enables the system to be constructed simply and cost-effectively, in contrast to a system that can determine several or all degrees of deflection.

[0019] Furthermore, this single degree of deflection can be considered the limit up to which a deflection is still tolerated. Countermeasures must only be taken when the limit is reached. At the same time, a qualitative statement can be made as to whether the limit has already been reached or not; thus, whether the deflection is still greater than or equal to zero and simultaneously smaller than the limit, or whether the deflection has already reached the limit.

[0020] It is therefore conceivable, for example, for the second assembly to comprise at least one first contact element for closing an electrical circuit. It is also advantageous if the pendulum arrangement has at least one second contact element for closing the electrical circuit at a lower end. The at least one first and the at least one second contact element are preferably spaced apart from one another in the second and third basic positions and can be arranged in contact with one another by means of the deflection of the pendulum arrangement relative to the second assembly. The electrical circuit is therefore at least not closed when the second and third basic positions are present together or when the second assembly and the pendulum arrangement have an identical deflection.

[0021] For the purposes of the present invention, the first and second contact elements form a closed circuit in the contacting state, for example, so that the charge carriers of the circuit flow through both. Alternatively, it can be provided that the first contact element contacts the second contact element, wherein the first contact element is designed as a purely mechanical contact element and / or the second contact element is designed as an electrical switch, contactless switch, Hall sensor, magnetic switch, reed switch, etc. "Contacting" is to be understood as meaning that the first and second contact elements approach each other to the extent necessary to close the circuit.

[0022] It is preferred that at least two first contact elements and / or at least two second contact elements are arranged to close the circuit. Most preferably, exactly two first contact elements and / or exactly two second contact elements are arranged to close the circuit. The number of first contact elements is preferably identical to the number of second contact elements.

[0023] So, when the circuit is closed and current flows accordingly, this current flow can be detected directly. The detection of the current flow can indirectly detect that the second module has reached its deflection limit.

[0024] To form a closed circuit, power conduction elements such as power cables can be arranged within the system, extending from the first contact element via the pendulum arrangement to the second contact element. Alternatively, it can be provided that the charge carriers of the circuit are transported, at least in sections, by electrically conductive sections of the system that are not formed by cables; for example, it would be conceivable for conductive sections, starting from the contact elements, to be formed by power cables, by one or more sections of the pendulum element, and / or by one or more sections of the second assembly.

[0025] It has proven advantageous if the second assembly comprises a rocker element that is rotatably mounted about the first axis and on whose upper side the at least one first contact element is arranged. This rocker element provides a solid base for further elements of the second assembly and, at the same time, a simple way to arrange the at least one first contact element.

[0026] It is also advantageous if the second assembly comprises a first beam element arranged perpendicular to the rocker element and rigidly connected to it, with the pivot bearing for the pendulum element being arranged at an upper end of the first beam element. The beam element and the rocker element preferably jointly form the shape of the letter T, which is arranged upside down with respect to the vertical direction of the second assembly.

[0027] Preferably, at least one of the elements of the second assembly is arranged mirror-symmetrically to the common straight line and / or to another straight line. Preferably, in the first and second basic positions, the rocker element and / or the beam element are each configured mirror-symmetrically to the common straight line and / or to another straight line.

[0028] Preferably, in the first and second basic positions, the rocker element and / or the bar element are each configured to be mirror-symmetrical to the common straight line and / or to the further straight line. If exactly two first contact elements are arranged, they are preferably arranged mirror-symmetrically to one another in the first and second basic positions with respect to the common straight line and / or to the further straight line. If exactly two second contact elements are arranged, they are preferably arranged mirror-symmetrically to one another in the first and second basic positions with respect to the common straight line and / or to the further straight line.

[0029] Preferably, the pendulum element and / or the pendulum assembly is designed to be mirror-symmetrical. Preferably, at least in the third basic position, the axis associated with the mirror symmetry is the common straight line and / or the additional straight line.

[0030] Closing the circuit can therefore advantageously serve as an indirect detection of the deflection of the pendulum element. At the same time, it is preferred that at least one load element be arranged within the circuit.

[0031] It is advantageous if, at the same time as the deflection is detected, an event occurs that immediately allows for further measures to be taken to eliminate the deflection. Therefore, it is preferred that the load element be designed as an actuator system by means of which the deflection of the pendulum assembly relative to the second assembly can be traced back.

[0032] Various variants of the actuator system are described below. Preferably, all or several of these variants comprise a device for providing a resilient suspension for the vehicle seat. This device is, for example, a rotary suspension damping system that enables or cushions and / or dampens rotation about the first axis. However, the system may also operate only statically and / or not be provided with such a device.

[0033] The actuator system preferably comprises a pump, for example, an air pump, which operates in combination with a pneumatic system. The actuator system may also comprise a mechanical system that provides a motor and a gear. Furthermore, a combination of a mechanical and a pneumatic system is possible.

[0034] The terms "air spring" and "air muscle" are used below. An air muscle describes an element that has devices, such as holes, at both ends, by means of which it can be connected to other elements particularly securely, for example, via a rotary joint. An air spring, on the other hand, is connected to other elements via a simple contact structure, for example, along a support surface.

[0035] For example, the actuator system comprises at least one pneumatic element designed as an air muscle or as an air spring with a first end and a second end and an air reservoir arranged between the first and the second end, wherein an amount of air in the air reservoir of the pneumatic element is variable.

[0036] If the pneumatic element is designed as an air muscle, it is preferred that the first end of the air muscle is arranged above the second end of the air muscle and is rotatably connected to the first assembly, and that the second end of the air muscle is rotatably connected to the second assembly.

[0037] If the pneumatic element is designed as an air spring, it is preferred that the first end of the air spring is arranged above the second end of the air spring and is rotatably connected to the second assembly, and wherein the second end of the air spring is rotatably connected to the first assembly.

[0038] By varying the air volume in the air reservoir, the distance between the first and second ends of the pneumatic element can be changed. This also changes the deflection of the second assembly relative to the first assembly.

[0039] According to a first preferred variant, the second end of the at least one pneumatic element designed as an air muscle is arranged between the rocker element and the first assembly or at the same height as the rocker element. However, the first end of the air muscle is arranged above the rocker element. The air muscle is preferably arranged above the rocker element. The air muscle is preferably arranged above, most preferably completely above, the supporting beam element. According to the first preferred variant, the first assembly comprises a frame element, which is preferably rigidly connected to the supporting beam element and / or arranged above it. The first end of the air muscle is preferably rotatably connected to the frame element. According to the first preferred variant, the first end of the air muscle is preferably arranged in contact with the first assembly and the second end of the air muscle is arranged in contact with the second assembly.

[0040] According to a second preferred variant, the at least one pneumatic element is designed as an air spring, which is arranged directly between the rocker element and the first assembly. The air spring is preferably arranged below, most preferably completely below, the rocker element. The air spring is preferably arranged above, most preferably completely above, the support beam element. According to the second variant, the first and second ends of the air spring are thus preferably arranged between the rocker element and the first assembly. Furthermore, the first end of the air spring is arranged in contact with the second assembly and the second end of the air spring is arranged in contact with the first assembly.

[0041] It is preferred that the actuator system for returning the second assembly according to the first variant comprises exactly one first and exactly one second air muscle and is otherwise free of further air muscles and air springs. It is also preferred that the actuator system for returning the second assembly according to the second variant comprises exactly one first and exactly one second air spring and is otherwise free of further air muscles or air springs.

[0042] Preferably, these air muscles or air springs are arranged adjacent to one another in the first and second home positions in a global width direction and / or extend parallel to the global height direction with respect to their extent between the first and second ends. Preferably, a first air volume in the first air muscle or in the first air spring is controllable independently of a second air volume in the second air muscle or in the second air spring; the same preferably applies vice versa. The return of the second assembly to the second home position can thus be carried out much faster and more evenly with two air muscles or two air springs.

[0043] Alternatively or cumulatively, it can be provided that the actuator system comprises at least a first electric drive, by means of which the second assembly can be actively rotated about the first axis. This electric drive and / or its gear elements are preferably connected directly to the first axis. The electric drive is preferably arranged in contact with the support beam element of the first assembly. The support beam element of the first assembly preferably represents a bearing device for the electric drive. This is a third preferred variant of the actuator system. This third variant is preferably the only one of the described variants that does not comprise a suspension / damping device that resiliently mounts the entire system; instead, the angle compensation occurs purely statically.

[0044] Furthermore, it can be provided that the actuator system, according to a fourth preferred variant, comprises at least one second electric drive, by means of which the second axis can be actively rotated, wherein a second beam element, which is connected at its center to the second axis, is connected to the rocker element by means of at least two spring elements. This second electric drive and / or its gear elements are preferably connected directly to the second axis. The second assembly is therefore cushioned and / or returned to the second basic position by means of the described arrangement. For example, the second beam element is mounted so as to be pivotable directly about the second axis or is rigidly connected to it. Furthermore, it is possible for the second beam element to be arranged so as to be pivotable about a fourth axis, which preferably also lies on the common straight line.For example, the fourth axis is arranged on the second beam element; thus, the second beam element is indirectly connected to the second axis.

[0045] In practice, it has proven advantageous if the first assembly comprises a wheel system of the vehicle and the second assembly comprises a vehicle seat of the vehicle.

[0046] In one or more or all of the above-described embodiments of the system according to the invention, it is advantageous if at least one first damper unit is provided, which is connected by means of a first end to the second assembly, in particular to a third beam element, and by means of a second end also to the second assembly, in particular to the rocker element. Preferably, the third beam element is arranged to be pivotable about a third axis arranged on the first beam element. Preferably, the third axis lies on the common straight line of the first and second axes and is connected, for example, to the first beam element.

[0047] This first damper unit ensures energy dissipation in the oscillating system and thus a smooth return of the second assembly to its home position. Preferably, exactly two first damper units are arranged, which can be arranged symmetrically to each other with respect to the common straight line of the first and second axes and / or to the further straight line.

[0048] According to the invention, the pendulum assembly comprises the pivot bearing that provides damping. Furthermore, the pendulum assembly can comprise a brake, for example a silicone brake, which is preferably arranged at the upper end of the pendulum assembly. Furthermore, at least one second damper unit can be arranged, which dampens the movement of the pendulum element, and in particular its movement back to the home position.

[0049] For example, this second damper unit is arranged perpendicular to the common straight line of the first and second axes and / or perpendicular to the longitudinal direction / longitudinal axis of the pendulum element in its home position. Preferably, exactly two second damper units are arranged, which are arranged opposite each other in a mirror image with respect to the common straight line and / or to the longitudinal direction / longitudinal axis of the pendulum element in its home position.

[0050] For example, the at least one second damper unit can be in a first state, in which damping work can be performed, and in a second state, in which no damping work can be performed; this preferably applies to at least one direction of movement. For example, in a conventional monotube damper, the second state corresponds to the state in which the piston is fully retracted into the cylinder. Preferably, the at least one second damper unit is arranged in the first state with one end contacting the lower end of the pendulum arrangement.

[0051] According to a particularly preferred embodiment of the pendulum arrangement, it is designed with the silicone brake and / or two second damper units.

[0052] Further advantages, objects, and features of the present invention will be explained with reference to the accompanying drawings and the following description, in which exemplary embodiments of the system are illustrated and described. In the drawings: Fig. 1 shows an example of a system according to the invention in a deflected state; Fig. 2a schematically shows a view of a system according to the invention according to a first preferred variant in a basic position; Fig. 2b schematically shows a view of the system according to the invention according to Fig. 2a in a position according to which the first assembly is deflected; Fig. 2c schematically shows a view of the system according to the invention according to Fig. 2a in a position according to which the actuator system is activated; Fig. 2d schematically shows a view of the system according to the invention according to Fig. 2a in a position according to which the actuator system has already returned the second assembly to its home position; Fig. 2e an enlarged view of a detail of the Fig. 2c; Fig. 3a schematically shows a view of a system according to the invention according to a second preferred variant in a basic position; Fig. 3b an enlarged view of the Fig. 3a; Fig. 4a schematically shows a view of a system according to the invention according to a third preferred variant in a basic position; Fig. 4b an enlarged view of the Fig. 4a; Fig. 5a schematically shows a view of a system according to the invention according to a fourth preferred variant in a basic position; Fig. 5b an enlarged view of the Fig. 5a; Fig. 6a-6c different views of the system according to the first preferred variant in the basic position; Fig. 7a-7h different views of the system according to the fourth preferred variant in the basic position; Fig. 8a-8c different views of the system according to the fourth preferred variant in the deflected state; Fig. 9a-9d various views of preferred embodiments of the pendulum arrangement.

[0053] The present figures each describe a system S, according to which the first assembly 10 comprises a wheel system 100 of the vehicle V and the second assembly 20 comprises a vehicle seat 200 of the vehicle V.

[0054] According to the Fig. Figure 1 shows a highly simplified schematic diagram of the system S according to the invention for automatic tilt compensation within a vehicle V. It illustrates a Cartesian coordinate system with the global axes X, Y, and Z, where Z is arranged parallel to the direction of gravity. The axes X and Y span a horizontal plane, which is arranged perpendicular to the gravity vector (axis Z). It is understood that the exact orientation of the two axes X and Y can be freely selected within the framework of the described boundary conditions.

[0055] The axis X, which is perpendicular to Z and Y, is arranged in this case parallel to the longitudinal direction Vx of the vehicle V. In the context of the present invention, the height direction Vz of the vehicle V (except for the second assembly 20 and the pendulum arrangement 30) also means the height direction of the first assembly 10; the same applies analogously to the width direction Vy and the longitudinal direction Vx of the vehicle V with respect to the width direction and the longitudinal direction of the first assembly 10. Since the system S can be pivoted within itself, and in particular the first assembly 10 relative to the second assembly 20, it is expedient to select different coordinate systems for the first assembly 10 and the second assembly 20.

[0056] The ground U and thus also the first assembly 10 of the vehicle V have an inclination α with respect to the global latitude direction Y. For example, the vehicle V travels parallel to a slope and thus performs a rotational movement around the longitudinal axis Vx (rolling movement). The first assembly 10 is therefore in relation to its basic position P10 (see Fig. 2a) deflected around the axis X by the angle α.

[0057] A second assembly 20 is pivotably connected to the first assembly 10 about an axis A1. This second assembly 20 is shown here already in its state returned to the second home position P20; thus, the inclination compensation has already taken place, so that, in particular, the rocker element 21 shown of the second assembly 20 has already been aligned horizontally again, i.e., within a plane spanned by the X and Y axes of the global coordinate system. The longitudinal extent of the rocker element 21 is arranged parallel to the global width direction Y.

[0058] Overall, according to the Fig. 1 the longitudinal direction 20x of the second assembly 20 is arranged parallel to the global longitudinal direction X. Furthermore, the width direction 20y of the second assembly 20 is arranged parallel to the global width direction Y. Furthermore, the height direction 20z of the second assembly 20 is arranged parallel to the global height direction Z. Thus, the second assembly 20 is in its home position P20.

[0059] The following figures describe further details and embodiments of the system S according to the invention for automatic inclination compensation within a vehicle V, comprising the first assembly 10 and the second assembly 20 pivotally connected to the first assembly 10 by means of a first axis A1, wherein the system S further comprises a pendulum arrangement 30 which is pivotally connected to the second assembly 20 by means of a second axis A2 arranged above the first axis A1 and at an upper end 31 of the pendulum arrangement 30, wherein a deflection of the pendulum arrangement 30 relative to the second assembly 20 is detectable.

[0060] The Fig. Figures 2a to 2d illustrate a temporal sequence of events that can occur when traveling parallel to a slope.

[0061] According to the Fig. 2a, the vehicle V is initially arranged on a base U, which is parallel to the global width direction Y. Accordingly, the coordinate systems of the vehicle V, the first assembly 10, the second assembly 20, and the pendulum assembly 30 are all arranged in accordance with the global coordinate system. Thus, the first assembly 10, the second assembly 20, and the pendulum assembly 30 are each in the home position P10, P20, and P30.

[0062] According to the Fig. 2b to 2d, the vehicle V is arranged on a surface U which is arranged forming an angle β to the global latitude direction Y.

[0063] Accordingly, according to the Fig. 2b the coordinate systems of the vehicle V, the first assembly 10, the second assembly 20 and the pendulum arrangement 30 are all arranged offset by the angle β to the global coordinate system, at least with respect to their height direction Vz, 20z, 30z and their width direction Vy, 20y, 30y.

[0064] It can be assumed that the damping level of the pivot bearing 34 of the second axis A2 is so high that the pendulum assembly 30 only reacts with a delay to its deflection. Therefore, as described above, according to the Fig. 2b shows that the pendulum arrangement 30 also experiences a deflection around the longitudinal axis 30x.

[0065] According to the Fig. 2c and Fig. 2e shows that the coordinate systems of the vehicle V, the first assembly 10, and the second assembly 20 are still offset by the angle β to the global coordinate system, at least with respect to their height direction Vz, 20z and their width direction Vy, 20y. However, it can be seen that the pendulum assembly 30 has already repositioned itself parallel to the global height direction Z with respect to its height axis 30z due to the effect of gravity on the pendulum assembly 30. Thus, the pendulum assembly 30 is deflected relative to the second assembly 20; alternatively, this could of course also be formulated such that the second assembly 20 is deflected relative to the pendulum assembly 30. One of the first contact elements 40 and one of the second contact elements 41 thus form contact with each other. This closes an electrical circuit C, whereby a consumer 50, designed as an actuator system 51, is activated within the electrical circuit C (see Fig. 2e).

[0066] The actuator system 51 now actively returns the second assembly 20 to its home position P20. This returned state is simplified as described according to the Fig. 1 and again based on the Fig. 2d. While the pendulum assembly 30 and the second assembly 20 are already in the home position P20, P30, the Fig. 2d, that the coordinate systems of the vehicle V and the first assembly 10 are still offset by the angle β to the global coordinate system, at least with respect to their height direction Vz and their width direction Vy.

[0067] In particular, according to Fig. 3b shows that, in the present case, the first axis A1 and the second axis A2 lie on a common straight line 60, which is arranged running in a height direction Vz of the vehicle V. In the present case, the height direction Vz of the vehicle V corresponds to the global height direction Z, at least in a non-deflected state of the vehicle V.

[0068] Fig. 2e shows that the first assembly 10 in the present case comprises a support beam element 11, the longitudinal extent of which is arranged parallel to the global width direction Y in the first home position P10. In the present case, the first assembly 10 comprises a bearing element 12 for the first axis A1, which is rigidly connected to an upper side of the support beam element 11. In the present case, the support beam element 11 and the bearing element 12 together form an assembly having exactly one mirror-symmetry axis, which in the present case is formed by the common straight line 60.

[0069] In order to provide a system S which is not sensitive to smaller deflections and is thus designed to ignore them, the pendulum arrangement 30 comprises in the present case a pendulum element 33 which can be deflected about the second axis A2 by means of a rotary bearing 34 providing damping (see in particular Fig. 2e).

[0070] Furthermore, in the present case, a distance d2 between a center of mass M33 of the pendulum element 33 and a lower end 32 of the pendulum arrangement 30 is smaller than a distance d1 between the center of mass M33 of the pendulum element 33 and the upper end 31 of the pendulum arrangement 30.

[0071] In addition, the pendulum element 33 is designed in a T-shape and in the shape of a hammer, which or which at least in the third basic position P30 of the pendulum arrangement 30 (see Fig. 2a) is arranged upside down.

[0072] In the present case, it is ensured that the system S according to the invention does not require any sensors, actuators, or controllers for detecting the deflection. Using the system S shown, only a single degree of deflection in a first direction 300 and a single degree of deflection in a second direction 301 can be detected.

[0073] It is also shown that the second assembly 20 comprises two first contact elements 40 for closing an electrical circuit C. It is further shown that the pendulum arrangement 30 has two second contact elements 41 at its lower end 32 for closing the electrical circuit C. In the present case, both first 40 and both second contact elements 41 are in the third basic position P30 (see Fig. 2a) spaced apart from each other and can be arranged in contact with each other by means of the deflection of the pendulum arrangement 30 relative to the second assembly 20 (see Fig. 2e). The circuit C is therefore not closed at least when the second P20 and the third basic position P30 are present together.

[0074] According to the presentation of the Fig. 2e, one of the first 40 and one of the second contact elements 41 forms a closed circuit C in the contacting state, i.e. both are flowed through by the charge carriers of the circuit C.

[0075] In order to form a closed circuit C, power cables (not shown) are arranged within the system S, which are arranged starting from the first contact element 40 via the pendulum arrangement 30 to the second contact element 41.

[0076] Furthermore, it is shown that the second assembly 20 in the present case has a rocker element 21 which is rotatably mounted about the first axis A1 and on whose upper side 21a the two first contact elements 40 are arranged.

[0077] It is also shown that the second assembly 20 in this case has a first beam element 22, which is arranged perpendicular to the rocker element 21 and rigidly connected thereto, wherein the pivot bearing 34 for the pendulum element 33 is arranged at an upper end 22a of the first beam element 22. The first beam element 22 and the rocker element 21 together form the shape of the letter T, which is arranged upside down with respect to the height direction 20z of the second assembly 20.

[0078] In the present case, in the first P10 and second basic position P20 (see Fig. 2a) The rocker element 21 and the beam element 22 are each designed to be mirror-symmetrical to the common straight line 60. In the present case, in the first P10 and second basic positions P20, the two first contact elements 40 are arranged mirror-symmetrically to one another with respect to the common straight line 60. In the present case, in the first P10 and second basic positions P20, the two second contact elements 41 are arranged mirror-symmetrically to one another with respect to the common straight line 60.

[0079] In this case, the pendulum element 33 and the pendulum assembly 30 are designed to be mirror-symmetrical. In the third basic position P30 of the pendulum element 33, the axis corresponding to the mirror symmetry is the common straight line 60.

[0080] The closing of the circuit C thus serves in the present case as an indirect detection of the deflection of the pendulum element 33 relative to the second assembly 20. At the same time, it is shown that a consumer element 50 is arranged within the circuit C.

[0081] In the present case, the consumer element 50 is designed as an actuator system 51, by means of which the deflection of the pendulum arrangement 30 relative to the second assembly 20 can be traced back.

[0082] According to a first embodiment or a first preferred variant of the system S (see Fig. 2a to 2e), the actuator system 51 comprises two air muscles 70, 71, each with a first end 701, 711 and a second end 702, 712, as well as an air reservoir 703, 713 arranged between the first end 701, 711 and the second end 702, 712. The amount of air in the air reservoir 703, 713 of the air muscle 70, 71 is variable, the first end 701, 711 of the air muscle 70, 71 being rotatably connected to the first assembly 10, and the second end 702, 712 of the air muscle 70, 71 being rotatably connected to the second assembly 20.

[0083] In the present case, the two air muscles 70, 71 are arranged next to one another in the first P10 and second base position P20 in the global width direction Y and extend, with respect to their extent between the first 701, 711 and the second end 702, 712, parallel to the global height direction Z. Furthermore, a first air quantity in the first air reservoir 703 of the first air muscle 70 is controllable independently of a second air quantity in the second air reservoir 713 of the second air muscle 71; the same applies vice versa.

[0084] To avoid repetitions, the sequence of steps for deflecting and returning the second assembly 20 is only described using the first preferred variant ( Fig. 2a-2d). The second, third, and fourth preferred variants of system S are each shown such that the first assembly 10, the second assembly 20, and the pendulum assembly 30 are each in the basic position P10, P20, P30. It is understood that the four preferred variants of system S preferably differ only in the actuator system 51 used.

[0085] According to a second preferred variant (see Fig. 3a and Fig. 3b), the actuator system 51 comprises two air springs 70', 71', each with a first end 701', 711' and a second end 702', 712', as well as an air reservoir 703', 713' arranged between the first end 701', 711' and the second end 702', 712'. The amount of air in the air reservoir 703', 713' of the air spring 70', 71' is variable, with the first end 701', 711' of the air spring 70', 71' being rotatably connected to the second assembly 20, and the second end 702', 712' of the air spring 70', 71' being rotatably connected to the first assembly 10.

[0086] In the present case, according to the first and second preferred variants of the system S, the two air springs 70, 71; 70', 71' are arranged next to one another in the first P10 and second basic position P20 in the global width direction Y and extend, with respect to their extent, between the first 701, 711; 701', 711' and the second end 702, 712; 702', 712' parallel to the global height direction Z. In addition, a first air quantity in the first air reservoir 703; 703' of the first air spring 70; 70' can be controlled independently of a second air quantity in the second air reservoir 713; 713' of the second air spring 71; 71'; the same applies vice versa.

[0087] According to the first preferred variant, the second end 702, 712 of the air muscles 70, 71 is each arranged at the same height of the rocker element 21. The first end 701, 711 of the air muscles 70, 71 is arranged above the rocker element 21. In this case, both air muscles 70, 71 are arranged completely above the support beam element 11. According to the first preferred variant, the first assembly 10 comprises a frame element 13, which is rigidly connected to the support beam element 11 and arranged above it. In this case, the first end 701, 711 of the air muscles 70, 71 is rotatably connected to the frame element 13 via axes A7, A8. In the present case, the second end 702, 712 of the air muscles 70, 71 is rotatably connected to the rocker element 21 via axes A9, A10.Thus, the first end 701, 711 of the air muscles 70, 71 is arranged in contact with the first assembly 10 and the second end 702, 712 of the air muscles 70, 71 is arranged in contact with the second assembly 20.

[0088] According to the second preferred variant, both air springs 70', 71' are arranged directly between the rocker element 21 and the first assembly 10. In the present case, both air springs 70', 71' are arranged completely below the rocker element 21 and completely above the support beam element 11. Thus, the first end 701', 711' and the second end 702', 712' of the air springs 70', 71' are arranged between the rocker element 21 and the first assembly 10. Furthermore, the first end 701', 711' of the air springs 70', 71' is arranged in contact with the second assembly 20, and the second end 702', 712' of the air springs 70', 71' is arranged in contact with the first assembly 10.

[0089] According to a third preferred variant (see Fig. 4a and Fig. 4b) shows that the actuator system 51 comprises a first electric drive 80, by means of which the second assembly 20 can be actively rotated about the first axis A1. This third variant does not comprise a suspension / damping device that resiliently mounts the entire system. In the present case, this electric drive 80 and its gear elements are directly connected to the first axis A1; the first axis A1 is configured in the present case by a shaft element that is rigidly connected to the second assembly 20 and arranged to be rotatable relative to the first assembly 10. In the present case, the electric drive 80 is arranged in contact with the support beam element 11 of the first assembly 10, so that the support beam element 11 of the first assembly 10 represents a bearing device for the electric drive 80.

[0090] According to a fourth preferred variant (see Fig. 5a and Fig. 5b) shows that the actuator system 51 comprises a second electric drive 81, by means of which the second axis A2 or a shaft element forming the second axis A2 can be actively rotated, wherein a second beam element 82, which is connected at its center to the second axis A2 and in this case is arranged to be pivotable directly about the second axis A2, is connected to the rocker element 21 by means of at least two spring elements 83. In this case, this second electric drive 81 and its gear elements are directly connected to the second axis A2. The second assembly 20 is thus cushioned by means of the described arrangement and returned to its home position P20.

[0091] According to the Fig. Figures 6a to 6c show a system S according to the first preferred variant in more detail. To avoid repetition, the system S according to the invention will be described only in part below.

[0092] This is how the Fig. 6a to 6c each show a part of the first assembly 10 and the second assembly 20, which is shown here without a vehicle seat. Fig. 6a a front view of the system S, the Fig. 6b a rear view of the system S and the Fig. 6c a side view of system S.

[0093] The actuator system 51 shown accordingly comprises exactly two air muscles 70, 71 with a first end 701, 711 and a second end 702, 712, as well as an air reservoir 703, 713 arranged between the first end 701, 711 and the second end 702, 712. The amount of air in the air reservoir 703, 713 is variable. The first end 701, 711 of the air muscles 70, 71 is arranged above the second end 702, 712 of the air muscles 70, 71. Furthermore, the first end of the air muscles 70, 71 is rotatably connected to the first assembly 10, and the second end 702, 712 of the air muscles 70, 71 is rotatably connected to the second assembly 20.

[0094] In particular from the Fig. 6a shows that the system S comprises the pendulum arrangement 30, which is pivotally connected to the second assembly 20 by means of the second axis A2 arranged above the first axis A1 and at the upper end 31 of the pendulum arrangement 30.

[0095] Based on the Fig. 6a shows that here too, the actuator system 51 of the system S can comprise an electric drive, for example, the second electric drive 81 or another, by means of which the second axis A2 can be actively rotated, wherein a fourth beam element 94, which is connected at its center to the second axis A2, is connected to the rocker element 21 by means of the two pneumatic muscles 70, 71. In the present case, the fourth beam element 94 is arranged to be pivotable about a fifth axis A5, which lies on the common straight line 60. Furthermore, the fifth axis A5 is arranged on the first beam element 22; thus, the second beam element 82 is indirectly connected to the second axis A2.

[0096] In contrast to the schematic representation of the system according to the first preferred embodiment according to the Fig. 2a to 2e show in particular the Fig. 6a and Fig. 6b, that exactly two first damper units 90 are arranged, which are connected by means of a first end 91 to the third beam element 93 of the second assembly 20 and by means of a second end 92 to the rocker element 21 of the second assembly 20.

[0097] In this case, both first damper units 90 are arranged symmetrically to one another with respect to the common straight line 60 of the first axis A1 and the second axis A2. In this case, the third beam element 93 is pivotally mounted about a third axis A3 arranged on the first beam element 22, wherein the third axis A3 lies on the common straight line 60 of the first axis A1 and the second axis A3.

[0098] The Fig. 6a shows that the pendulum arrangement 30 comprises a pendulum element 33 which can be deflected about the second axis A2 by means of a pivot bearing 34 providing damping.

[0099] According to the Fig. Figures 7a to 7h and 8a to 8c show a system S according to the fourth preferred variant. To avoid repetition, the system S according to the invention will be described only in part below.

[0100] In particular, the Fig. Figure 7a shows a part of the first assembly 10 and the second assembly 20, which includes a vehicle seat 200 of the vehicle V. It should be noted that for the sake of clarity, parts of the system S have been completely or partially omitted in some figures. Fig. 7a a view of the system S with vehicle seat 200, while the Fig. 7b shows the same view without vehicle seat 200. The same applies to the Fig. 7c, which shows a rear view of the system S with vehicle seat 200, while the Fig. 7d shows the same view without vehicle seat 200. Likewise, Fig. 7e a plan view of the system S with vehicle seat 200, while the Fig. 7f shows the same view without vehicle seat 200. Finally, the Fig. 7g a side view of the system S with vehicle seat 200, while the Fig. 7h shows the same view without vehicle seat 200.

[0101] In particular from the Fig. 7b shows that the system S comprises the pendulum arrangement 30, which is pivotally connected to the second assembly 20 by means of the second axis A2 arranged above the first axis A1 and at the upper end 31 of the pendulum arrangement 30.

[0102] Based on the Fig. Figure 7d shows that the actuator system 51 of the system S comprises a second electric drive 81, by means of which the second axis A2 is actively rotatable, wherein a second beam element 82, which is connected at its center to the second axis A2, is connected to the rocker element 21 by means of at least two spring elements 83. In the present case, the second beam element 82 is arranged to be pivotable about a fourth axis A4, which lies on the common straight line 60. Furthermore, the fourth axis A4 is arranged on the first beam element 22; thus, the second beam element 82 is indirectly connected to the second axis A2.

[0103] In contrast to the schematic representation of the system according to the fourth preferred embodiment according to the Fig. 5a and Fig. 5b show in particular the Fig. 7b, Fig. 7c and Fig. 7d, that exactly two first damper units 90 are arranged, which are connected by means of a first end 91 to a third beam element 93 of the second assembly 20 and by means of a second end 92 to the rocker element 21 of the second assembly 20.

[0104] In this case, both first damper units 90 are arranged symmetrically to one another with respect to the common straight line 60 of the first axis A1 and the second axis A2. In this case, the third beam element 93 is pivotally mounted about a third axis A3 arranged on the first beam element 22, wherein the third axis A3 lies on the common straight line 60 of the first axis A1 and the second axis A3.

[0105] The Fig. 8b shows that the pendulum arrangement 30 comprises a pendulum element 33 which can be deflected about the second axis A2 by means of a pivot bearing 34 providing damping.

[0106] The Fig. Figures 9a to 9d show the pendulum assembly 30 in detail, along with various embodiments. Here, too, some elements of the pendulum assembly 30 may have been omitted for clarity.

[0107] According to the Fig. Figure 9a shows a front view, a side view, and a rear view of a pendulum element 33 of the pendulum assembly 30, which has an upper end 31 and a lower end 32. Also marked is the position of the second axis A2.

[0108] According to the Fig. 9b, the pendulum assembly 30 includes a brake, in this case a silicone brake 96, which is arranged at the upper end 31 of the pendulum assembly 30. Also shown is that the pendulum assembly 30 has two second contact elements 41 at a lower end 32 for closing the circuit C, wherein the second contact elements 41 are configured as magnetic switches 97.

[0109] The Fig. 9c shows an embodiment similar to Fig. 9b with silicone brake 96 and reed switch 98.

[0110] According to the Fig. 9d, two second damper units 95 are arranged perpendicular to the common straight line 60 of the first axis A1 and second axis A2 and to the longitudinal direction / longitudinal axis of the pendulum element 33 in its home position, which are arranged mirror-inverted relative to the common straight line 60 and relative to the longitudinal direction / longitudinal axis of the pendulum element 33 in its home position. In the present case, the second damper units 95 are shown in a first state, in which they are each arranged with one end 951 contacting the lower end 32 of the pendulum assembly 30. According to this particularly preferred embodiment of the pendulum assembly 30, it is designed without the silicone brake 96 and the two second damper units 95. List of reference symbols 10, 20 assembly 11 Supporting beam element 12 bearing element 13 Frame element 20x, 30x, Vx, X longitudinal direction 20y, 30y, Vy, Y latitude direction 20z, 30z, Vz, Z elevation direction 21 Rocker element 22, 82, 93, 94 beam element 21a top 22a, 31, 32, 91, 92, 951 End 30 pendulum arrangement 33 Pendulum element 34 pivot bearings 40, 41 Contact element 50 consumer element 51 Actuator system 60 straight 70, 71 air muscle 70', 71' air spring 80, 81 Electric drive 83 spring element 90, 95 damper unit 96 Silicone brake 97 magnetic switches 98 reed switches 100 wheel system 200 vehicle seats 300, 301 direction 701, 701', 711, 711' first end 702, 702', 712, 712' second end 703, 703', 713, 713' air storage A1-A10 axis C circuit d1, d2 distance M33 center of mass P10, P20, P30 basic position S System V vehicle

Claims

[1] System (S) for automatic inclination compensation within a vehicle (V), comprising a first assembly (10) and a second assembly (20) pivotally connected to the first assembly (10) by means of a first axis (A1), wherein the system (S) further comprises a pendulum arrangement (30) which is pivotally connected to the second assembly (20) by means of a second axis (A2) arranged above the first axis (A1) and at an upper end (31) of the pendulum arrangement (30), wherein a deflection of the pendulum arrangement (30) relative to the second assembly (20) is detectable, characterized by that the pendulum arrangement (30) comprises a pendulum element (33) which can be deflected about the second axis (A2) by means of a rotary bearing (34) providing damping. [2] System (S) according to claim 1, characterized bythat a distance between a center of mass (M33) of the pendulum element (33) and a lower end (32) of the pendulum arrangement (30) is smaller than a distance between the center of mass (M33) of the pendulum element (33) and the upper end (31) of the pendulum arrangement (30). [3] System (S) according to one of the preceding claims, characterized by , that the second assembly (20) comprises at least one first contact element (40) for closing an electrical circuit (C), wherein the pendulum arrangement (30) has at least one second contact element (41) at a lower end (32) for closing the circuit (C), wherein the at least one first (40) and the at least one second contact element (41) are spaced apart from one another in a basic position (P30) of the pendulum arrangement (30) and can be arranged in contact with one another by means of the deflection of the pendulum arrangement (30) relative to the second assembly (20). [4] System (S) according to claim 3, characterized by that the second assembly (20) has a rocker element (21) which is rotatably mounted about the first axis (A1) and on whose upper side (21a) the at least one first contact element (40) is arranged. [5] System (S) according to claim 4, characterized by that the second assembly (20) has a first beam element (22) which is arranged perpendicular to the rocker element (21) and rigidly connected thereto, wherein the pivot bearing (34) for the pendulum element (33) is arranged at an upper end (22a) of the first beam element (22). [6] System (S) according to one of claims 3 to 5, characterized by that at least one consumer element (50) is arranged within the circuit (C). [7] System (S) according to claim 6, characterized bythat the consumer element (50) is designed as an actuator system (51) by means of which the deflection of the pendulum arrangement (30) relative to the second assembly (20) is reversible. [8] System (S) according to claim 7, characterized by , that the actuator system (51) comprises at least one pneumatic element designed as an air muscle (70, 71) or as an air spring (70', 71') with a first end (701, 711; 701', 711') and a second end (702, 712; 702', 712') as well as an air reservoir (703, 713; 703', 713') arranged between the first (701, 711; 701', 711') and the second end (702, 712; 702', 712'), wherein an amount of air in the air reservoir (703, 713; 703', 713') of the pneumatic element is variable, wherein the first end (701, 711) of the air muscle (70, 71) is arranged above the second end (702, 712) of the air muscle (70, 71) and is rotatably connected to the first assembly (10), and wherein the second end (702, 712) of the air muscle (70, 71) is rotatably connected to the second assembly (20), or wherein the first end (701', 711') of the air spring (70', 71') is arranged above the second end (702', 712') of the air spring (70', 71') and is rotatably connected to the second assembly (20), and wherein the second end (702', 712') of the air spring (70', 71') is rotatably connected to the first assembly (10). [9] System (S) according to one of claims 7 or 8, characterized by that the actuator system (51) comprises at least one first electric drive (80) by means of which the second assembly (20) can be actively rotated about the first axis (A1). [10] System (S) according to claim 7, characterized byin that the actuator system (51) comprises at least one second electric drive (81) by means of which the second axis (A2) is actively rotatable, wherein a second beam element (82), which is connected at its center to the second axis (A2), is connected to the rocker element (21) by means of at least two spring elements (83). [11] System (S) according to one of the preceding claims, characterized by that the first assembly (10) comprises a wheel system (100) of the vehicle (V) and the second assembly (20) comprises a vehicle seat (200) of the vehicle (V).

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