Control of kinematic assemblies of a motor vehicle
Patent Information
- Application Number
- PCT/DE2026/100134
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2025-03-14
- Filing Date
- 2026-02-05
- Publication Date
- 2026-09-17
Smart Images
Figure DE2026100134_17092026_PF_FP_ABST
Abstract
Description
[0001] -3511 PIF
[0002] 1
[0003] Control of kinematic components of a motor vehicle
[0004] The present invention relates to the control of kinematic assemblies on board a motor vehicle. In particular, the invention relates to the control of assemblies that are installed in the interior of the motor vehicle.
[0005] Several kinematic assemblies are installed in the interior of a motor vehicle, each containing a movable element that can be controlled by a control device. The control device, an actuator, and the moving element are integrated within the kinematic assembly. An example of such an assembly is a seat for a passenger. A control element can be attached to the assembly to operate it. For example, if a user touches a button on the seat, the seat can be adjusted longitudinally within the vehicle, or the angle of the seat back can be changed.
[0006] Due to the mobility of the assembly, there is an inherent risk of collision between an adjustable element and another element on board the vehicle. If two kinematic assemblies are mounted in relatively close proximity to each other, the range of motion of one assembly may be restricted by the position of the other. To prevent a collision, one assembly can request the position of another and plan its own movement in such a way as to eliminate the possibility of a collision.
[0007] With an increasing number of kinematic assemblies on board the vehicle, the mutual acquisition and evaluation of parameters between the assemblies can become complex. If two assemblies perform competing movements, it can be difficult to determine a meaningful priority and control the assemblies accordingly. In some cases, it has been observed that a Ver--3511 PIF
[0008] 2
[0009] A deadlock state can occur, in which assembly A waits for assembly B to move, while assembly B waits for assembly A to move. In such cases, manual release may be required, which can be perceived as a burden by a person on board the vehicle.
[0010] One of the problems underlying the present invention is therefore to provide an improved technology for controlling kinematic assemblies on board a motor vehicle. The invention solves this problem by means of the subject matter of the independent claims. Dependent claims describe preferred embodiments.
[0011] According to one aspect of the present invention, a system for use on board a motor vehicle is proposed. The system comprises several kinematic assemblies, wherein a kinematic assembly includes at least one adjustable element, an actuator, and a control device for controlling the position of the element. A control parameter for controlling such an element is stored in the associated control device. Furthermore, the system comprises a coordination control connected to the control devices, which is configured to receive a position of an element and a control parameter from a control device and to control an element with respect to the position and the control parameter.
[0012] The coordination control system can prevent a moving element of a kinematic assembly from colliding with another element of the vehicle or another kinematic assembly. The coordination control system can manage higher-level information regarding the control of the elements, while a kinematic assembly can operate autonomously to a certain extent. In particular, information that requires world knowledge regarding the movement of an element can be executed by the coordination control system. Such world knowledge can, in particular, include the position or Stel--3511 PIF
[0013] 3
[0014] lung of another element or a parallel movement of an element.
[0015] Furthermore, the coordination control system is preferably configured to process or link information regarding different kinematic assemblies. For example, the coordination control system can determine the positions or ranges of motion of several kinematic assemblies and control the movement of one of the assemblies in such a way that a predetermined distance remains between them. The coordination control system can also make the processed or linked information available to another location.
[0016] The system is preferably designed for use in the interior of a motor vehicle. A kinematic assembly can be adjusted according to a user request from a person on board the vehicle. Such an assembly can act on the person directly or indirectly through the position of its element.
[0017] Preferably, the coordination control is configured to control an evasive movement of an element if a collision with another element is imminent. The evasive movement can involve an element that is already scheduled to move. Alternatively, the evasive movement can involve an element that is not scheduled to move but is temporarily repositioned to allow the movement of another element. An element that is scheduled to move is referred to as an active element, and an element that is not initially scheduled to move is referred to as a passive element. The coordination control can synchronize and orchestrate the movements of different elements within the same assembly or of different assemblies. In doing so, the coordination control can align the movement paths of two or more elements. -3511 PIF
[0018] 4
[0019] A further preferred configuration of the coordination control system is designed to coordinate the movements of multiple elements in order to control a specific configuration of those elements. This allows for the control of advantageous transitions between the starting and ending positions of the elements. For example, this can prevent an intermediate state from occurring during the transition from one configuration to another, which could restrict or impede the freedom of movement of a person on board the vehicle. The movements of the elements can be coordinated with one another, enabling the control of even complex sequences. Should a problem arise during the movement of one of the elements, such as an unexpected speed or an obstacle in its path, the movements of the remaining elements can be adjusted accordingly.
[0020] The control parameter is typically defined during the manufacturing of a kinematic assembly. The control parameter can specify a condition or constraint required for the precise control of the element. For example, the control parameter might relate to actuator overrun, which specifies the distance the element travels after the activated actuator has been deactivated. This overrun can depend on the movement speed, inertia, load, or wear condition of the kinematic assembly. The control parameter can also include a safety distance to an element. For example, a fragile element such as a screen might require a larger safety distance than a robust element such as a seat cushion. Furthermore, the control parameter can include an existing adjustment axis of an assembly or an element comprised by the assembly.The adjustment axis can specify a pivot point and a degree of freedom, thus determining how the element can be moved relative to the adjustment axis. Optionally, extreme positions of the element relative to the adjustment axis can be specified.
[0021] 5
[0022] The element is then only adjustable between its extreme positions. These extreme positions refer to the element's movement relative to the adjustment axis. The control parameter can include an available target position. This target position can correspond to an extreme position, or it can be a target position that corresponds, for example, to a neutral position, a standard position, or a mid-position.
[0023] The coordination control is preferably configured to receive the position of an element relative to the kinematic assembly and to determine the position of the element relative to the vehicle. In other words, the position of an element can be provided by the control device of an associated assembly in a coordinate system referenced to the assembly. The conversion of this position into a coordinate system defined relative to the vehicle is preferably performed by the coordination control. The position of an element in the vehicle-related coordinate system may not be of interest to a kinematic assembly, so it does not need to be burdened with the transformation. The coordination control, however, must compare and synchronize the positions and movements of elements in different coordinate systems, thus requiring a common reference system.Consequently, the coordination control can carry out the transformation of the positions or orientations of the elements into the common coordinate system defined in relation to the motor vehicle and base a coordination of the movements on this.
[0024] A kinematic assembly can be added to, removed from, or modified within the system. Preferably, the coordination control is configured to detect such a change and adapt the control of elements accordingly. This eliminates the need for complex programming of an assembly or the coordination control during such a modification. The system can then adapt to the changes.
[0025] 6
[0026] The table can be configured by the user ("plug and play"). By querying appropriate control parameters, the coordination control system can create or update a motion model that allows the determination of collision-free movement paths for the elements.
[0027] In a further preferred embodiment, the assemblies and the coordination controller are interconnected via a data bus. When the vehicle is put into operation, for example, when it is unlocked or when a drive motor is started, all elements connected to the data bus can send a brief status message so that the coordination controller can determine which assemblies are available. Alternatively, the coordination controller can send a broadcast (multicast) over the data bus to request the control devices of the kinematic assemblies to identify themselves. The coordination controller can then query the control devices for information regarding their configurations. For example, it can query whether a configuration change of a kinematic assembly has occurred after a predetermined time.Only if this is the case can the modified configuration be requested from the assembly. This significantly reduces data traffic on the data bus. Ideally, only information that is either not available at all or not in its current form from the coordination controller is transmitted.
[0028] According to a further preferred embodiment, the coordination control is configured to control the adjustment of an element from a first to a second position and to learn the position profile. For example, it can be determined whether the position profile is linear, follows a trigonometric function, or another curve. In particular, the actuator can be controlled to actuate the element at a constant speed, and the position profile of the element over time can be recorded. If necessary, the influence of the position of another element on the described adjustment can be determined.
[0029] 7
[0030] The movement of the element must be taken into account. The coordination control system can use higher-level knowledge to evaluate the temporal progression of the element's position. This allows for improved orchestration of the movements of different elements. Learning the progression of the element's position can occur during normal operation if the element is moved for any reason.
[0031] In another embodiment, the coordination control is configured to selectively move the element between its first and second positions. The first and second positions can, in particular, include extreme positions. This selective movement of the element between positions can be controlled while the element is not in use. This is particularly relevant when no one is on board the vehicle. Learning the system is typically only required once or relatively infrequently, so it does not interfere with normal use of the vehicle.
[0032] The coordination control unit can be used as a central point of contact for other components on board the vehicle. In one embodiment, the coordination control unit is configured to provide a control parameter of an assembly to another component on board the vehicle. For this purpose, the other component can send a corresponding request or query to the vehicle, or the control parameter can be provided proactively by the coordination control unit.
[0033] The additional component can, for example, include a display or control element. In this case, the control parameter can, for example, include a current position or an extreme position. In further embodiments, the control parameter can, for example, include a capability or an integrated element of the kinematic assembly. If the kinematic assembly includes, for example, a seat for a person on board the motor vehicle, then the control parameter-3511 PIF
[0034] 8
[0035] Specify which pneumatic support cushions are provided in the seat, how they can be moved, inflated, or deflated, and what types of massage are possible with them. Based on the control parameters, a user interface can be offered to a person on board the vehicle, utilizing the control capabilities of the kinematic assemblies. Should the system configuration change, updated information regarding its capabilities can be displayed via the indicator.
[0036] In another example, a lighting control system can be informed of the position or orientation of a kinematic assembly via a control parameter. A lighting device can be attached to the kinematic assembly, and the lighting control system can control the lighting device depending on the control parameter, for example, to prevent glare for a person on board the vehicle.
[0037] In yet another example, an occupant model for the vehicle can determine, based on provided control parameters, whether a person can occupy a predetermined seat in the vehicle. An active safety system of the vehicle can then be controlled depending on the outcome of this determination. For example, if the position of a seat precludes the possibility of a person occupying that seat, then in the event of a collision, the deployment of an airbag in that area can be avoided.
[0038] In one embodiment, a kinematic assembly comprises a first element to which a second element is attached. The position of the second element then also depends on the position of the first element. Such an arrangement is found, for example, in a seat where a backrest is attached to a seat surface. The seat surface can be longitudinally and / or vertically adjustable.
[0039] 9
[0040] The seat can be adjusted, which also changes the position of the backrest. A complex seat can have up to twelve adjustment axes, and multi-link element chains can be formed, making it difficult to determine the position of an individual element. The coordination control system can handle this task and, if needed, provide detailed information regarding the position of elements within an assembly.
[0041] A kinematic assembly can, in particular, include a steering column adjustment, an adjustable seat, an adjustable panoramic screen, or an adjustable exterior mirror. The panoramic screen, for example, can be mounted behind a first row of seats in the area of the headliner. The panoramic screen can be adjusted about one or more axes, which may create a risk of collision with a seat in the first row.
[0042] According to a further aspect of the present invention, a motor vehicle comprises a system described herein. The motor vehicle preferably comprises a passenger car. The system is further preferably installed in an interior space of the motor vehicle. An element of a kinematic assembly can act on a person on board the motor vehicle. In particular, the ergonomics of the person can be influenced by the position of an element.
[0043] According to yet another aspect of the present invention, a method for controlling kinematic assemblies in the interior of a motor vehicle, wherein a kinematic assembly comprises at least one adjustable element, an actuator and a control device for controlling the position of the element, includes steps of obtaining a control parameter stored in a control device by a coordination control; obtaining a position of an element from an associated control device by the coordination control;-3511 PIF
[0044] 10
[0045] and of controlling, by means of coordination control, an element with respect to the control parameter and the position.
[0046] The processing device is preferably configured to partially or completely execute a method described herein. For this purpose, the processing device may be electronic and may, for example, comprise an integrated circuit, a programmable logic device, or a programmable microcomputer. The method may be implemented as a configuration or as a computer program product with program code means for the processing device. The configuration or the computer program product may be stored on a computer-readable data carrier. Features or advantages of the method may be transferred to the device or vice versa.
[0047] In one embodiment, the coordination control is configured to prevent a collision between an element of an assembly and another element on board the vehicle. The element can be controlled with respect to the movement behavior of another element during its adjustment from a first to a second position. The movement behavior of the element can be learned with respect to a previous movement. This movement behavior can specify a temporal progression of the element's position when the associated control device is instructed to move the element from the first to the second position. Should the learned movement behavior be unsuitable for a desired movement control, the element's adjustment can be modified accordingly. For example, a third position can be introduced between the first and second positions, into which the element is temporarily moved.This allows the element's movement behavior to be influenced on a case-by-case basis. -3511 PIF.
[0048] 11
[0049] The invention will now be described in more detail with reference to the attached drawings, in which:
[0050] Figure 1 a system; and
[0051] Figure 2 shows a flowchart of a process
[0052] illustrated.
[0053] Figure 1 shows an exemplary system 100 on board a motor vehicle 105. The motor vehicle 105 preferably comprises a passenger car with at least one front row of seats. Several kinematic assemblies 110 are arranged in the interior of the motor vehicle 105. A generic kinematic assembly 110 is shown schematically in an upper region of Figure 1. The assembly 110 comprises an adjustable element 115, an actuator 120, and a control device 125. Several adjustable elements 115 can also be provided, which can be moved by means of several actuators 120. The several actuators 120 are preferably controlled by means of a common control device 125. Adjustable elements 115 may be connected to one another in such a way that the position of a first adjustable element 115 depends on the position of a second adjustable element 115.One of the adjustable elements 115 can be attached to the other.
[0054] The system 100 preferably comprises several kinematic assemblies 110 that can serve different purposes. By way of example, Figure 1 shows a steering column adjustment 130, a seat 135, a panoramic screen 140, and an exterior mirror 145. The elements 130 to 145 represent different embodiments of the generic kinematic assembly 110 described above. The steering column adjustment 130 can, for example, adjust the steering wheel of the motor vehicle 105 in the vertical direction or in the longitudinal direction of the motor vehicle.
[0055] 12
[0056] Seat 135 is designed to allow a person to sit on it while on board the motor vehicle 105.
[0057] The seat 135 can include a variety of adjustable elements 115. An adjustable element 115 can be adjusted along or about various adjustment axes. For example, a seat surface can be tilted, adjusted in height, or lengthwise. A backrest can be adjusted in height or angle. A headrest can also be adjusted in height or angle. A pneumatic cushion can be integrated into the seat 135's upholstery, which can be adjusted in its horizontal or vertical position. The cushion can also be inflated or deflated. An actuator 120, capable of providing a massage function, can also be installed in the seat 135. Additional actuators 120 can, for example, operate an armrest or a side support cushion. Other or further adjustable elements 115 are also possible.
[0058] The panoramic screen 140 can, for example, be installed behind the first row of seats 135 in the motor vehicle 105. The panoramic screen 140 can be adjusted longitudinally or laterally within the motor vehicle 105. Furthermore, the panoramic screen 140 can be tilted upwards so that it is flush with the vehicle's headliner.
[0059] The exterior mirror 145 can tilt a recessed mirror surface in a horizontal or vertical direction. The movement of the mirror surface can be coupled to a movement of the seat 135, so that a person on the seat 135 can see the same section behind the motor vehicle 105 through the exterior mirror 145, regardless of the position of the seat 135 on board the motor vehicle 105.
[0060] Furthermore, the system 100 comprises a coordination control 150 which is connected to the kinematic assemblies 110, preferably by means of a 3511 PIF.
[0061] 13
[0062] Data bus 155. Furthermore, the coordination control unit 150 can be connected to an interface 160, which can lead to another control device on board the motor vehicle 105. The interface 160 can also be connected to another data bus 155 of the motor vehicle 105.
[0063] The coordination controller 150 is designed to control overarching functionality across several kinematic assemblies 110. It is proposed that predetermined control parameters of an assembly 110, initially stored only locally in the associated control device 125, be transmitted to the coordination controller 150. A control parameter is preferably transmitted only when it needs to be accessed. Typically, the control parameter is set to a value once, for example, during the manufacturing of an assembly 110 or during its installation in the motor vehicle 105. Afterward, the control parameter can remain constant. In some embodiments, adjustments to the control parameter are made exclusively by the control device 125. The coordination controller 150 preferably has only read access to a control parameter.
[0064] The coordination control 150 is preferably configured to control the motion control, i.e., the adjustment of an element 115, in such a way that the element 115 does not collide with another element on board the motor vehicle 105. In particular, a collision between different moving elements 115 can be prevented. For this purpose, the movements of the elements 115 can be coordinated with one another. If a collision is imminent, one or more moving elements 115 can be stopped. It is also proposed that the coordination control 150 be designed as a central contact point from which components outside the system 100 can receive information about the system 100 or an assembly 110.-3511 PIF
[0065] 14
[0066] The coordination control unit 150 can be configured to automatically determine which assemblies 110 are present on board the motor vehicle 105. With respect to an assembly 110, it can determine which capabilities, functions, or elements 115 are provided. With respect to an element 115, a position or control parameter can be queried. Furthermore, a position that the element 115 can reach can be queried. Two such positions can define a range of motion for the element 115. The movement of an element 115 can be controlled by transmitting a target position for the element 115 to the associated control device 125.
[0067] The adjustment or achievement of the target position can be queried by the coordination control 150 from the control device 125. However, it is also possible to control the movement of the element 115 more precisely with respect to a predetermined adjustment axis. In particular, a movement profile or speed profile of the movement can be controlled. The coordination control 150 can coordinate the control of one or more elements 115 to prevent collisions or to perform coordinated movement control. For example, elements 115 of the steering column adjustment 130, the seat 135, and the exterior mirror 145 can be controlled simultaneously in such a way that the seat 135 is moved from a first to a second position without a person sitting in the seat 135 losing access to the steering wheel or the field of view in the exterior mirror 145 changing.
[0068] Figure 2 shows a flowchart of an exemplary method 200 for controlling kinematic assemblies 110 on board a motor vehicle 105. The first part of the method 200 is shown in the left-hand section of Figure 2, and the second part in the right-hand section. Results from the first part can be used further in the second part.-3511 PIF
[0069] 15
[0070] Referring to the left part, in step 205, an adjustment of an element 115 from a first position to a second position, or an adjustment of several adjustable elements 115 from a first constellation to a second constellation, can be planned. A constellation comprises a combination of positions for all participating elements 115. In step 210, a control parameter relating to an actuator 120 or an element 115 involved in the adjustment can be queried from a control device 125.
[0071] In step 215, the adjustment can be controlled. The adjustment can take into account the control parameter, which can be included in the control as an optimization criterion, a boundary condition, or an additional influence. In step 220, the conversion of control inputs from the coordination controller 150 to a control device 125 into an actual movement of an element 115 can be learned. For this purpose, for example, a time-displacement diagram can be created based on a series of positions of the element 115 during its adjustment. The diagram can be saved, for example, in tabular, descriptive, or graphical form. Based on the saved conversion, more precise control of an element 115 along a predetermined trajectory can later be achieved.The first part of the procedure 200, shown on the left, can be executed once or several times as a learning phase before the system 100 is initialized and the coordination controller 150 has sufficient information to control the movement of an element 115. Optionally, the left part is repeated occasionally to track any changes.
[0072] Referring to the right part of Figure 2, a request to adjust an element 115 can be captured in step 225. The request can, for example, originate from a person on board the motor vehicle 105 and be entered by means of a control element. In step 230, the position and a control parameter of an element 115 involved in the adjustment can be determined by the associated PIF.
[0073] 16
[0074] Control device 125 of the comprehensive kinematic assembly 110 is provided to the coordination control 150.
[0075] In step 235, the coordination control 150 can determine a current configuration comprising the positions of several adjustable elements 115 of one or more assemblies 110 of the system 100. In step 240, a desired configuration can be determined.
[0076] In step 245, an adjustment of an element 115 can be requested by the coordination control 150 at a control device 125, which is assigned to an adjustable element 115. A control parameter of a kinetic assembly 110 assigned to the element 115 can be determined by the coordination control 150. The coordination control 150 can query the control parameter directly from the kinetic assembly 110 or access a value that was determined at a previous time. In particular, control parameters can be transmitted from a kinetic unit 110 to the kinematic control 150 when the system 100 is started, for example, when the vehicle 105 is transitioned from a stationary state to a driving state.
[0077] If only a single adjustable element 115 needs to be moved to transition between configurations, its adjustment can be requested accordingly from the associated control device 125. If the nature of the movement is significant, for example, a change in speed or a slow approach to a potential obstacle, or if several elements 115 are involved in the transition between configurations, the coordination control 150 can transmit correspondingly fine-grained instructions to the respective control devices 125 involved. The movements of the elements 115 are coordinated so that none of the moving elements collides with another element. Optionally, a collision with a movable 3511 PIF can be prevented.
[0078] 17
[0079] The object on board the vehicle 105 is prevented by additional sensor monitoring, for example by means of an interior camera. The adjustment is made taking into account the relationships learned in step 220.
[0080] In step 250, the coordination control 150 can monitor the requested adjustment. Should deviations occur between an intended and an actual trajectory of an adjustable element 115, a corresponding correction can be transmitted to a participating control device 125.-3511 PIF
[0081] 18
[0082] Reference sign
[0083] 100 System
[0084] 105 motor vehicles
[0085] 110 kinematic assembly
[0086] 115 adjustable element
[0087] 120 actuator
[0088] 125 Control device
[0089] 130 Steering column adjustment
[0090] 135 seats
[0091] 140 panoramic screen
[0092] 145 Exterior mirrors
[0093] 150 Coordination control
[0094] 155 Data bus
[0095] 160 interface
[0096] 200 procedures
[0097] 205 Plan the change from first to second configuration 210 Query control parameters
[0098] 215 Adjustment control
[0099] 220 Implementation learn
[0100] 225 Record hiring request
[0101] Query position and control parameters 230
[0102] Determine the current constellation in 235
[0103] Determine 240 desired constellations
[0104] 245 Request adjustment
[0105] Monitor 250 adjustments
Claims
-3511 PIF 19 Claims 1. System (100) for use on board a motor vehicle, wherein the system (100) comprises the following elements (115): several kinematic assemblies (110); wherein a kinematic assembly (110) comprises at least one adjustable element (115), an actuator (120) and a control device (125) for controlling the position of the element (115); a coordination control (150) connected to the control devices (125); wherein a control parameter for controlling an element (115) is stored in the associated control device (125); wherein the coordination control (150) is configured to obtain a position of an element (115) and a control parameter from the control device (125), and to control an element (115) with respect to the position and the control parameter.
2. System (100) according to claim 1, wherein the coordination control (150) is configured to control an evasive movement of an element (115) if a collision with the element (115) is imminent.
3. System (100) according to claim 1 or 2, wherein the coordination control (150) is configured to coordinate movements of several elements (115) in order to control a constellation of the elements (115).
4. System (100) according to one of the preceding claims, wherein the control parameter comprises an actuator overrun (120), a safety distance to an element (115), an existing adjustment axis, and an available target position.-3511 PIF 20 5. System (100) according to one of the preceding claims, wherein the coordination control (150) is configured to receive the position of an element (115) with respect to the kinematic assembly (110); and to determine a position of the element (115) with respect to the motor vehicle.
6. System (100) according to any of the preceding claims, wherein the coordination control (150) is configured to detect a modified, added or removed assembly (110); and to adapt the control of elements (115) to the change.
7. System (100) according to one of the preceding claims, wherein the assemblies (110) and the coordination control (150) are connected to each other by means of a data bus (155).
8. System (100) according to one of the preceding claims, wherein the coordination control (150) is configured to control an adjustment of an element (115) from a first to a second position; and to learn a course of the position.
9. System (100) according to claim 8, wherein the coordination control (150) is configured to selectively control the element (115) to adjust between the positions.
10. System (100) according to any of the preceding claims, wherein the coordination control (150) is configured to provide a control parameter of an assembly (110) to another component on board the motor vehicle.-3511 PIF 21 11. System (100) according to one of the preceding claims, wherein a kinematic assembly (110) comprises a first element (115) to which a second element (115) is attached.
12. System (100) according to one of the preceding claims, wherein a kinematic assembly (110) comprises a steering column adjustment (130), a seat (135), a panoramic screen (140) and an exterior mirror (145).
13. Motor vehicle (105) comprising a system (100) according to any of the preceding claims.
14. Method (200) for controlling kinematic assemblies (110) in the interior of a motor vehicle, wherein a kinematic assembly (110) comprises at least one adjustable element (115), an actuator (120) and a control device (125) for controlling the position of the element (115); wherein the method (200) comprises the following steps: Obtaining (230) a control parameter stored in a control device (125) by a coordination control (150); Obtaining (230) a position of an element (115) from an associated control device (125) by the coordination control (150); and Control (245, 250) by means of the coordination control (150) of an element (115) with respect to the control parameter and the position.
15. Method (200) according to claim 14, wherein the element (115) is controlled (245, 250) with respect to a movement behavior of a further element (115) in the context of adjustment from a first to a second position.