ADJUSTABLE DAMPING SYSTEM FOR A VEHICLE SEAT

Abstract

The invention relates to an adjustable damping system for a vehicle seat for damping vibrations of a seat-part-side upper part relative to a body-side lower part in at least one spatial direction (X, Y, Z), at least one damping element, arranged between the seat-part-side upper part and the body-side lower part and adjustable by an adjustment device, being provided for the damping. The damping system is further distinguished in that at least one relative movement variable and a change in the relative movement variable of the seat-part-side upper part relative to the body-side lower part can be determined by a sensor device, and a first damping force of the damping element can be adjusted by the adjustment device as a function of the at least one relative movement variable and the frequency of the change in the relative movement variable.

Claims

1. An adjustable damping system for a vehicle seat for damping vibrations of a seat-part-side upper part relative to a body-side lower part in at least one spatial direction (X, Y, Z), at least one damping element, arranged between the seat-part-side upper part and the body-side lower part and adjustable by an adjustment device, being provided for the damping, wherein at least one relative movement variable and a change in the relative movement variable of the seat-part-side upper part relative to the body-side lower part can be determined by a sensor device, and a first damping force of the damping element can be adjusted by the adjustment device as a function of the at least one relative movement variable and the frequency of the change in the relative movement variable.

2. The adjustable damping system according to claim 1, wherein the first damping force of the damping element is adjustable by the adjustment device as a function of a speed (V), an acceleration (B) and the jerk (R) of the seat-part-side upper part relative to the body-side lower part.

3. The adjustable damping system according to claim 1, wherein the first damping force, adjustable by the adjustment device, of the damping element is proportional to the sum of a speed summand, an acceleration summand and a jerk summand, the speed summand being the product of a first frequency-dependent amplification factor (K.sub.1(f)) and the value of the speed (V), the acceleration summand being the product of a second frequency-dependent amplification factor (K.sub.2(f)) and the value of the acceleration (B), and the jerk summand being the product of a third frequency-dependent amplification factor (K.sub.3(f) and the value of the displacement travel (X).

4. The adjustable damping system according to claim 3, wherein the frequency range measured by the sensor device comprises at least one resonant frequency (f.sub.Res), in a frequency interval extending from an initial frequency (f.sub.A) to the resonant frequency (f.sub.Res) the value of the acceleration summand and of the jerk summand increasing, causing the first damping force of the damping element to increase, in a frequency interval extending from the resonant frequency (f.sub.Res) to an end frequency (f.sub.E) the jerk summand being dominant, causing the first damping force of the damping element to decrease.

5. The adjustable damping system according to claim 1, wherein a second damping force of the damping element can be adjusted by the adjustment device, it being possible for this second damping force to be determined by the adjustment device by way of a total damping travel of the damping element, a basic damping force presettable by way of a damping setting device, a position, measurable by a sensor device, of the seat-part-side upper part relative to the body-side lower part, and a movement direction of the seat-part-side upper part relative to the body-side lower part, it being possible for the movement direction to be determined from at least two temporally successive positions, measurable by the sensor device, of the seat-part-side upper part relative to the body-side lower part.

6. The adjustable damping system according to claim 5, wherein a maximum displacement of the position of the seat-part-side upper part relative to the body-side lower part is given by the total damping travel of the damping element, which is delimited by an upper and a lower damping travel end, and a vertical position, forming the target value for the adjustment, of the seat-part-side upper part relative to the body-side lower part can be adjusted by way of a height setting device, a maximum settable vertical position being in a range of the total damping travel which preferably extends between a total damping travel centre and the upper damping travel end, and a minimum settable vertical position being in a range of the total damping travel which extends between a total damping travel centre and the lower damping travel end.

7. The adjustable damping system according to claim 6, wherein during displacement of the position of the seat-part-side upper part, starting from the vertical position, the second damping force, adjustable by the adjustment device , of the damping element is smaller within a comfort range of the total damping travel than outside the comfort range, the comfort range being delimited by an upper and a lower comfort limit, the comfort range being a sub-range of the range of the total damping travel delimited by the maximum settable vertical position and the minimum settable vertical position, the second damping force being constant within the comfort range or increasing or decreasing with the distance between the position of the seat-part-side upper part and the vertical position, during displacement of the position of the seat-part-side upper part, starting from the maximum or minimum vertical position, the comfort range is limited to the maximum or the minimum vertical position.

8. The adjustable damping system according to claim 6, wherein during displacement of the position of the seat-part-side upper part, starting from the vertical position, the second damping force, adjustable by the adjustment device, of the damping element grows linearly, outside the comfort range of the total damping travel, with the distance between the position of the seat-part-side upper part and the vertical position.

9. The adjustable damping system according to claim 1, wherein during displacement of the position of the seat-part-side upper part, in the direction of the vertical position, a damping force of the damping element which merely corresponds to the pre-adjusted basic damping force can be set by the adjustment device.

10. The adjustable damping system according to claim 1, wherein a third damping force of the damping element can be adjusted by the adjustment device, it being possible to determine this second damping force by way of the total damping travel, the presettable basic damping force, the position of the seat-part-side upper part relative to the body-side lower part, the movement direction, the magnitude of the speed, and a remaining damping travel of the seat-part-side upper part relative to the body-side lower part, it being possible to determine the remaining damping travel from the total damping travel and the position of the seat-part-side upper part relative to the body-side lower part, it being possible to determine the speed from at least two temporally successive positions of the seat-part-side upper part relative to the body-side lower part.

11. The adjustable damping system according to claim 10, wherein the frequency range measured by the sensor device comprises at least one resonant frequency, in a frequency interval extending from an initial frequency to the end frequency and containing the resonant frequency, the total damping force of the damping element corresponding to the first damping force, and outside this frequency interval the total damping force of the damping element being given by the sum of the second and third damping forces.

12. The adjustable damping system according to claim 1, wherein during displacement of the position of the seat-part-side upper part, starting from the maximum vertical position and in the direction of the upper damping travel end, or during displacement of the position of the seat-part-side upper part, starting from the minimum vertical position and in the direction of the lower damping travel end, a damping force of the damping element which is increased by an end impact protection factor can be set by the adjustment device, during displacement of the position of the seat-part-side upper part in the opposite direction, it being possible for a damping force of the damping element without an end impact protection factor to be set by the adjustment device.

13. A vehicle seat comprising an adjustable damping system according to claim 1.

14. A method for adjusting an adjustable damping system for a vehicle seat for damping vibrations of a seat-part-side upper part relative to a body-side lower part in at least one spatial direction (X, Y, Z), at least one damping element, arranged between the seat-part-side upper part and the body-side lower part and adjustable by an adjustment device, being provided for the damping, the method comprising the following steps: determining at least one relative movement variable and changing the relative movement variable of the seat-part-side upper part relative to the body-side lower part by way of a sensor device; adjusting a first damping force of the damping element by way of the adjustment device, the first damping force being determined by the adjustment device as a function of the at least one relative movement variable and the frequency of the change in the relative movement variable.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In the drawings:

[0047] FIG. 1 is a side view of a vehicle seat comprising a damping system;

[0048] FIG. 2 shows the ratio between the vibration amplitude of the seat and the amplitude of the excitation as a function of frequency;

[0049] FIG. 3a, b, c are each a graph of the second damping force as a function of the position of the seat-part-side upper part relative to the body-side lower part;

[0050] FIG. 4 is a graph of the second damping force as a function of the position of the seat-part-side upper part relative to the body-side lower part in accordance with a further embodiment;

[0051] FIG. 5 is an algorithm structure for determining the second damping force;

[0052] FIG. 6 is an algorithm structure for determining the total damping force;

[0053] FIG. 7a, b are graphs of the first damping force as a function of frequency;

[0054] FIG. 8 is a graph of the third damping force as a function of the position of the seat-part-side upper part relative to the body-side lower part in accordance with a further embodiment.

DETAILED DESCRIPTION

[0055] FIG. 1 shows a vehicle seat (2) comprising an adjustable damping system (1) for damping vibrations of a seat-part-side upper part (3) relative to a body-side lower part (4) in at least one spatial direction (X, Y, Z) in accordance with one possible embodiment. The damping system comprises at least one damping element (6), arranged between the seat-part-side upper part (3) and the body-side lower part (4) and adjustable by an adjustment device (5).

[0056] A scissor frame (11) and a spring element (10) are further arranged between the seat-part-side upper part (3) and the body-side lower part (4). In this embodiment, the spring element (10) is configured as a pneumatic spring element. The damping element (6) is arranged between a lower articulation point of the first scissor arm and the second scissor arm. An acceleration sensor (9) may optionally also be arranged at the lower articulation point. The acceleration of the seat-part-side upper part (3) relative to a body-side lower part (4) can thus be determined from the angular acceleration of the rotation at the articulation point.

[0057] The damping system (1) further comprises a damping setting device (7), by means of which a basic damping force can be specifically pre-adjusted by the user of the seat. The current position of the seat-part-side upper part (3) relative to the body-side lower part (4) can be measured by a sensor device (8). In this embodiment, the sensor device (8) is configured as a rotating height sensor. Displacement of the seat-part-side upper part (3) relative to the body-side lower part (4) brings about rotation in the height sensor, it being possible to determine the displacement distance and thus the position of the seat-part-side upper part (3) relative to the body-side lower part (4) from the angle of rotation. The sensor device (8), the damping setting device (7) and the damping element are connected to an adjustment device (5). If the adjustment is based on acceleration data of the seat-part-side upper part (3), naturally the acceleration sensor (9) is also connected to the adjustment device (5).

[0058] The damping system (1) further comprises a height setting device (17), by means of which a vertical position of the seat-part-side upper part (3) relative to the body-side lower part (4) is adjustable. The height setting device (17) may for example further comprise an adjustable pump which is connected to the pneumatic spring element (10). The height adjustment would thus be implemented by the supply and removal of air into or out of the pneumatic spring element (10). Alternatively, additional actuators would also be conceivable.

[0059] FIG. 2 shows the ratio of the vibration amplitude (A.sub.Sitz) of the seat to the amplitude (A.sub.Anr) of the excitation as a function of frequency. The graph (26) shows a typical progression of the ratio of the vibration amplitude in conventional seat damping systems as a function of frequency. In a frequency interval (28) extending from an initial frequency (f.sub.A) to an end frequency (f.sub.E) and containing the resonant frequency (f.sub.Res), an increase in the vibration amplitude is detectable in the range between the initial frequency (f.sub.A) and the resonant frequency (f.sub.Res). In the range between the resonant frequency (f.sub.Res) and the end frequency (f.sub.E), the vibration amplitude decreases again. A decrease in the introduced vibrations occurs above the end frequency (f.sub.E), which is typically √2 times the natural frequency of the vibration system, and increases with increasing excitation frequency. This effect is also known as vibration isolation.

[0060] The adjustable damping system (1) according to the invention for a vehicle seat (2) for damping vibrations of a seat-part-side upper part (3) relative to a body-side lower part (4) in at least one spatial direction (X, Y, Z) is provided for damping at least one damping element (6), arranged between the seat-part-side upper part (3) and the body-side lower part (4) and adjustable by an adjustment device (5). This adjustable damping system (1) is further distinguished in that at least one relative movement variable and a change in the relative movement variable of the seat-part-side upper part (3) relative to the body-side lower part (4) can be determined by a sensor device (8), and a first damping force (25) of the damping element (6) can be adjusted by the adjustment device (5) as a function of the at least one relative movement variable and the frequency of the change in the relative movement variable.

[0061] The first damping force (25) of the damping element (6) by the adjustment device (5) can be adjusted by the adjustment device (5) as a function of a speed (V), an acceleration (B) and a jerk (R) of the seat-part-side upper part (3) relative to the body-side lower part (4). The first damping force (25), adjustable by the adjustment device (5), of the damping element (6) is proportional to the sum of a speed summand, an acceleration summand and a jerk summand, the speed summand being the product of a first frequency-dependent amplification factor (K.sub.1(f)) and the value of the speed (V), the acceleration summand being the product of a second frequency-dependent amplification factor (K.sub.2(F)) and the value of the acceleration (B), and the jerk summand being the product of a third frequency-dependent amplification factor (K.sub.3(f)) and the value of the jerk (R).

[0062] The graph (27) shows the progression of the ratio of the vibration amplitude in the adjustable damping system according to the invention. In the frequency interval (28) extending from an initial frequency (f.sub.A) to an end frequency (f.sub.E) and containing the resonant frequency (f.sub.Res), no increase in the vibration amplitude can be detected. Thus, high objective and subjective travel comfort are made possible.

[0063] FIGS. 3a, 3b and 3c are each a graph of the second damping force (12) as a function of the position (13) of the seat-part-side upper part (3) relative to the body-side lower part (4). The x-axis gives the second damping force (12), and the y-axis gives the position (13) of the seat-part-side upper part (3) relative to the body-side lower part (4). The second damping force (12) of the damping element (6) is adjusted by the adjustment device (5) by way of a basic damping force, which is adjustable by the damping setting device (7), and the position (13), measurable by the sensor device (8), of the seat-part-side upper part (3) relative to the body-side lower part (4) and the movement direction (14) of the seat-part-side upper part (3) relative to the body-side lower part (4). The movement direction (14) is determined from at least two temporally successive positions (13), measurable by a sensor device (8), of the seat-part-side upper part (3) relative to the body-side lower part (4).

[0064] The graphs (12a, 12b, 12c) represent the progression of the second damping force (12) with a differently pre-adjusted basic damping force. A maximum displacement of the position (13) of the seat-part-side upper part (3) relative to the body-side lower part (4) is given by a maximum damping travel (15) of the damping element (6). The maximum damping travel (15) is delimited by an upper (15a) and a lower damping travel end (15b). The vertical position (16), adjustable by the height setting device (17), of the seat-part-side upper part (3) relative to the body-side lower part (4) forms the target value for the adjustment. A maximum settable vertical position (16a) is in a range of the total damping travel (15) extending between a total damping travel centre (15c) and the upper damping travel end (15a), and a minimum settable vertical position (16b) is in a range of the total damping travel (15) extending between a total damping travel centre (15c) and the lower damping travel end (15a).

[0065] In FIG. 3a, the vertical position (16) is pre-adjusted in the damping travel centre (15c). During displacement of the position (13) in the direction of the lower damping travel end (15b), the damping force (12) increases more than during displacement in the direction of the upper damping travel end (15a). This results in increased seat comfort, since an impact during a downward movement is subjectively perceived as more unpleasant than an upper end impact.

[0066] In FIG. 3b, the vertical position (16) is pre-adjusted between the total damping travel centre (15c) and the lower damping travel end (15b). Presetting of this type has a greater increase in the second damping force (12) during displacement of the position (13) in the direction of the lower damping travel end (15b), since less damping travel is available.

[0067] In FIG. 3c, the pre-adjusted vertical position (16) corresponds to the maximum vertical position (16a). In this case, less damping travel is available in the direction of the upper damping travel end (15a). Accordingly, the second damping force (12) has a greater increase during upward displacement of the position (13) in the direction of the upper damping travel end (15a).

[0068] The increase in the second damping force (12) for a movement direction of the seat-part-side upper part (3) relative to the body-side lower part (4) can advantageously be defined freely by selecting appropriate parameters. For example, it would also be conceivable to adjust higher damping during spring excursion. Higher damping of this type during spring excursion facilitates actuation of the pedals of the motor vehicle by a driver located on the seat.

[0069] Depending on the position (13) of the seat-part-side upper part (3) relative to the body-side lower part (4), the second damping force (12) of the damping element (6) has a comfort range (18) delimited by an upper (18a) and a lower comfort limit (18b). In this comfort range (18), the damping force (12) is constant for displacement of the position (13) of the seat-part-side upper part (3) relative to the body-side lower part (4). This can be seen in FIGS. 3a and 3b. In FIG. 3c, the pre-adjusted vertical position (16) corresponds to the maximum presettable vertical position (16a). In this case, the upper (18a) and the lower comfort limit (18b) are equal to the vertical position (16).

[0070] A third damping force (19) of the damping element (6) is adjustable by way of the adjustment device (5). This third damping force (19) can be determined by way of the total damping travel (15), the presettable basic damping force, the position (13) of the seat-part-side upper part (3) relative to the body-side lower part (4), the movement direction (14), the magnitude of the speed, and a remaining damping travel of the seat-part-side upper part (3) relative to the body-side lower part (4). The remaining damping travel can be determined from the maximum damping travel (15) and the position (13) of the seat-part-side upper part (3) relative to the body-side lower part (4), and the speed can be determined from at least two temporally successive positions (13) of the seat-part-side upper part (3) relative to the body-side lower part (4).

[0071] In a frequency range outside the frequency interval (28) extending from an initial frequency (f.sub.A) to an end frequency (f.sub.E) and containing the resonant frequency (f.sub.Res), the total damping force of the damping element (5) is given by the sum of the second (12) and third damping forces (19). The third damping force (19) may be superposed on the second damping force (12) in the same direction. This is required for example if only a little remaining damping travel is available (position (20) in FIG. 3a). An end impact can thus effectively be avoided. If a sudden impact occurs, the third damping force (19) can be directed counter to the second damping force (12), in such a way that the total damping force is set to be gentler. This is only expedient if there is sufficient remaining damping travel (position (21)). Thus, the seat-part-side upper part is deflected as little as possible.

[0072] FIG. 4 is a graph analogous to FIG. 3a. Further, the graph shows an alternative return displacement travel (22) of the position (13) of the seat-part-side upper part (3). For this return displacement travel (22), only the position-independent, pre-adjusted basic damping force is effective. An embodiment of this type results in gentler and/or more rapid retraction of the seat-part-side upper part (3). At the same time, the seat-part-side upper part (3) is stabilised in height, since it springs back into the initial position more gently.

[0073] FIG. 5 shows an algorithm structure for the adjustment device (5) to determine the second damping force (12) of the damping element (6). The position (13) of the seat-part-side upper part (3) relative to the body-side lower part (4) is measured by the sensor device (8) and supplied to the adjustment device (5). Further, an average position is detected by a low-pass or mean value formation filter (TP) and passed to the adjustment device (5). This value forms the target value for the adjustment. Likewise, a position specification could be provided from a memory or otherwise. Likewise, the movement direction (14) of the position (13) is supplied to the adjustment device (5). Further, the second damping force (12) is determined by way of a basic damping force (12), which can be pre-adjusted by a damping setting device (7), and the total damping travel (15). The first damping force is calculated by means of a characteristic or a look-up table.

[0074] FIG. 6 shows an algorithm structure for the adjustment device (5) to determine the total damping force D of the damping element (6). The following parameters are supplied to the adjustment device (5): the position (13) of the seat-part-side upper part (3) relative to the body-side lower part (4) as measured by the sensor device (8), a basic damping force (DM) presettable by the damping setting device (7), an average position (avPos) determined by a low-pass or mean value formation filter (TP), the total damping travel (FW), the second damping force (12, GD), the movement direction (14), and the speed (V) of the seat-part-side upper part (3) relative to the body-side lower part (4). Further, the parameter of the frequency (f) of the speed changes is supplied to the algorithm. The measured time-dependent values can for example be converted into a frequency spectrum by way of a Fourier transformation. Further, the values (B) from an acceleration sensor (9) may also be included.

[0075] The third damping force (19, ΔD) is formed from a first parameter (kvo), which is a function of the remaining damping travel (RFWo) and the presettable basic damping force (DM), and a speed factor V.sup.n (n=+/−1). If V≧0, for a current position (13, Pos) greater than the average position (avPos) the first parameter (kvo) is multiplied by the magnitude (|V|) of the speed. Otherwise, the first parameter (kvo) is multiplied by the reciprocal (1/V) of the speed. If V<0, for a current position (13, Pos) greater than the average position (avPos) the first parameter (kvo) is multiplied by the reciprocal (1/V) of the speed and otherwise it is multiplied by the magnitude (|V|) of the speed.

[0076] For frequencies (f) outside the frequency interval (28) extending from an initial frequency (f.sub.A) to an end frequency (f.sub.E) and containing the resonant frequency, the total damping force (D) is taken as the sum of the second damping force (12, GD) and the third damping force (19, ΔD).

[0077] For frequencies (f) within the frequency interval (28), the first damping force (25, D.sub.Res) is adjusted at the damping element. The first damping force (25, D.sub.Res) is proportional to the sum of a speed summand, an acceleration summand and a jerk summand, the speed summand being the product of a first frequency-dependent amplification factor (K.sub.1(f)) and the value of the speed (V), the acceleration summand being the product of a second frequency-dependent amplification factor (K.sub.2(f)) and the value of the acceleration (B), and the jerk summand being the product of a third frequency-dependent amplification factor (K.sub.3(f)) and the value of the jerk (R).

[0078] The second amplification factor (K.sub.2(f)) increases linearly with frequency, and the third amplification factor (K.sub.3(f)) increases quadratically with frequency. Further, the progression of the acceleration over time is phase-shifted through 90° and the progression of the jerk over time is phase-shifted through 180° with respect to the progression of the speed over time.

[0079] The frequency range measured by the sensor device (8) includes a resonant frequency. In the frequency interval (28) extending from an initial frequency (f.sub.A) to the resonant frequency (f.sub.Res), the values of the acceleration summand and distance summand increase, causing the first damping force (25, D.sub.Res) to increase. This advantageous increase is because the second (K.sub.2(f)) and third amplification factors (K.sub.3(f)) increase linearly and quadratically with frequency. In the frequency range extending from the resonant frequency (f.sub.Res) to an end frequency (f.sub.E), the travel summand is dominant, causing the first damping force (25, D.sub.Res) to decrease. The jerk summand is dominant as a result of the quadratic frequency dependency of the third amplification factor (K.sub.3(f)). Because of the antiphase behaviour of the speed and the jerk, the first damping force of the damping element decreases. Thus, high objective and subjective travel comfort are made possible for both low-frequency and high-frequency excitations. Thus, advantageously, by setting the appropriate amplification parameters, the influence of each summand on the sum and thus on the strength of the first damping force (25, D.sub.Res) can be defined. The force of the damper, which is significantly increased by the effect of individual summands, can greatly reduce the undesirable increase in the vibration amplitudes in the range of the resonant frequency.

[0080] The above-described behaviour of the first damping force (25, D.sub.Res) can be seen in FIG. 7a, 7b. The graphs show a progression (29) of a damping force of conventional seat damping systems and an actuation signal (30) for the damping element. In the graph of FIG. 7b, all of the aforementioned summands contribute to the damping force. The graph of FIG. 7b shows a progression of the first damping force (25, D.sub.Res) for which the travel summand is not taken into account.

[0081] FIG. 8 is a graph of the damping force as a function of the position of the seat-part-side upper part relative to the body-side lower part in accordance with a further embodiment. In the graph, the x-axis gives the third parameter kES and the y-axis gives the position (13) of the seat-part-side upper part (3) relative to the body-side lower part (4). In this embodiment, the damping force is given by D=kES.Math.V.sup.n. The third parameter kES is a function of: the upper damping travel end (15a, FEo), the lower damping travel end (15b, FEu), the damping travel centre (15c, FEm), the maximum vertical position (16a, maxo), the minimum vertical position (16b, minu), the upper comfort limit (18a, KGo), the lower comfort limit (18b, KGu), the average position (23, avPos), the current position (13, Pos), the pre-adjusted basic damping force (DM) and the movement direction (14, sgn(V)). The exponent n is in the range of 0 to ∞. At n=0, D is independent of the magnitude of the speed, and corresponds to the first damping force. For 0<n<1, the damping system (1) has a degressive characteristic, and for n≧1 it has a progressive characteristic. For a fixed exponent n, the third parameter kES determines the characteristic of the damping force. For V≧0: kES=kESo, and for V<0: kES=kESu. The third parameter is composed of two constituents: kES=kES1+kES2 (kESo=kESo1+kESo2, kESu=kESu1+kESu2), where kES2 is only unequal to 0 for a position in a range between the maximum vertical position (16a, maxo) and the upper damping travel end (15a, FEo) and in a range between the minimum vertical position (16b, maxu) and the lower damping travel end (15b, FEu). If the current position (13, Pos) of the seat-part-side upper part (3) goes beyond the maximum vertical position (16a, maxo) or the minimum vertical position (16b, maxu), kES becomes higher as a result of the kES2 components. The damping force is thus increased by an end impact protection factor kES2, making it possible effectively to prevent an end impact of the seat-part-side upper part (3). To increase comfort, the seat-part-side upper part (3) should be returned into the average position (23) or to the target value for the adjustment as rapidly as possible. Accordingly, during the return movement the kES2 component is set to 0.

[0082] All features disclosed in the application documents are claimed as essential to the invention if they are novel over the prior art individually or in combination.

LIST OF REFERENCE SIGNS

[0083] 1 Adjustable damping system [0084] 2 Vehicle seat [0085] 3 Seat-part-side upper part [0086] 4 Body-side lower part [0087] 5 Adjustment device [0088] 6 Damping element [0089] 7 Damping setting device [0090] 8 Sensor device [0091] 9 Acceleration sensor [0092] 10 Spring element [0093] 11 Scissor frame [0094] 12 Second damping force [0095] 12a Second damping force as a function of a first presettable basic damping force [0096] 12b Second damping force as a function of a second presettable basic damping force [0097] 12c Second damping force as a function of a third presettable basic damping force [0098] 13 Position of seat-part-side upper part [0099] 14 Movement direction [0100] 15 Maximum damping travel [0101] 15a Upper damping travel end [0102] 15b Lower damping travel end [0103] 15c Total damping travel centre [0104] 16 Vertical position [0105] 16a Maximum vertical position [0106] 16b Minimum vertical position [0107] 17 Height setting device [0108] 18 Comfort range [0109] 18a Upper comfort limit [0110] 18b Lower comfort limit [0111] 19 Third damping force [0112] 20 Position of seat-part-side upper part relative to body-side lower part [0113] 21 Position of seat-part-side upper part relative to body-side lower part [0114] Return displacement travel [0115] 23 Average position [0116] 24a Example position 1 [0117] 24b Example position 2 [0118] 24c Example position 3 [0119] 25 First damping force [0120] 26 Progression of the ratio of the vibration amplitudes in conventional seat damping systems [0121] 27 Progression of the ratio of the vibration amplitudes in seat damping system according to the invention [0122] 28 Frequency interval [0123] 29 Progression of a damping force of conventional seat damping systems [0124] 30 Actuation signal [0125] avPos Average position of seat-part-side upper part relative to body-side lower part [0126] A.sub.Sitz Seat vibration amplitude [0127] A.sub.Anr Excitation vibration amplitude [0128] avPos Average position of seat-part-side upper part relative to body-side lower part [0129] B Acceleration [0130] D Total damping force [0131] D.sub.Res First damping force [0132] ΔD Third damping force [0133] DM Presettable basic damping force [0134] f Frequency [0135] f.sub.A Initial frequency [0136] f.sub.Res Resonant frequency [0137] f.sub.E End frequency [0138] FW Total damping travel [0139] FEo Upper damping travel end [0140] FEu Lower damping travel end [0141] FEm Damping travel centre [0142] GD Second damping force [0143] K.sub.1(f) First amplification factor [0144] K.sub.2(f) Second amplification factor [0145] K.sub.3(f) Third amplification factor [0146] kvo First parameter [0147] kRFr Second parameter [0148] kES Third parameter [0149] kES2 End impact protection factor [0150] KGo Upper comfort limit [0151] KGu Lower comfort limit [0152] maxo Maximum vertical position [0153] maxu Minimum vertical position [0154] Pos Position of seat-part-side upper part relative to body-side lower part [0155] R Jerk [0156] RFWo Remaining damping travel [0157] TP Low-pass or mean value formation filter [0158] V Speed [0159] X, Y, Z Spatial directions