CN117002343A

CN117002343A - Remote notification and adjustment of passenger cabin arrangement

Info

Publication number: CN117002343A
Application number: CN202210462900.2A
Authority: CN
Inventors: 马科斯·席尔瓦·康拉德; 帕特里克·马洛尼; 凯文·莫祖尔凯维奇; 乔纳森·安德鲁·莉娜; 肖恩·贝耳·韦斯特
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2022-04-28
Filing date: 2022-04-28
Publication date: 2023-11-07

Abstract

The present disclosure provides for "remote notification and adjustment of passenger cabin arrangements". A transport system is disclosed. The transport system includes: a vehicle; a plurality of seat assemblies positioned within a passenger compartment of the vehicle and defining an arrangement; a plurality of actuators effecting movement of various components of the plurality of seat assemblies; a plurality of sensors; and a controller. Specific examples of preset or preprogrammed arrangements and the ability to customize the arrangements are disclosed. Additionally, exemplary methods are disclosed that illustrate transitions between various preset or preprogrammed arrangements.

Description

Remote notification and adjustment of passenger cabin arrangement

Technical Field

The present disclosure relates generally to vehicles. More particularly, the present disclosure relates to seating arrangements within a passenger compartment of a vehicle.

Background

The passenger compartment of a vehicle is typically provided with a plurality of seat assemblies. The positioning of the plurality of seat assemblies within the passenger compartment may define a seat arrangement. However, existing approaches to passenger compartment design tend to be limited to adjusting the total seat capacity of the passenger compartment by removing or stowing only one or more of the plurality of seat assemblies. The present disclosure seeks to provide additional arrangements within a passenger compartment and methods for performing the additional arrangements.

Disclosure of Invention

According to a first aspect of the invention, a vehicle includes a passenger compartment having a front region, a center region, a rear region, and a lower region. A floor is positioned in the lower region of the passenger compartment. A rail system is positioned in the floor and extends along a longitudinal direction of the vehicle. The rail system includes a rail position sensor. A plurality of seat assemblies are disposed in the passenger compartment of the vehicle to define a seat arrangement. Each of the plurality of seat assemblies includes a seat base, a seat back, and a swivel assembly. The seat has a first end and a second end. The seat is movably coupled to the seat base at the second end of the seat. A seat position sensor monitors a current position of the seat. The seat back is movably coupled to the seat base proximate the second end of the seat. A seat back position sensor monitors a current position of the seat back. A seat actuator adjusts an angular position of the seat relative to the seat base. A seat back actuator adjusts an angular position of the seat back relative to the seat base. The swivel assembly is coupled to the seat base. A rotational actuator is engaged with the rotational assembly such that the seat base is rotatable about a vertical axis. A rotational position sensor monitors a rotational position of the seat base about the vertical axis. A translation actuator is coupled to the seat base and engaged with the track assembly. The translational actuator is capable of adjusting a position of the seat assembly along the track system. A controller receives position data from the seat position sensor, the seat back position sensor, the rotational position sensor, and the rail position sensor to determine a current arrangement of the plurality of seat assemblies within the passenger compartment. The controller communicates the current arrangement of the plurality of seat assemblies within the passenger compartment to a user interface external to the vehicle.

Embodiments of the first aspect of the invention may include any one or combination of the following features:

-each of the plurality of seat assemblies further comprising a calf support movably coupled to the first end of the seat, the calf support being movable between a retracted position and an extended position;

-a calf support actuator that adjusts an angular position of the calf support relative to the seat; and a calf support position sensor that monitors a current position of the calf support;

-the user interface is a mobile electronic device;

-the controller receiving a request signal from the user interface to adjust the arrangement of the passenger compartment from the current arrangement to a desired arrangement;

-adjusting the arrangement of the passenger compartment from the current arrangement to the desired arrangement comprises the controller transmitting a command signal to activate at least one actuator selected from the seat actuator, the seatback actuator, the rotary actuator, and the translating actuator of at least one of the plurality of seat assemblies;

-said adjustment from said current arrangement to said desired arrangement is effected while said vehicle is in motion;

-an occupancy sensor positioned on the vehicle, wherein the adjustment from the current arrangement to the desired arrangement is effected when the passenger compartment is free of occupants;

-the occupancy sensor is an imager positioned in an upper region of the passenger compartment, wherein a field of view of the imager is oriented towards the passenger compartment; and

-the occupancy sensor is positioned within each of the plurality of seat assemblies.

According to a second aspect of the present disclosure, a method of adjusting a passenger compartment arrangement of a vehicle includes providing the vehicle with a first seat assembly and a second seat assembly each movably coupled to a rail system within the passenger compartment of the vehicle, the first seat assembly and second seat assembly each including a seat and a seat back. The method also includes detecting a first rail position of the first seat assembly with a first rail position sensor. The method also includes detecting a first seat position of the seat of the first seat assembly with a first seat position sensor. Additionally, the method includes detecting a first seat back position of the seat back of the first seat assembly with a first seat back position sensor. Further, the method includes detecting a first rotational position of the first seat assembly with a first rotational position sensor. The method also includes detecting a second rail position of the second seat assembly with a second rail position sensor. The method also includes detecting a second seat position of a seat of the second seat assembly with a second seat position sensor. Additionally, the method includes detecting a second seat back position of the seat back of the second seat assembly with a second seat back position sensor. Further, the method includes detecting a second rotational position of the second seat assembly with a second rotational position sensor. The method further includes determining a current arrangement of the passenger compartment of the vehicle based on the detected positions of the first and second rail position sensors, the first and second seat back position sensors, and the first and second rotational position sensors. The method also includes communicating the current arrangement of the passenger compartment of the vehicle to a user interface of an intended user of the vehicle, the user interface being external to the vehicle. Additionally, the method includes receiving a desired arrangement of the passenger cabin from the user interface of the intended user.

Embodiments of the second aspect of the present disclosure may include any one or combination of the following features:

-detecting a first current calf support position of a first calf support of the first seat assembly with a first calf support position sensor;

-detecting a second current calf support position of a second calf support of the second seat assembly with a second calf support position sensor;

-adjusting the arrangement of the passenger compartment from the current arrangement to the desired arrangement;

-adjusting the arrangement of the passenger compartment from the current arrangement to the desired arrangement comprises activating at least one actuator selected from a first translational actuator of the first seat assembly, a second translational actuator of the second seat assembly, a first seat actuator of the first seat assembly, a second seat actuator of the second seat assembly, a first seatback actuator of the first seat assembly, a second seatback actuator of the second seat assembly, a first rotational actuator of the first seat assembly, and a second rotational actuator of the second seat assembly;

-the desired arrangement is the current arrangement;

-detecting an occupancy state of the passenger compartment of the vehicle with an occupancy sensor positioned on the vehicle and determining that the passenger compartment is free of occupants before transitioning the arrangement of the passenger compartment from the current arrangement to the desired arrangement;

-the occupancy sensor is an imager positioned in an upper region of the passenger compartment, and wherein a field of view of the imager is oriented towards the passenger compartment; and

the occupancy sensor includes a first occupancy sensor positioned within the first seat assembly and a second occupancy sensor positioned within the second seat assembly.

These and other aspects, objects, and features of the present disclosure will be understood and appreciated by those skilled in the art upon studying the following specification, claims, and appended drawings.

Drawings

In the drawings:

FIG. 1 is a schematic diagram of a vehicle showing communication between a user interface, a controller, and a plurality of seat assemblies, according to one example;

FIG. 2 is a schematic diagram of a vehicle showing communication between a user interface, a controller, and a plurality of seat assemblies, according to another example;

FIG. 3 is a schematic view of one of a plurality of seat assemblies showing components of the seat assembly, according to one example;

FIG. 4 is a schematic view of one of a plurality of seat assemblies showing components of the seat assembly according to another example;

FIG. 5 is a side perspective view of one of a plurality of seat assemblies according to one example;

FIG. 6 is a side perspective view of a vehicle showing a design arrangement according to one example;

FIG. 7 is a side perspective view of a vehicle showing a relaxed arrangement according to one example;

FIG. 8 is a side perspective view of a vehicle showing a social arrangement according to one example;

FIG. 9 is a side perspective view of a vehicle showing a child care arrangement according to one example;

FIG. 10 is a side perspective view of a vehicle showing a child seat arrangement according to one example;

FIG. 11 is a side perspective view of a vehicle showing an inlet/outlet arrangement according to one example;

FIG. 12 is a side perspective view of a vehicle showing cargo placement according to one example;

FIG. 13 is a process flow diagram for adjusting the arrangement of the passenger compartment depicted in general form;

FIG. 14A is a side view of a passenger compartment showing a first seat assembly and a second seat assembly in a design arrangement, according to one example;

FIG. 14B is a side view of a passenger compartment showing first and second seat assemblies in a relaxed arrangement according to one example;

FIG. 15 is a flow chart showing steps of transitioning between a design arrangement and a relaxed arrangement according to one example;

FIG. 16A is a side view of a passenger compartment showing a first seat assembly and a second seat assembly in a design arrangement according to one example;

FIG. 16B is a side view of a passenger compartment showing first and second seat assemblies in a social arrangement, according to one example;

FIG. 17 is a flow chart showing steps of transitioning between design arrangements and social arrangements according to one example;

FIG. 18A is a side view of a passenger compartment showing a first seat assembly and a second seat assembly in a design arrangement according to one example;

FIG. 18B is a side view of a passenger compartment showing a first seat assembly and a second seat assembly in a child care arrangement, according to one example;

FIG. 19 is a flow chart showing steps of transitioning between a design arrangement and a child care arrangement according to one example;

FIG. 20A is a side view of a passenger compartment showing a first seat assembly and a second seat assembly in a design arrangement, according to one example;

FIG. 20B is a side view of a passenger compartment showing a first seat assembly and a second seat assembly in a child seat arrangement according to one example;

FIG. 21 is a flow chart illustrating steps of transitioning between a design arrangement and a child seat arrangement according to one example;

FIG. 22A is a side view of a passenger compartment showing a first seat assembly and a second seat assembly in a design arrangement, according to one example;

FIG. 22B is a side view of a passenger compartment showing a first seat assembly and a second seat assembly in an inlet/outlet arrangement according to one example;

FIG. 23 is a flow chart showing steps of transitioning between a design arrangement and an inlet/outlet arrangement according to one example;

FIG. 24A is a side view of a passenger compartment showing a first seat assembly and a second seat assembly in a design arrangement, according to one example;

FIG. 24B is a side view of a passenger compartment showing a first seat assembly and a second seat assembly in a cargo arrangement, according to one example;

FIG. 25 is a flow chart showing steps of transitioning between a design arrangement and a cargo arrangement according to one example;

FIG. 26 is a flow chart illustrating steps of transitioning between a child care arrangement and a child seat arrangement according to one example;

FIG. 27 is a flowchart illustrating steps of transitioning between a child care arrangement and a relaxation arrangement according to one example;

FIG. 28 is a flowchart illustrating steps of transitioning between a child seat arrangement and a relaxed arrangement according to one example;

FIG. 29 is a flow chart illustrating steps of transitioning between an inlet/outlet arrangement and a child care arrangement according to one example;

FIG. 30 is a flowchart illustrating steps of transitioning between a cargo arrangement and a child seat arrangement according to one example;

FIG. 31 is a flowchart showing steps for transitioning between a cargo arrangement and a relaxed arrangement according to one example;

FIG. 32 is a flow chart showing steps of transitioning between a social arrangement and a child care arrangement according to one example;

FIG. 33 is a flowchart illustrating steps of transitioning between a social arrangement and a child seat arrangement according to one example;

FIG. 34 is a flow chart showing steps of transitioning between social and inlet/outlet arrangements according to one example;

FIG. 35 is a flowchart showing steps of transitioning between a social arrangement and a relaxed arrangement according to one example;

FIG. 36 is a flow chart showing steps in a security process according to one example;

FIG. 37 is a flowchart illustrating a method of adjusting an arrangement of a passenger compartment according to the present disclosure;

FIG. 38 is a flowchart illustrating a method of adjusting an arrangement of a passenger compartment according to the present disclosure;

FIG. 39 is a flowchart illustrating a method of adjusting an arrangement of a passenger compartment according to the present disclosure;

FIG. 40 is a flowchart illustrating a method of adjusting an arrangement of a passenger compartment according to the present disclosure;

FIG. 41 is a flowchart illustrating a method of adjusting an arrangement of a passenger compartment according to the present disclosure;

FIG. 42 is a flowchart illustrating a method of adjusting an arrangement of a passenger compartment according to the present disclosure;

FIG. 43 is a flow chart illustrating a method of adjusting an arrangement of a passenger compartment according to the present disclosure;

FIG. 44 is a flowchart illustrating a method of processing collected images of an intended user according to the present disclosure; and

fig. 45 is a flowchart illustrating a method of adjusting an arrangement of a passenger compartment according to the present disclosure.

Detailed Description

For purposes of this description, the terms "upper," "lower," "right," "left," "rear," "front," "vertical," "horizontal," and derivatives thereof shall relate to the concept of orientation in FIG. 6. However, it is to be understood that the concepts may assume various alternative orientations, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. Thus, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise.

The presently illustrated embodiments reside primarily in combinations of method steps and apparatus components related to a vehicle system capable of adjusting passenger cabin arrangements. Accordingly, the apparatus components and method steps have been represented where appropriate by conventional symbols in the drawings, showing only those specific details that are pertinent to understanding the embodiments of the present disclosure so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein. Furthermore, like reference numerals in the specification and drawings denote like elements.

As used herein, the term "and/or" when used to list two or more items means that any one of the listed items may be employed alone, or any combination of two or more of the listed items may be employed. For example, if the composition is described as comprising components A, B and/or C, the composition may comprise: only A; only B; only C; a combination of A and B; a combination of a and C; a combination of B and C; or a combination of A, B and C.

In this document, relational terms such as first and second, top and bottom, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. The elements preceded by "comprising" an "do not exclude the presence of other identical elements in a process, method, article or apparatus that comprises the element without further constraints.

The term "about" as used herein means that the amounts, sizes, formulations, parameters, and other amounts and characteristics are not, nor need be, exact, but may be approximate and/or larger or smaller, as desired: reflecting tolerances, conversion factors, rounding off, measurement error and the like, as well as other factors known to those of skill in the art. When the term "about" is used to describe an endpoint of a value or range, the disclosure should be understood to include the particular value or endpoint involved. Whether or not the endpoints of a numerical value or range in this specification are stated to be "about," the endpoint of the numerical value or range is intended to include two embodiments: one modified by "about" and one not modified by "about". It will also be understood that the endpoints of each of the ranges are significant both in relation to the other endpoint, and independently of the other endpoint.

The terms "substantially", "essentially" and variants thereof as used herein are intended to indicate that the feature being described is equal to or approximately equal to the value or description. For example, a "substantially planar" surface is intended to mean a planar or substantially planar surface. In addition, "substantially" is intended to mean that the two values are equal or substantially equal. In some embodiments, "substantially" may mean values within about 10% of each other, such as within about 5% of each other, or within about 2% of each other.

The terms "a," an, "or" the "as used herein mean" at least one "unless explicitly indicated to the contrary, and should not be limited to" only one. Thus, for example, reference to "a component" includes embodiments having two or more such components unless the context clearly indicates otherwise.

Referring to fig. 1 and 2, a vehicle 100 includes a controller 104. In various examples, vehicle 100 may be a motor vehicle. For example, the motor vehicle may be an automobile (e.g., personal vehicle, public transportation, etc.), an aircraft, a watercraft, a train, or any other transportation mode capable of carrying passengers and/or cargo. Although referred to as a motor vehicle in various examples, the vehicle 100 is not limited to an internal combustion engine as a source of locomotive power. Rather, electric motors, fuel cells, hybrid electric vehicles, plug-in electric vehicles, and the like are within the scope of the present disclosure. The controller 104 includes a microprocessor 108 and a memory 112. The memory 112 stores a programmed software program 116 that is executable by the microprocessor 108 and is used to process signals and inputs as well as move or adjust components of the vehicle 100 (e.g., the position of various actuators, user comfort settings, user climate settings, etc.). According to one example, the controller 104 may include analog and/or digital circuitry, such as in the form of a microprocessor 108. The controller 104 is communicatively coupled to a user interface 120. In some examples, the user interface 120 may be positioned on the vehicle 100 such that when the vehicle 100 changes geographic location, the user interface 120 maintains the same geographic location as the vehicle 100 (see fig. 1). Additionally or alternatively, the user interface 120 may be provided as a component separate from the vehicle 100 and may be external to the vehicle 100 (see fig. 2). For example, the user interface 120 may be a mobile electronic device (e.g., a user's personal smart phone, a user's personal computing device, a specified self-service terminal, etc.). In examples where the user interface 120 is provided on the vehicle 100 and is both a separate component of the vehicle 100 (e.g., a user's personal smart phone), the controller 104 may be accessed by any of the user interfaces 120 such that a current user of the vehicle 100 may adjust various components in communication with the controller 104 while the current user occupies the vehicle 100, without being limited to being within arm reach of the in-vehicle user interface 120. Providing the user interface 120 on the vehicle 100 and the ability to provide the user interface 120 as an external component of the vehicle 100 may provide redundancy for the user to achieve greater access by the user. For example, a user having access to one of the user interfaces 120 external to the vehicle 100 may be provided with freedom to adjust the components of the vehicle 100 communicatively coupled to the controller 104 without currently occupying the vehicle 100, while allowing other users (e.g., users without a personal smart phone) that are unable to access the user interface 120 external to the vehicle 100 to operate the user interface 120 on the vehicle 100. The controller 104 is also communicatively coupled to a plurality of seat assemblies 124. The plurality of seat assemblies 124 may be any number of seat assemblies 124 greater than one seat assembly 124, such as two or more seat assemblies 124.

Referring again to fig. 1 and 2, in general, the user interface 120 may present information to a user regarding various components of the vehicle 100. For example, the user interface 120 may present information to a user regarding the location and/or settings of various components of the vehicle 100 that may be adjusted or moved by the controller 104 in response to actions or requests made by the user. One such example of a movable or adjustable component of the vehicle 100 that may be controlled or decided by a user may include adjusting an arrangement of a passenger compartment of the vehicle 100. For example, the user interface 120 may present various preset and/or customizable arrangements 128 of the passenger compartment of the vehicle 100 to a user. When a user selects one of the arrangements 128 provided on the user interface 120, the controller 104 may receive a request signal from the user interface 120 and transmit a corresponding instruction signal to implement the arrangement 128 selected by the user. The command signals transmitted by the controller 104 may cause adjustments to the arrangement of the passenger compartment of the vehicle 100 to be performed by changing the position of various components of the plurality of seat assemblies 124 and/or changing the relative positions of the plurality of seat assemblies 124 with respect to one another. The request signal received by the controller 104 from the user interface 120 may be executed by the microprocessor 108 and/or the memory 112 to effect a transition of the arrangement 128 of the passenger compartment of the vehicle 100. For example, the passenger compartment of the vehicle 100 may be in a first arrangement relative to the plurality of seat assemblies 124, wherein the first arrangement is a preset arrangement (e.g., a design arrangement, a social arrangement, a cargo arrangement, a child care arrangement, a child seat arrangement, an ingress/egress device, a relaxation arrangement, etc.). The user may select an alternative arrangement of the plurality of arrangements 128, which may be a preset arrangement, by interacting with the user interface 120. Since in this particular example both the first arrangement and the second arrangement are preset arrangements, the request signal from the user interface 120 may be received by the microprocessor 108 of the controller 104. Next, the microprocessor 108 may execute the program 116 stored in the memory 112. Accordingly, the controller 104 may process the request signal from the user interface 120 and control such adjustment by executing a program 116 stored in the memory 112 for making adjustments to the plurality of seat assemblies 124 from the first arrangement to the second arrangement.

With further reference to fig. 1 and 2, it is contemplated that controller 104 may process signals received from a plurality of sensors and/or data sources to determine which of a plurality of actuators may need to be activated and to what extent the actuators may need to be activated to enable execution of the placement of the passenger compartment of vehicle 100 in the second arrangement. Similarly, the controller 104 may process signals received from a plurality of sensors and/or data sources for determining an authorized status of a given movement of a given component of one of the plurality of seat assemblies 124. For example, some of the sensors and/or data sources may include an imager 132, a rail sensor 136, an optical sensor, an infrared sensor, a force sensor (e.g., a load sensor), and/or machine learning, as will be discussed in further detail herein. The imager 132, when employed, may be oriented with the field of view oriented toward an area of the passenger compartment and/or the field of view oriented toward the exterior of the vehicle 100. One or more imagers 132 (e.g., an internal viewing imager 132 and/or an external viewing imager 132) may be employed in various examples. The track sensors 136, when employed, may provide information to the controller 104 regarding the position of each of the plurality of seat assemblies 124 along the track system, as will be discussed in further detail herein. The rail system may be positioned within the floor of the passenger compartment. The sensors and/or data sources discussed in this disclosure for informing the controller 104 of the position of each of the various components of the vehicle 100 that may be adjusted or changed by a user are exemplary in nature and are not intended to be limiting. More specifically, the sensors and/or data sources are intended to convey illustrative examples of the types of components that may be monitored and/or controlled in performing adjustments to the arrangement of the passenger compartment of the vehicle 100 disclosed herein.

Referring to fig. 3 and 4, each of the plurality of seat assemblies 124 is provided with various sensors and actuators that may be controlled through interaction between the user interface 120 and the controller 104. As will be discussed in further detail herein, the passenger compartment 140 of the vehicle 100 may be provided with a plurality of seat assemblies 124 positioned in a first row 144, a second row 148, and/or a third row 152 (see fig. 6). It is contemplated that more or fewer sensors and/or actuators may be employed depending on the position of a given one of the plurality of seat assemblies 124 within the passenger compartment 140 of the vehicle 100. For example, each of the plurality of seat assemblies 124 positioned in the first row 144 and the second row 148 may be provided with a greater degree of movement within the passenger compartment 140 of the vehicle 100 than each of the plurality of seat assemblies 124 that may be positioned in the third row 152. For example, the third row 152 may be vertically raised as compared to the first row 144 and the second row 148 such that the floor of the passenger compartment 140 is contoured. In such an example, the seat assemblies 124 positioned within the third row 152 may be more spatially constrained than the seat assemblies 124 in the first and second rows 144, 148. In some examples, the floor of the passenger compartment 140 may be flat or less contoured such that the seat assemblies 124 in the third row 152 may be provided with the same degree of movement as the seat assemblies 124 positioned in the first row 144 and the second row 148. As shown in fig. 3, the seat assemblies 124 positioned in the first row 144 and the second row 148 may each be provided with: an occupancy sensor 156 that can notify the controller 104 of the occupancy status of a given seat assembly 124; track sensors 160 that monitor regions of the track system in front of and/or behind a given seat assembly 124 and/or interact with the track sensors 136 to determine a current track position of the seat assembly 124; and/or an authorization sensor 164 that monitors the immediate vicinity of the seat assembly 124 to determine the presence or absence of an obstruction to movement of various components of the seat assembly 124. In some examples, the track sensor 160 may be used as the authorization sensor 164. The actuators that may be disposed on the seat assemblies 124 positioned in the first and second rows 144, 148 may include, but are not limited to, a seatback actuator 168, a seat actuator 172, a calf support actuator 176, a rotary actuator 180, and/or a translational actuator 184. The seat assembly 124 positions a first row 144 and a second row 148 that may be provided with a safety device control 188 (e.g., seat belt retractor, airbag, etc.) and a comfort feature/arrangement 192 (e.g., heating surface, ventilation surface, adjustable cushion, etc.). The seat assemblies 124 positioned in the third row 152 of the passenger compartment 140 may be provided with less adjustability than the seat assemblies 124 positioned in the first row 144 and the second row 148. For example, the seat assemblies 124 positioned in the third row 152 may include, but are not limited to, an occupancy sensor 156, a seatback actuator 168, a seat actuator 172, a safety device control 188, and/or a comfort feature/setting 192.

Referring now to fig. 5, one of a plurality of seat assemblies 124 is illustrated according to various examples. The seat assembly 124 includes a headrest 196, a seat back 200, and a seat 204. In some examples, the seat assembly 124 may also include a calf support 208 (see fig. 7), as will be discussed in further detail herein. The headrest 196 may be suspended above a seat back 200. More specifically, the seat assembly 124 includes a seat back support member 212 that may extend along a rearward surface of the seat back 200, wherein adjacent surfaces of the seat back 200 and the seat back support member 212 diverge from one another as a distance from a lower portion 216 of the seat back 200 to an upper portion 220 of the seat back 200 increases. The seat back support member 212 includes a headrest support tube 224 that extends vertically above the upper portion 220 of the seat back 200. The headrest 196 may be coupled to the headrest support tube 224 such that the headrest 196 is suspended above the upper portion 220 of the seat back 200 without the headrest 196 physically contacting the upper portion 220 of the seat back 200. In some examples, the headrest 196, the seat back support member 212, and the headrest support tube 224 may each be out of engagement with the upper portion 220 of the seat back 200.

Referring again to fig. 5, the seat assembly 124 includes a seat base 228. The seat back 200, seat 204, and seat back support member 212 are each coupled to the seat base 228. The seat back 200 is coupled to the seat base 228 proximate the lower portion 216 of the seat back 200. The seat back 200 is movably coupled to the seat base 228 such that the seat back 200 can rotate or pivot about a seat back axis of rotation 232. The seat 204 includes a first end 236 and a second end 240. The seat 204 is coupled to the seat base 228 at a second end 240 of the seat 204. The seat 204 is movably coupled to the seat base 228 such that the seat 204 can pivot or rotate about a seat rotation axis 244. The pivotable or rotatable coupling of the seat 204 and the seat base 228 allows the seat 204 to be movable between an upwardly stowed position (see fig. 9, 11, and 12) and a downwardly deployed position, as depicted herein. The movement of the seat 204 between the upwardly stowed position and the downwardly deployed position may be referred to as a stadium seat. The seat base 228 may include a bracket 248 that is positioned on a side of the seat assembly 124. The seat back 200 and the seat 204 are mounted to the bracket 248 at a seat back coupling point 252 and a seat coupling point 256, respectively. The seat back coupling point 252 may define the seat back rotational axis 232. Similarly, the seat coupling point 256 may define the seat rotational axis 244. In various examples, the seat assembly 124 may include a swivel assembly 260. The pivot assembly 260 may be mounted to the bracket 248 of the seat base 228 at a pivot coupling point 264. The rotating assembly 260 may be a concentric ring design having an upper ring that rotates with the seat 204 about the vertical axis 268 as the rotating assembly 260 rotates, and a lower ring that is coupled to the rotating platform 272 and rotates about the vertical axis 268 as the rotating assembly 260 rotates, the lower ring being stationary.

With further reference to fig. 5, the seat assembly 124 includes: a seat back position sensor 276 that monitors a current position of the seat back 200; a seat position sensor 280 that monitors the current position of the seat 204; and a rotational position sensor 284 that monitors the rotational position of the rotational assembly 260 about the vertical axis 268. The seat assembly 124 further includes: a seat back actuator 168 that can adjust the angular position of the seat back 200 relative to the seat base 228; a seat actuator 172 that can adjust the angular position of the seat 204 relative to the seat base 228; and a rotational actuator coupled to the rotational assembly 260 such that the rotational assembly 260 and, ultimately, the seat assembly 124 are rotatable about a vertical axis 268. It is contemplated that the seat back actuator 168, the seat actuator 172, and the rotational actuator 296 may each be provided with their corresponding position sensors (seat back position sensor 276, seat position sensor 280, and rotational position sensor 284, respectively) as integrated components therein. In some examples, the seat assembly 124 may be provided with a calf support actuator 176 that adjusts the angular orientation of the calf support 208 relative to the seat 204, wherein the calf support 208 is operable between a retracted position and an extended position. Various actuators (e.g., seat actuator 172, seat back actuator 168, pivot actuator 180, and/or calf support actuator 176) can be provided with sensors incorporated therein or otherwise associated therewith to track the current position of the actuator and/or monitor movement of the actuator so that control 104 can determine when actuation should cease. The sensors may include, but are not limited to, hall effect sensors and ripple counters.

Referring now to fig. 6-12, the passenger compartment 140 of the vehicle 100 may be placed in various arrangements. The passenger compartment 140 of the vehicle 100 may be discussed with respect to the front region 300, the center region 304, and the rear region 308. Generally, and particularly when the plurality of seat assemblies 124 are arranged in the design position (see fig. 6), the first row 144 corresponds with the front region 300, the second row 148 corresponds with the center region 304, and the third row 152 corresponds with the rear region 308. The front region 300 and the center region 304 of the passenger compartment 140 may each be provided with one or more access doors 312 that separate the passenger compartment 140 from the vehicle exterior environment. Similarly, one of the access doors 312 may be provided at the rear of the vehicle 100, such as a liftgate that may be utilized by the seat assemblies 124 positioned in the third row 152. The access door 312 is movable between an open position and a closed position, thereby allowing ingress and/or egress of occupants and/or cargo. The passenger compartment 140 includes a rail system 316 that is positioned in a floor 320 of the vehicle 100. The rail system 316 may be provided with power and/or data lines such that power may be transmitted to the seat assembly 124 and data may be transferred between the seat assembly 124 and the vehicle 100 (e.g., the controller 104). Additionally or alternatively, data may be transferred between the seat assemblies 124. The floor 320 of the vehicle 100 is positioned in a lower region of the passenger compartment 140. The rail system 316 includes a plurality of rails 324 extending along a longitudinal direction 328 of the vehicle 100. The tracks 324 may be arranged in pairs along the longitudinal direction 328, wherein each pair of tracks 324 enables one or more of the plurality of seat assemblies 124 coupled thereto to be actuated along the tracks 324 in the longitudinal direction 328. For example, the first seat assembly 332 and the second seat assembly 336 may be coupled to the first pair of tracks 324. Similarly, a third seat assembly 340 and a fourth seat assembly 344 may be coupled to the second pair of rails 324. As depicted in fig. 6, a first pair of rails 324 is positioned on the most proximal side of the vehicle 100, while a second pair of rails 324 is positioned on the distal side of the vehicle 100. While the seat assembly 124 positioned on the most proximal side of the vehicle 100 is primarily depicted as having the seat back actuator 168, the seat actuator 172, the calf support actuator 176, the rotary actuator 180, and/or the pan actuator 184, those skilled in the art will recognize that the remaining seat assemblies 124 within the passenger compartment 140 may be provided with some or all of the components listed herein.

Referring again to fig. 6-12, a plurality of seat assemblies 124 are positioned within a passenger compartment 140 of the vehicle 100 to define a seat arrangement. The various actuators and sensors discussed herein enable the controller 104 of the vehicle 100 to affect adjustment of the plurality of seat assemblies 124 to achieve various seating arrangements within the passenger compartment 140. The seat base 228 is engaged with the track system 316. For example, the seat base 228 may be engaged with the track system 316 by the rotating assembly 260 (e.g., an anchor 334 extending downward from the rotating assembly 260). More specifically, a lower portion of the rotating assembly 260 may be engaged with the rail system 316, while an upper portion of the rotating assembly 260 is engaged with the seat base 228. Thus, the coupling between the seat assembly 124 and the track system 316 may enable translational movement of the seat assembly 124 along the track system 316 while also allowing the seat assembly 124 to rotate about the vertical axis 268 via the rotational assembly 260. The rail system 316 may be provided with one or more rail sensors 136. When a plurality of track sensors 136 are employed within the track system 316, the controller 104 may be able to monitor the current position of each of the plurality of seat assemblies 124 by referencing the plurality of track sensors 136. For example, the controller 104 may be able to determine that the first seat assembly 332 is positioned between a first one of the track sensors 136 and a second one of the track sensors 136, and that the second seat assembly 336 is positioned between a third one of the track sensors 136 and a fourth one of the track sensors 136. In such examples, the track sensors 136 may be used as "position doors" that may be used to convey that a given one of the plurality of seat assemblies 124 has passed one of the track sensors 136 but has not passed one of the track sensors 136 in close proximity to the track sensor. In various examples, the rail sensor 136 may be a magnet within the floor 320 and/or the track 324. In such examples, the seat assembly 124 may be provided with hall effect sensors positioned and/or configured to interact with the magnetic track sensors 136, thereby enabling the controller 104 to determine the proximity of the seat assembly 124 to one or more of the track sensors 136.

With further reference to fig. 6-12, it is contemplated that the imager 132 may be oriented with the field of view directed toward the passenger compartment 140 such that the imager 132 may be used to determine the current position of the plurality of seat assemblies 124 (e.g., by identifying the shape of the seat assemblies 124, by identifying a QR code on the seat assemblies 124, etc.). By coupling the seat back 200, the seat 204, and the pivot assembly 260 to a common component (such as the seat base 228), greater freedom of movement of the various components of the seat assembly 124 may be achieved. More specifically, a lower portion of the rotating assembly 260 engages the track 324 of the rail system 316. Thus, the lower portion of the rotating assembly 260 is rotationally fixed about the vertical axis 268, but is capable of translational movement along the rail system 316. An upper portion of the swivel assembly 260 engages or couples with the seat base 228 while maintaining the seat base 228 out of direct engagement with a lower portion of the swivel assembly 260. Thus, the seat base 228 is allowed to rotate about the vertical axis 268 due to actuation of the rotational assembly 260. The coupling of the seat 204 to the seat base 228 also enables greater freedom of movement of the seat 204. More specifically, the seat 204 is coupled to the bracket 248 of the seat base 228 in a manner that suspends the seat 204 between the brackets 248 while maintaining the seat 204 out of direct engagement with the pivot assembly 260. Thus, the seat 204 is rotatable about the seat rotation axis 244 and is movable between an upwardly stowed position (see fig. 9) and a downwardly deployed position (see fig. 6). Similar to the seat 204, the seat back 200 is coupled to the seat base 228 in a manner that allows rotational movement of the seat back 200 about a seat back rotational axis 232. More specifically, the seat back 200 is suspended between the brackets 248 of the seat base 228 such that the seat back 200 is not directly engaged with the seat 204. Thus, the independent coupling of each of the seat back 200, the seat 204, and the pivot assembly 260 to the bracket 248 of the seat base 228 allows the seat 204 to actuate between the upwardly stowed position and the downwardly deployed position independent of the rotational position of the pivot assembly 260 about the vertical axis 268. The translation actuator 184 may be coupled to a lower portion of the rotational assembly 260 (e.g., the rotational platform 272) in a manner that allows the translation actuator 184 to engage the rail system 316 (e.g., via one or more anchors 334 extending into the track 324). Activation of the translation assembly by the controller 104 enables adjustment of the position of a corresponding one of the seat assemblies 124 along the track system 316.

Referring specifically to fig. 6, a plurality of seat assemblies 124 are depicted in a design arrangement within a passenger compartment 140 of the vehicle 100. The design arrangement of the plurality of seat assemblies 124 may be defined as each of the plurality of seat assemblies 124 within the passenger compartment 140 being oriented in a forward facing orientation with the seat 204 of each of the seat assemblies 124 in a downward-facing deployed position and the seat back 200 of each of the seat assemblies 124 in a generally upright position. In the depicted design arrangement, each of the seat assemblies 124 is arranged and positioned in a manner that each of the seat assemblies 124 may be utilized by an occupant. As depicted, the seat assemblies 124 positioned in the first row 144 may be fully housed within the front region 300 of the passenger compartment 140, the seat assemblies 124 positioned in the second row 148 may be fully housed within the center region 304 of the passenger compartment 140, and the seat assemblies 124 positioned in the third row 152 may be fully housed within the rear region 308 of the passenger compartment 140. When the passenger compartment is provided with a seating arrangement in a design arrangement, the seating capacity of the passenger compartment 140 may be maximized because each of the seat assemblies 124 is capable of receiving an occupant. In some examples, the design arrangement of the passenger compartment 140 may minimize the total cargo capacity of the passenger compartment 140.

Referring specifically to fig. 7, the passenger compartment 140 of the vehicle 100 is depicted in a relaxed arrangement. The relaxed arrangement may be defined as at least one of the seat assemblies 124 (the first seat assembly 332 in the depicted example) being placed in a generally reclined and raised position. More specifically, in the relaxed arrangement, at least one of the seat assemblies 124 places the seat back 200 in the reclined position, raises the calf support 208 from the retracted position to the extended position, and/or adjusts the angular position of the seat 204 relative to the seat base 228 in a manner that increases the angle of inclination of the seat 204 relative to the floor 320 of the vehicle 100 as compared to the design position (see FIG. 6). When in the relaxed arrangement, the seat assembly 124 disposed in the reclined and raised position may encroach upon a seat area immediately behind one of the seat assemblies (e.g., the second seat assembly 336 in the depicted example). The relaxed arrangement may be implemented for one of the seat assemblies 124 independent of the position of the seat 204 of the immediately subsequent seat assembly 124. For example, the first seat assembly 332 may be placed in a relaxed arrangement or reclined and raised position independent of whether the seat 204 of the second seat assembly 336 is in a downward, deployed position (as depicted) or in an upward, stowed position. An occupant may wish to relax, rest and/or supplement their energy level with a relaxing arrangement on the way to their intended destination. While the first seat assembly 332 is depicted with the calf support 208 for purposes of illustration, it is contemplated that the calf support 208 can be disposed on each of the seat assemblies 124 within the passenger compartment 140.

Referring specifically to fig. 8, the passenger compartment 140 is depicted in a social arrangement. A social arrangement may be defined as placing one of the seat assemblies 124 in a rearward facing orientation such that the seat assembly 124 faces another one of the seat assemblies 124 in a rear immediately row of the vehicle 100, with a rear adjacent one of the seat assemblies 124 being positioned in a forward facing orientation. For example, the first seat assembly 332 may be placed in a rearward facing orientation such that an occupant of the first seat assembly 332 may face an occupant of the second seat assembly 336, wherein the second seat assembly 336 is positioned in the second row 148 and oriented in a forward facing orientation. When the occupants of the first and second seat assemblies 332, 336 are now facing each other, the legs of each of the occupants will occupy a common space between the first and second seat assemblies 332, 336. Thus, to provide additional footwell for occupants of the first and second seat assemblies 332, 336, it may be beneficial to actuate the first seat assembly 332 toward the forward-most portion of the track system 316 such that the rear portion of the seat back 200 of the first seat assembly 332 is proximate the dashboard 348 of the vehicle 100. When the passenger compartment 140 is in a social arrangement, occupants of the rearward facing seat assembly 124 (e.g., the first seat assembly 332) and the vehicle rearward facing seat assemblies 124 (e.g., the second seat assembly 336 and the third seat assembly 340) positioned at the rearward facing seat assembly 124 may more easily communicate with each other. For example, when the passenger compartment 140 is arranged in the design arrangement, it may be difficult for an occupant of the second row 148 to hear what is said by an occupant of the first row 144. This may be due in part to the acoustic waves exiting the mouths of the occupants of the first row 144 traveling forward of the vehicle of the first row 144 and eventually away from the occupants of the second row 148. While the first seat assembly 332 is depicted in a rearward facing orientation for illustrative purposes, it is contemplated that other seat assemblies of the plurality of seat assemblies 124 may additionally or alternatively be placed in a rearward facing orientation such that occupants of these rearward facing seat assemblies 124 may communicate with occupants of the vehicle rearward seat assembly 124 in a more direct manner without departing from the concepts disclosed herein.

Referring specifically to fig. 9, the passenger compartment 140 is depicted in a child care arrangement. The goal of the child care arrangement may be to allow a parent seated in the first seat assembly 332 to more easily provide assistance to a child occupying the third seat assembly 340. In some examples, the third seat assembly 340 may be provided with an auxiliary seat assembly (e.g., a child seat, see fig. 18B) disposed within the vehicle 100 or provided by an occupant of the vehicle 100. While the potential goal of the child care arrangement is to allow a parent occupying the first seat assembly 332 to more easily assist a child occupying the third seat assembly 340, it is contemplated that the child care arrangement may be used for alternative purposes. For example, the child care arrangement may allow an occupant of the first seat assembly 332 to more easily access cargo that may be stored on the floor 320 between the third seat assembly 340 and the fourth seat assembly 344 or cargo stored on the third seat assembly 340. Regardless of the intended target, use, or purpose behind the occupant of the child care arrangement selected, the child care arrangement may be defined as placing the seat 204 of the second seat assembly 336 in an upward stowed position and actuating the first seat assembly 332 along the track system 316 in the vehicle rearward direction such that the distance between the first seat assembly 332 and the second seat assembly 336 is reduced as compared to the design arrangement.

Referring again to fig. 9, in some examples, the rotational assembly 260 of the first seat assembly 332 may be actuated about the vertical axis 268 by the rotational actuator 180 of the first seat assembly 332 such that the first seat assembly 332 rotates in a counterclockwise direction toward the third seat assembly 340. Such actuation of the rotating assembly 260 of the first seat assembly 332 may also enable an occupant of the first seat assembly 332 to access an occupant of the third seat assembly 340 and/or cargo positioned behind the fourth seat assembly 344. As with other example arrangements depicted herein, the current depiction of a child care arrangement is intended to be exemplary and not limiting in nature. Thus, other ones of the seat assemblies 124 may be utilized to achieve a child care arrangement without departing from the concepts disclosed herein. Thus, a child care arrangement may be defined as one of the seat assemblies 124 being actuated along the track system 316 in a vehicle rearward direction such that one of the seat assemblies 124 is positioned proximate one of the seat assemblies 124 with the seat 204 of one of the seat assemblies 124 being optionally positioned in an upwardly stowed position. The child care arrangement may also be defined as co-locating longitudinally adjacent ones of the seat assemblies 124 within a single one of the regions (e.g., the central region 304 or the rear region 308) of the passenger compartment 140. For example, in the arrangement depicted in fig. 9, the first seat assembly 332 is actuated rearward from the front region 300 of the passenger compartment 140 such that both the first seat assembly 332 and the second seat assembly 336 are positioned in the central region 304. In various examples, placing the passenger compartment 140 in the child care arrangement may decrease the total seat capacity of the passenger compartment 140 by a value of 1 (e.g., the second seat assembly 336 may become unavailable to the occupant) for the duration that the passenger compartment 140 is in the child care arrangement. The transition to the child care arrangement may be accomplished through interaction of the occupant of the first seat assembly 332 with the user interface 120. In some examples, the transition to the child care arrangement may be initiated by an occupant of the passenger compartment 140 speaking a trigger word, phrase, or gesture. The trigger word, phrase, or gesture may be preprogrammed into the controller 104 or customized by the user. For example, a trigger word, phrase, or gesture may include, but is not limited to, "help," "mom," "dad," "me fallen," "couple," "child care placement," "slide back," and so forth. In general, a trigger word, phrase, or gesture may be an identified, programmed, or saved signal that may be transmitted verbally or visually.

Referring specifically to fig. 10, the passenger compartment 140 is depicted in a child seat arrangement. The child seat arrangement may be defined as rotating the second seat assembly 336 about the vertical axis 268 by actuating the rotary assembly 260 by the rotary actuator 180 such that the seating surface 350 defined by the seat back 200 and the seat 204 of the second seat assembly 336 is presented to one of the access doors 312 immediately adjacent to the access door. The seating surface 350 may be defined as the surface of the seat back 200 and seat 204 that directly engages an occupant when the occupant is seated on a given seat assembly 124. The child seat arrangement may be utilized when parents and children intend to occupy the vehicle 100. By rotating the second seat assembly 336 about the vertical axis 268 to present the seating surface 350 of the second seat assembly 336 to one of the access doors 312 immediately adjacent the access door, the difficulty of placing a child into the second seat assembly 336 may be reduced. In various examples, in examples where a parent wishes a child to be so seated in the passenger compartment 140, the parent may couple the child seat to the second seat assembly 336. The remaining ones of the seat assemblies 124 that are not designated for use by children or smaller occupants may be in various positions or arrangements while still at least partially constituting a child seat arrangement. Although the depicted example shows the second seat assembly 336 rotating about its vertical axis 268 toward one of the access doors 312 proximate the access door, the present disclosure is not so limited. More specifically, it is contemplated that the third seat assembly 340 may be so arranged, or that one of the seat assemblies 124 positioned in the third row 152 may be arranged to receive a child occupant or a smaller sized occupant. In examples where one of the seat assemblies 124 positioned in the third row 152 is disposed in a child seat arrangement, the seat assemblies 124 in the third row 152 to be so positioned may be rotated about their vertical axes 268 such that the seating surfaces 350 of the seat assemblies 124 in the third row 152 are oriented toward a rear liftgate of the vehicle 100 that constitutes one of the access doors 312 positioned at the rear side of the vehicle 100.

Referring specifically to fig. 11, the passenger compartment 140 is shown in an ingress/egress arrangement. The inlet/outlet arrangement may be defined as the seat 204 of the second seat assembly 336 being placed in an upwardly stowed position, as compared to the design arrangement, and the second seat assembly 336 being actuated along the track system 316 in the forward direction of the vehicle. In general, the inlet/outlet arrangement may be defined such that the associated seats 204 of one or more of the seat assemblies 124 positioned in the second row 148 are placed in an upward stowed position, and the corresponding seat assemblies 124 are actuated along the track system 316 such that the seat assemblies 124 are positioned proximate to the boundary between the front region 300 and the center region 304. With the passenger compartment 140 so arranged in an ingress/egress arrangement, a passenger may more easily access the third row 152 to occupy the seat assembly 124 positioned therein. Although the inlet/outlet arrangement is depicted as actuating one or more of the seat assemblies 124 positioned in the second row 148, the present disclosure is not so limited. Rather, it is contemplated that alternative vehicle layouts may present opportunities to use inlet/outlet arrangements in rows other than the second row 148. In general, it may be beneficial to provide an inlet/outlet arrangement when one of the rows of seat assemblies 124 is not provided with an access door 312 that is laterally immediately adjacent to the access door. In such a layout, adjacent rows of vehicles forward and laterally immediately adjacent to one of the access doors 312 may be actuated in the manner discussed herein to provide an inlet/outlet arrangement.

Referring specifically to fig. 12, the passenger compartment 140 is depicted in a cargo arrangement. The cargo arrangement may be defined as the seats 204 of the first and second seat assemblies 332, 336 being placed in the stowed-up position, and the first and second seat assemblies 332, 336 being actuated along the track system such that both the first and second seat assemblies 332, 336 are positioned within the front region 300 of the passenger compartment 140. By so arranging the first and second seat assemblies 332, 336, a portion of the floor 320 proximate the central region 304 may be provided with a continuous surface area increase so that large items may be stored thereon. While discussed as a cargo arrangement, it is contemplated that the cargo arrangement may be utilized in alternative or additional situations. For example, when the vehicle 100 reaches the pickup destination of a plurality of occupants, the cargo arrangement of the passenger compartment 140 may be employed. Typically in this case, the intended occupant of the passenger compartment 140 may be positioned on a single side of the vehicle 100, with the opposite side of the vehicle 100 oriented toward the effective lane of the road on which the vehicle 100 is traveling. In such cases, it may be beneficial for an occupant to enter the passenger compartment 140 from a side of the vehicle 100 that is positioned away from the effective lane of the road on which the vehicle 100 is traveling. Thus, it may be assumed that the cargo arrangement allows the initial occupant to more easily access the seat assemblies 124 in the third row 152, as well as access the third seat assembly 340 with fewer obstructions that may be caused by the second seat assembly 336 positioned in the second row 148 during such ingress of the occupant. When an occupant of the third row 152 of seat assemblies 124 and the third seat assembly 340 is seated within their respective seat assemblies 124, the second seat assembly 336 may be actuated to the second row 148 and its seat 204 actuated to the downward deployed position to receive the other of the intended occupants. At this point, an intended occupant of the fourth seat assembly 344 may access the fourth seat assembly 344 by accessing the passenger compartment 140 behind the first seat assembly 332 to avoid climbing over the first seat assembly 332 to access the fourth seat assembly 344. Finally, the first seat assembly 332 may be actuated rearward of the vehicle along the track system 316 and rotate its seat 204 to a downward deployed position to assume a design arrangement, thereby presenting the intended occupant of the first seat assembly 332 with the available seat surface of the first seat assembly 332. It is contemplated that in various examples, the seat assemblies 124 positioned in the third row 152 may have their seats 204 actuated to the stowed-up position to further provide additional storage area in the cargo arrangement.

Referring to fig. 13, a process flow diagram is depicted in general form. Generally, the process flow for adjusting the arrangement of the passenger compartment 140 begins with the passenger compartment 140 at the current seat arrangement 352. The current seating arrangement 352 may be any of the seating arrangements described herein or a custom arrangement that has been entered by a user. The current seating arrangement 352 may be stored in the memory 112 of the controller 104. Upon receiving the prompt 356, the controller 104 may transmit a command signal to the seat assembly 124 to adjust the current seat arrangement 352 to a preset seat arrangement or to customize the seat arrangement. In various examples, hint 356 may take the form of a request signal transmitted by user interface 120 to controller 104. As described above, the user interface 120 may be an onboard component of the vehicle 100 or a component external to the vehicle 100. Regardless of the positioning or arrangement of user interface 120, prompt 356 may take the form of a request signal transmitted by user interface 120 to controller 104. The request signal transmitted from the user interface 120 to the controller 104 may be actively selected by the user (e.g., actively selecting a given arrangement of the passenger compartment 140) or may be passively selected by the user (e.g., based on the number of occupants and/or the intended destination of the vehicle 100). The preset arrangements from which the user may select may include, but are not limited to, a design arrangement 360, a relax arrangement 364, an ingress/egress arrangement 368, a child seat arrangement 372, a social arrangement 376, and/or a child care arrangement 380. The idle time 384 may be selectively employed when transmitting a command signal from the controller 104 to adjust the current seat arrangement 352 to one of a preset arrangement or a custom arrangement. In some examples, the idle time 384 may represent a time range of one of the preset arrangements intended to adjust the current seat arrangement 352 to the custom arrangement provided by the user. Alternatively, the idle time 384 may represent an intermediate step in achieving the requested arrangement of the passenger compartment 140. For example, if the ingress/egress arrangement 368 is selected, the idle time 384 may represent a range of times in which an occupant is intended to be allowed to enter or exit the passenger compartment 140. Similarly, if the child seat arrangement 372 is selected, the idle time 384 may represent a range of times intended for a parent occupant to position the child occupant within one of the seat assemblies 124 presented to one of the access doors 312. As with the child seat arrangement 372, if the child care arrangement 380 is selected, the idle time 384 may represent a range of times that are intended to allow a parent or caretaker of the first seat assembly 332 to assist in occupying a child of the third seat assembly 340. After assuming the selected arrangement or terminating the idle time 384, the process of adjusting the current seat arrangement 352 to the alternate seat arrangement may reach an endpoint 388 where a new current seat arrangement may be stored in the memory 112 of the controller 104 for future reference.

Referring to fig. 14A-15, a transition from a design arrangement (fig. 14A) to a relaxed arrangement (fig. 14B) is depicted according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, such as a design arrangement. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In response to the request signals or prompts 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first and second seat assemblies 332, 336. The associated actuators for transitioning from the design arrangement to the relaxed arrangement may include the seat actuator 172 of the second seat assembly 336, the seat back actuator 168 of the first seat assembly 332, the seat actuator 172 of the first seat assembly 332, and the calf support actuator 176 of the first seat assembly 332. Each of these actuators may be communicatively coupled to a corresponding position sensor that informs the controller 104 of the current position of the given actuator. The communicative coupling between the given actuator and the given position sensor may take the form of the given position sensor being integrated with the given actuator. For example, the seat actuators 172 of the first and second seat assemblies 332, 336 may each be communicatively coupled with a corresponding seat position sensor 280, the seat back actuator 168 of the first seat assembly 332 may be communicatively coupled with the seat back position sensor 276, and the calf support actuator 176 may be communicatively coupled with the calf support position sensor 404. Thus, upon receiving a request signal to adjust the arrangement of the passenger compartment 140 from the design arrangement to the relaxed arrangement, the controller 104 may have stored the current position of each relevant component of the first and second seat assemblies 332, 336.

Referring again to fig. 14A-15, upon transitioning the passenger compartment 140 from the design arrangement to the relaxed arrangement, a step 408 of actuating the seat 204 of the second seat assembly 336 in an upward direction toward the upward stowed position is performed. In addition, step 412 of adjusting the angular orientation of the seat back 200 of the first seat assembly 332 relative to the seat base 228 of the first seat assembly 332 such that the seat back 200 of the first seat assembly 332 is disposed in the reclined position is performed. Further, step 416 of actuating the seat 204 of the first seat assembly 332 in an upward direction to place the seat 204 of the first seat assembly 332 in a more reclined orientation relative to the seat base 228 is performed. Further, adjusting the arrangement from the design arrangement to the relaxed arrangement includes a step 420 of actuating the calf support 208 of the first seat assembly 332 from the retracted position toward the extended position. Upon such adjustment of the first and second seat assemblies 332, 336, the passenger compartment 140 will successfully adjust from the first arrangement 392 (design arrangement) to the second arrangement 400 (relaxed arrangement). Upon reaching the relaxed arrangement, a predetermined idle time 424 may be provided to an occupant of the first seat assembly 332. The predetermined idle time 424 may be selected by an occupant of the first seat assembly 332. For example, an occupant of the first seat assembly 332 may decide that they wish to rest for a given period of time during which they occupy the vehicle 100. Thus, upon the lapse of the idle time 424, the occupant of the first seat assembly 332 may be prompted as to whether they want to return to the design arrangement, thereby providing a decision point 428. Alternatively, the occupants of the first seat assembly 332 may select whether they wish the arrangement of the passenger compartment 140 to return to a given arrangement (e.g., a design arrangement) when the idle time 424 has elapsed. In such an example, the occupant may be gently awakened from the rest period by slow actuation of the first seat assembly 332 from the relaxed arrangement to the design arrangement.

With further reference to fig. 14A-15, in the event that the occupant of the first seat assembly 332 chooses not to return to the design arrangement, the process may exit at step 432, regarding the decision point 428 as to whether the occupant of the first seat assembly 332 wants to return to the design arrangement, so that the occupant will not again be prompted to exit the relaxed arrangement. In such examples, an occupant of the first seat assembly 332 may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired. However, if the occupant of the first seat assembly 332 chooses to exit the relaxed arrangement and return to the design arrangement at decision point 428, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the relaxed arrangement to the design arrangement. In such an example, the selection of the return to the design arrangement by the occupant of the first seat assembly 332 at decision point 428 may be considered a prompt 436 or request signal communicated to the controller 104. Upon returning from the relaxed arrangement to the design arrangement, the calf support 208 of the first seat assembly 332 can be actuated to the retracted position at step 440. Additionally, at step 444, the seat 204 of the first seat assembly 332 may decrease the tilt angle of the seat 204 relative to the seat base 228 of the first seat assembly 332. Further, at step 448, the seat back 200 of the first seat assembly 332 is actuated from the reclined position toward the upright position. Finally, at step 452, the seat 204 of the second seat assembly 336 may be actuated to the downward deployed position, thereby completing the transition from the second arrangement 400 (relaxed arrangement) to the first arrangement 392 (design arrangement).

Referring to fig. 16A-17, a transition from a design arrangement (fig. 16A) to a social arrangement (fig. 16B) is depicted according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, such as a design arrangement. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a social arrangement. In response to the request signal or prompt 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first seat assembly 332. The relevant actuator for transitioning from the design arrangement to the social arrangement is at least the rotary actuator 180 of the first seat assembly 332. The rotational actuator 180 of the first seat assembly 332 is communicatively coupled to a rotational position sensor 284 of the first seat assembly 332. The rotational position sensor 284 of the first seat assembly 332 informs the controller 104 of the current position of the rotational actuator 180 of the first seat assembly 332. The communicative coupling between the rotary actuator 180 and the rotary position sensor 284 may take the form of the rotary position sensor 284 being integrated with the rotary actuator 180. Thus, upon receiving a request signal to adjust the arrangement of the passenger compartment 140 from the design arrangement to the social arrangement, the controller 104 may have stored the current position of the rotary actuator 284.

Referring again to fig. 16A-17, upon transitioning the passenger compartment 140 from the design arrangement to the social arrangement, a step 456 of actuating the seat 204 of the first seat assembly 332 in an upward direction toward the upward stowed position may be employed. Depending on the available clearance between the first seat assembly 332 and the immediate environment, actuating the seat 204 of the first seat assembly 332 toward the upward stowed position may be omitted at step 456. Additionally, upon transitioning the passenger compartment 140 from the design arrangement to the social arrangement, rotating the first seat assembly 332 about its vertical axis 268 may be accomplished at step 460. For example, rotation of the first seat assembly 332 about its vertical axis 268 may be accomplished by actuating the rotational actuator 180 of the first seat assembly 332 such that the first seat assembly 332 rotates along the path of travel of the associated rotational assembly 260. Rotation of the first seat assembly 332 about the vertical axis may place the first seat assembly 332 in a rearward facing orientation. In a simultaneous or sequential manner, transitioning the passenger compartment 140 from the design arrangement to the social arrangement may include a step 464A of actuating the seat 204 of the first seat assembly 332 to the downward deployed position and a step 464B of actuating the first seat assembly 332 along the track system 316 in the forward direction of the vehicle. By actuating the first seat assembly 332 in the forward direction of the vehicle, the distance between the first seat assembly 332 and the second seat assembly 336 may be increased, thereby providing additional space for the legs of the occupants of the first seat assembly 332 and the second seat assembly 336. Upon completion of steps 464A and 464B, either simultaneously or sequentially, the passenger compartment 140 has been successfully placed in the second arrangement 400 of the social arrangement. The controller 104 may provide a predetermined idle time 468 to maintain the arrangement of the passenger compartment 140 in a social arrangement. For example, the predetermined idle time 468 may be the duration of the travel time of the vehicle 100 when occupants of the passenger compartment 140 are transported from their pickup location to their desired destination. After the predetermined idle time 468 is complete, the controller 104 may prompt the user at decision point 472 whether to return the passenger compartment 140 to the design arrangement. If the occupant chooses not to return the arrangement of the passenger compartment 140 to the design arrangement, the process may be exited at step 476 such that the occupant will not be prompted again to exit the social arrangement. In such examples, one or more occupants of the passenger compartment 140 may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired.

Referring again to fig. 16A-17, if one or more occupants of the passenger compartment 140 opt out of the relaxed arrangement and return to the design arrangement at decision point 472, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the social arrangement to the design arrangement. In such an example, the selection of one or more occupants of the passenger compartment 140 to return to the design arrangement at decision point 472 may be considered a prompt 480 or request signal transmitted to the controller 104. Upon returning from the social arrangement to the design arrangement, the seat 204 of the first seat assembly 332 may optionally be actuated toward the upward stowed position at step 484A, and the first seat assembly 332 may be actuated in a concurrent or sequential manner along the track system 316 in the vehicle rearward direction. In determining whether to employ the optional step 484A of adjusting the seat 204 of the first seat assembly 332 toward the upward stowed position, the controller 104 may reference the occupancy sensor 156 of the first seat assembly 332 to determine whether the first seat assembly 332 is currently occupied. Of course, when the controller 104 determines that the first seat assembly 332 is occupied, then the optional step 484A of actuating the seat 204 of the first seat assembly 332 toward the upward stowed position may be omitted, as such adjustment may be challenging when the first seat assembly 332 is occupied. In step 484B, the controller 104 activates the translational actuator 184 of the first seat assembly 332 to actuate the first seat assembly 332 along the track system 316 in the vehicle rearward direction. Upon transitioning the passenger compartment 140 from the social arrangement to the design arrangement, step 488 of rotating the first seat assembly 332 about its vertical axis 268 may be performed such that the first seat assembly 332 returns to the forward-facing orientation, as depicted in fig. 16A. If the controller 104 determines that the first seat assembly 332 is unoccupied by reference to the occupancy sensor 156 of the first seat assembly 332, the transition from the social arrangement to the design arrangement may include a step 492 of actuating the seat 204 of the first seat assembly 332 toward the downward, deployed position. After completing step 488 and/or step 492, the process will have successfully adjusted the arrangement of the passenger compartment 140 from the social arrangement to the design arrangement.

Referring to fig. 18A-19, a transition from a design arrangement (fig. 18A) to a child care arrangement (fig. 18B) is depicted according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, such as a design arrangement. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a child care arrangement. In response to the request signals or prompts 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first and second seat assemblies 332, 336. Each of the actuators for transitioning from the design arrangement to the child care arrangement may be communicatively coupled to a corresponding position sensor that informs the controller 104 of the current position of a given actuator. The communicative coupling between the given actuator and the given position sensor may take the form of the given position sensor being integrated with the given actuator. For example, the seat actuator 172 of the second seat assembly 336 may be communicatively coupled with the seat position sensor 280, the rotational actuator 180 of the first seat assembly 332 may be communicatively coupled with the rotational position sensor 284, and the translational actuator 184 may be communicatively coupled to the rail position sensor or rail sensor 136 (e.g., via the controller 104). Thus, upon receiving a request signal to adjust the arrangement of the passenger compartment 140 from the design arrangement to the child care arrangement, the controller 104 may have stored the current position of each relevant component of the first seat assembly 332 and the second seat assembly 336, including at least the current rail position of the first seat assembly 332.

Referring again to fig. 18A-19, upon transitioning the passenger compartment 140 from the design arrangement to the child care arrangement, a step 492 of actuating the seat 204 of the second seat assembly 336 in an upward direction toward the upward stowed position may be performed. Prior to performing actuation of the seat 204 of the second seat assembly 336 toward the upward stowed position, the occupancy sensor 156 of the second seat assembly 336 may be referenced to detect whether an occupant is currently seated in the second seat assembly 336. In the event that an occupant is detected in the second seat assembly 336 when a transition to a child care arrangement has been requested, a prompt, error message, or other type of notification may be provided to a user requesting adjustment to the child care arrangement that the child care arrangement is not available due to the occupancy state of the second seat assembly 336.

Referring again to fig. 18A-19, actuation of the translation actuator 184 of the first seat assembly 332 toward the upward stowed position relative to the seat 204 of the second seat assembly 336 may be activated in a simultaneous or sequential manner to actuate the first seat assembly 332 in a rearward direction toward the second seat assembly 336 at step 496. Upon actuation of the seat 204 of the second seat assembly 336 to the stowed upward position and actuation of the first seat assembly 332 along the track system 316 in the rearward direction of the vehicle, the arrangement of the passenger compartment 140 will reach the second arrangement 400, which in this example is a child care arrangement. In some examples, the child care arrangement may further include activating the rotary actuator 180 such that the rotary assembly 260 is actuated about the vertical axis 268 and the first seat assembly 332 is rotated toward the second or third seat assembly 340. In various examples, the third seat assembly may be provided with an auxiliary seat assembly 500, wherein the auxiliary seat assembly 500 is configured to receive a smaller sized occupant. Upon completion of the transition from the design arrangement to the child care arrangement, the process may provide a predetermined idle time 504. The predetermined idle time 504 may be sent by a user or programmed into the controller 104. For example, the predetermined idle time 504 may be selected based on an expected average period of time spent helping a child to complete various common events (e.g., assisting in eating food, assisting in drinking beverages, providing entertainment, comfort, etc.) while the occupant of the first seat assembly 332 (e.g., a parent or caretaker) is transporting or commuting with the occupant of the third seat assembly 340 (e.g., a child) within the vehicle 100. Upon the lapse of the idle time 504, the occupants of the first seat assembly 332 may be prompted as to whether they want to return to the design arrangement, thereby providing a decision point 508. In the event that the occupant of the first seat assembly 332 chooses not to return to the design arrangement, the process may be exited at step 512 such that the occupant will no longer be prompted to exit the child care arrangement. In such examples, an occupant of the first seat assembly 332 may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired. However, if the occupant of the first seat assembly 332 chooses to exit the child care arrangement and return to the design arrangement at decision point 508, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return the arrangement from the child care arrangement to the design arrangement. In such an example, the selection of the return to the design arrangement by the occupant of the first seat assembly 332 at decision point 508 may be considered a prompt 516 or request signal communicated to the controller 104.

Referring again to fig. 18A-19, upon returning from the child care arrangement to the design arrangement, at step 520, the first seat assembly 332 is actuated along the track system 316 in the forward direction of the vehicle by the translating actuator 184 of the first seat assembly 332. At step 524, the seat 204 of the second seat assembly 336 is simultaneously or sequentially actuated in a downward direction to a downward deployed position by the seat actuator 172 of the second seat assembly 336. Upon completion of step 524, the arrangement of the passenger compartment 140 has transitioned from the second arrangement 400 back to the first arrangement 392, which transitions the arrangement of the passenger compartment 140 from the child care arrangement back to the design arrangement in the depicted example. In examples where the child care arrangement further includes rotating the first seat assembly 332 about the vertical axis 268, the return of the arrangement of the passenger compartment 140 further includes activating the rotary actuator 180 such that the first seat assembly 332 rotates about the vertical axis 268 of the first seat assembly 332.

Referring to fig. 20A-21, a transition from a design arrangement (fig. 20A) to a child seat arrangement (fig. 20B) is depicted according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, such as a design arrangement. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a child seat arrangement. In response to the request signal or prompt 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting a command signal to the rotary actuator 180 of the second seat assembly 336. As with the previous example, the rotary actuator 180 may be communicatively coupled with a rotary position sensor 284. In addition, the rotational position sensor 284 is communicatively coupled to the controller 104 such that the controller 104 is informed of the current position of the rotational actuator 180. Thus, upon receiving a request signal to adjust the arrangement of the passenger compartment 140 from the design arrangement to the child seat arrangement, the controller 104 may have stored the current position of the pivot assembly 260 and/or the pivot actuator 180.

Referring again to fig. 20A-21, upon transitioning the passenger compartment 140 from the design arrangement to the child seat arrangement, the controller 104 may reference the current position of the second seat assembly 336 provided by the rotational position sensor 284 and the program 116 stored in the memory 112 of the controller 104 to determine the degree of actuation required to perform the requested adjustment of the second seat assembly 336 to the child seat arrangement. Prior to performing actuation of the second seat assembly 336 by the rotary actuator 180, the controller 104 may reference the occupancy sensor 156 of the second seat assembly 336 to determine that the second seat assembly 336 is capable of receiving an occupant (e.g., to determine that the second seat assembly 336 is unoccupied). In the event that an occupant is detected in the second seat assembly 336 when a transition to a child seat arrangement has been requested, a prompt, error message, or other type of notification may be provided to a user requesting an adjustment to the child seat arrangement regarding the unavailability of the second seat assembly 336 for the child seat arrangement due to the occupancy state of the second seat assembly 336. In this case, the user may be presented with an alternate seat position within the passenger compartment 140 that has been identified as the currently unoccupied seat assembly 124. Upon determining that the other of the second seat assembly 336 or the seat assembly 124 is available to receive an occupant and thus may be placed in a child seat arrangement, the controller 104 transmits a command signal to activate the rotary actuator 180 of the second seat assembly 336 such that the second seat assembly 336 is rotated about its vertical axis 268 at step 528. In the depicted example, the degree of rotation about the vertical axis 268 of the second seat assembly 336 for effecting a transition from the design arrangement to the child seat arrangement is about ninety degrees (90 °) in a clockwise direction. However, the present disclosure is not limited thereto. Rather, different degrees of rotation and/or different directions of rotation may be required to achieve a child seat arrangement that is not one of the seat assemblies 124 of the first seat assembly 332 or the second seat assembly 336. For example, where the third seat assembly 340 or the fourth seat assembly 344 is used to complete a child seat arrangement, the third seat assembly 340 or the fourth seat assembly 344 would need to be rotated about their respective vertical axes 268 in a counterclockwise direction through about ninety degrees (90 °). In the event that one of the seat assemblies 124 in the third row 152 is to be used as a seat assembly 124 during a child seat arrangement, the selected seat assembly 124 may be rotated approximately one hundred eighty degrees (180 °) in a clockwise or counterclockwise direction such that the seat assembly 124 transitions from a forward-facing orientation to a rearward-facing orientation. Regardless of the direction of rotation, the degree of rotation, and the particular seat assembly 124 used to perform the transition from the design arrangement to the child seat arrangement, as discussed above, the overall goal of the child seat arrangement is to present a seating surface of one of the seat assemblies 124 in close proximity to one of the access doors (e.g., a side access door or a rear lift car door). In the depicted example, when the second seat assembly 336 is rotated about ninety degrees (90 °) in a clockwise direction about its vertical axis 268, as depicted at step 528, the passenger compartment 140 will have been successfully placed in the second arrangement 400, which is a child seat arrangement.

With further reference to fig. 20A-21, a predetermined idle time 532 may be provided for the process upon completion of the transition to the second arrangement 400. Alternatively, the controller 104 may maintain the child seat arrangement of the passenger compartment 140 until otherwise indicated by the user (e.g., via the user interface 120). In examples employing the predetermined idle time 532, the predetermined idle time 532 may be set or programmed into the controller 104 by a user. The predetermined idle time 532 may correspond to a typical period of time for a child or smaller occupant to sit in the second seat assembly 336. Similarly, the predetermined idle time 532 may correspond to a typical amount of time an adult occupant is seated in the second seat assembly 336. Thus, while referred to as a child seat arrangement, it is contemplated that the child seat arrangement may similarly benefit an adult occupant during entry into or exit from the vehicle 100. Whether the occupant of the presented seat assembly 124 (e.g., the second seat assembly 336 in the depicted example) is an adult or child, after the transition of the passenger compartment 140 from the first arrangement 392 to the second arrangement 400 is successfully completed and/or a predetermined idle time 532 (e.g., employed) has elapsed, a prompt may be presented to the user as to whether they want to return to the design arrangement, thereby providing a decision point 536. In the event that the occupant of the second seat assembly 336 chooses not to return to the design arrangement, the process may be exited at step 540 such that the occupant or user will not be prompted to exit the child seat arrangement. In such examples, an occupant or user of the second seat assembly 336 may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired. However, if the occupant or user of the second seat assembly 336 chooses to exit the child seat arrangement and return to the design arrangement at decision point 536, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the child seat arrangement to the design arrangement. In such an example, the selection of a return to the design arrangement by the occupant or user of the second seat assembly 336 at decision point 536 may be considered a prompt 544 or request signal transmitted to the controller 104. Upon returning from the child seat arrangement to the design arrangement, the second seat assembly 336 is rotated about its vertical axis 268 by activation of the rotary actuator 180. More specifically, at step 548, the second seat assembly 336 is rotated about its vertical axis 268 in a clockwise direction by rotating the actuator 180 through about ninety degrees (90 °). Upon completion of the rotation in the counterclockwise direction at step 548, the second seat assembly 336 may return to the forward-facing orientation and the passenger compartment 140 will have resumed the design arrangement.

Referring to fig. 22A-23, a transition from a design arrangement (fig. 22A) to an inlet/outlet arrangement (fig. 22B) is depicted according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, such as a design arrangement. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is an inlet/outlet arrangement. In response to the request signal or prompt 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting a command signal to the second seat assembly 336. As with the previous examples, the associated actuator may be communicatively coupled with the controller 104. Similarly, the relevant position sensor may be communicatively coupled to the controller 104. In the depicted example, at least the seat actuator 172 and the translation actuator 184 of the second seat assembly 336 are employed to transition the passenger compartment 140 from the design arrangement to the ingress/egress arrangement. In some examples, the seat back actuator 168 of the second seat assembly 336 may also be employed. In the illustrated example, the rail sensor 136, the seat back position sensor 276, the seat position sensor 280, and/or the translational position sensor 288 are communicatively coupled with the controller 104 such that the controller 104 is notified of the current position of each component of the associated sensor. Thus, upon receiving a request signal to adjust the arrangement of the passenger compartment 140 from the design arrangement to the inlet/outlet arrangement, the controller 104 may have stored the current position of the second seat assembly 336 along the track system 316, the position of the seat back 200 relative to the seat base 228, the position of the seat 204 relative to the seat base 228, and may have (e.g., within the program 116 of the memory 112) the number of rotations necessary to translate the arrangement of the passenger compartment 140 from the first arrangement 392 to the second arrangement 400 available because the first arrangement 392 and the second arrangement 400 are preset or predetermined arrangements.

Referring again to fig. 22A-23, upon transitioning the passenger compartment 140 from the design arrangement to the inlet/outlet arrangement, the controller 104 may reference the current position of the seat 204 of the second seat assembly 336 provided by the seat position sensor 280 of the second seat assembly 336 and the program 116 stored in the memory 112 of the controller 104 to determine the degree of actuation required to perform at least a portion of the requested adjustment of the passenger compartment 140. For example, the controller 104 may determine that the seat 204 of the second seat assembly 336 is in the downward deployed position and that actuation of the seat 204 to the upward stowed position is required to transition from the design arrangement to the ingress/egress arrangement. Prior to performing the transition from the design arrangement to the inlet/outlet arrangement, the controller 104 may reference the occupancy sensor of the second seat assembly 336 to determine that the second seat assembly 336 is unoccupied. In the event that an occupant is detected in the second seat assembly 336 when a transition to the ingress/egress arrangement has been requested, a prompt, error message, or other type of notification may be provided to a user requesting adjustment to the ingress/egress arrangement regarding the unavailability of such a transition due to the occupancy state of the second seat assembly 336. However, upon determining that the second seat assembly 336 is unoccupied and available for transitioning to the inlet/outlet arrangement, the controller 104 transmits a command signal to activate a transition of the seat 204 of the second seat assembly 336 from the downward deployed position to the upward stowed position, as outlined above. Optionally, the seat back 200 of the second seat assembly 336 may be actuated in a forward direction (i.e., in a clockwise direction as depicted) to provide additional space or clearance when in the inlet/outlet arrangement. In such examples, the controller 104 transmits command signals to the seat back actuator 168 and references the seat back position sensor 276 to determine the current position of the seat back 200, the degree of actuation required to adjust the position of the seat back 200, and/or to determine when to stop actuating the seat back actuator 168.

With further reference to fig. 22A-23, upon transitioning the passenger compartment 140 from the design arrangement to the inlet/outlet arrangement, the translation actuator 184 of the second seat assembly 336 is activated by the controller 104 such that the second seat assembly 336 translates along the rail system 316 in the forward direction of the vehicle. The track sensor 136 may be employed to determine the current position of the second seat assembly 336 along the track system 316. Additional sensors may be provided in each of the seat assemblies 124 (e.g., the second seat assembly 336) coupled to the track system 316 that interact with the track sensor 136 so that the controller 104 may determine the relative position of the second seat assembly 336 with respect to the track sensor 136. The additional sensor may be integrated with the translational actuator 184 and/or the translational position sensor 288. The controller 104 activates the translation actuator 184 such that the translation actuator 184 actuates the second seat assembly 336 along the track system 316 in the forward direction of the vehicle, thereby reducing the distance between the first seat assembly 332 and the second seat assembly 336 while also increasing the distance between the second seat assembly 336 and the third row 152. Upon receiving the prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400, the controller 104 may transmit a command signal to adjust the position of the seat 204 of the second seat assembly 336 to the stowed up position at step 552. In a simultaneous or sequential manner, the process may begin at step 556 by activating the translation actuator 184 to adjust the second seat assembly 336 in the forward direction of the vehicle, and at optional step 560 by activating the seat back actuator 168 to initiate adjustment of the seat back 200 of the second seat assembly 336 to rotate in the forward direction. The second arrangement 400 may have been achieved when at least the rotation of the seat 204 to the stowed upward position at step 552 and the actuation of the second seat assembly 336 in the forward direction of the vehicle at step 556 is completed. The process may provide the user with a predetermined idle time 564 corresponding to a time that allows the occupant of the third row 152 to sit within the seat assembly 124 positioned in the third row.

22A-23, after successfully completing the adjustment of the second arrangement 400 and/or after a predetermined idle time 564 has elapsed, the user may be presented with a decision point 568 asking whether the user wants to return to the design arrangement. In the event that the user selects at decision point 568 that they do not want to return to the design arrangement, the process may be exited at step 572 such that the occupant will not be prompted any more or the user will exit the entrance/exit arrangement. In such an example, the user may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired. However, if the user chooses to exit the inlet/outlet arrangement and return to the design arrangement at decision point 568, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the inlet/outlet arrangement to the design arrangement. In such an example, the user selecting to return to the design layout at decision point 568 may be considered a prompt 576 or request signal transmitted to the controller. Upon returning from the inlet/outlet arrangement to the design arrangement, at step 580, the second seat assembly 336 is actuated in the vehicle rearward direction by activating the translation actuator 184. If the seat back 200 of the second seat assembly 336 is rotated in a forward direction at step 560, the seat back 200 of the second seat assembly 336 may be rotated in a rearward direction (i.e., in a counterclockwise direction as depicted) at optional step 584 upon returning to the design arrangement. When the seat 204 of the second seat assembly 336 is placed in the upward stowed position during the inlet/outlet arrangement, the seat 204 of the second seat assembly 336 is actuated to the downward deployed position by activating the seat actuator 172 of the second seat assembly 336 at step 588. Upon completion of steps 580, 584, and/or 588, the passenger compartment 140 has successfully transitioned from the inlet/outlet arrangement back to the design arrangement.

24A-25, a transition from a design arrangement (FIG. 24A) to a cargo arrangement (FIG. 24B) is depicted according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, such as a design arrangement. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a cargo arrangement. In response to the request signal or prompt 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting a command signal to the first seat assembly 332 and the second seat assembly 336. As with the previous examples, the associated actuator may be communicatively coupled with the controller 104. Similarly, the relevant position sensor may be communicatively coupled to the controller 104. In the depicted example, at least the seat actuator 172 and the translation actuator 184 of the first and second seat assemblies 332, 336 are employed to transition the passenger compartment 140 from the design arrangement to the cargo arrangement. In some examples, the seat back actuators 168 of the first and second seat assemblies 332, 336 may also be employed. In the illustrated example, the track sensor 136, the seat back position sensor 276 of the first and second seat assemblies 332, 336, the seat position sensor 280 of the first and second seat assemblies 332, 336, and/or the translation position sensor 288 of the first and second seat assemblies 332, 336 are communicatively coupled to the controller 104 such that the corresponding sensors inform the controller 104 of the current position of the given component. Thus, upon receiving a request signal to adjust the arrangement of the passenger compartment 140 from the design arrangement to the cargo arrangement, the controller 104 may have stored the current position of the first seat assembly 332 along the track system 316, the current position of the second seat assembly 336 along the track system 316, the current position of the seat back 200 of the first seat assembly 332 relative to the seat base 228, the current position of the seat back 200 of the second seat assembly 336 relative to the seat base 228, the position of the seat 204 of the first seat assembly 332 relative to the seat base 228, the position of the seat 204 of the second seat assembly 336 relative to the seat base 228, and may have stored (e.g., within the program 116 of the memory 112) the number of rotations required by the translational actuators 184 of the first seat assembly 332 and the second seat assembly 336 to transition the arrangement of the passenger compartment 140 from the first arrangement 392 to the second arrangement 400.

Referring again to fig. 24A-25, upon transitioning the passenger compartment 140 from the design arrangement to the cargo arrangement, the controller 104 may reference the current position of the seat 204 of the first seat assembly 332 provided by the seat position sensor 280 of the first seat assembly 332 and the program 116 stored in the memory 112 of the controller 104 to determine the degree of actuation required to perform at least a portion of the requested adjustment of the passenger compartment 140. For example, the controller 104 may determine that the seat 204 of the first seat assembly 332 is in the downward deployed position and that actuation of the seat 204 to the upward stowed position is required to transition from the design arrangement to the cargo arrangement. Prior to performing the transition from the design arrangement to the cargo arrangement, the controller 104 may reference the occupancy sensor 156 of the first seat assembly 332 to determine that the first seat assembly 332 is unoccupied. In the event that an occupant is detected in the first seat assembly 332 when a transition to cargo arrangement has been requested, a prompt, error message, or other type of notification may be provided to the user that such a transition is not available due to the occupancy state of the first seat assembly 332. However, upon determining that the first seat assembly 332 is unoccupied and available for transitioning to the cargo arrangement, the controller 104 transmits a command signal to activate the transition of the seat 204 of the first seat assembly 332 from the downward deployed position to the upward stowed position at step 592, as outlined above. Upon transitioning the passenger compartment 140 from the design arrangement to the cargo arrangement, the translation actuator 184 of the first seat assembly 332 is activated by the controller 104 such that the first seat assembly 332 translates along the track system 316 in the forward direction of the vehicle. The track sensor 136 may be employed to determine the current position of the first seat assembly 332 along the track system 316. Additional sensors may be provided in each of the seat assemblies 124 (e.g., the first seat assembly 332 and the second seat assembly 336) coupled to the track system 316 that interact with the track sensors 136 so that the controller 104 may determine the relative positions of the first seat assembly 332 and the second seat assembly 336 with respect to the track sensors 136. The additional sensor may be integrated with the translational actuator 184 and/or the translational position sensor 288. The controller 104 activates the translation actuator 184 such that the translation actuator 184 actuates the first seat assembly 332 along the track system 316 in the forward direction of the vehicle at step 596, thereby reducing the distance between the first seat assembly 332 and the instrument panel 348. Optionally, when in the cargo arrangement, the seat back 200 of the first seat assembly 332 may be actuated in a forward direction (i.e., in a clockwise direction as depicted) to provide additional space or clearance at step 600. In such examples, the controller 104 transmits command signals to the seat back actuator 168 and references the seat back position sensor 276 to determine the current position of the seat back 200, the degree of actuation required to adjust the position of the seat back 200, and/or to determine when to stop actuating the seat back actuator 168.

24A-25, a process for adjusting the position of the first seat assembly 332 to effect a transition from a design arrangement to a cargo arrangement is similarly performed with respect to the second seat assembly 336. For example, the second seat assembly 336 may be adjusted in much the same manner as the second seat assembly 336 transitions from the design arrangement described above to the inlet/outlet arrangement, with the primary difference being the degree of actuation of the second seat assembly 336 along the track system 316 by the translation actuator 184 of the second seat assembly 336. Briefly, at step 604, the seat 204 of the second seat assembly 336 is actuated to an upward stowed position by a command signal transmitted from the controller 104; at step 608, activating the translation actuator 184 of the second seat assembly 336 causes the second seat assembly 336 to be actuated along the track system 316 in the forward direction of the vehicle, thereby reducing the distance between the second seat assembly 336 and the instrument panel 348 while also increasing the distance between the second seat assembly 336 and the third row 152; and optionally, at step 612, the seat back 200 of the second seat assembly 336 is actuated in a forward direction (i.e., in a clockwise direction as depicted) by activating the seat back actuator 168 of the second seat assembly 336. Upon completion of the adjustments outlined for the first and second seat assemblies 332, 336, the arrangement of the passenger compartment 140 has been successfully placed in cargo arrangement. The process may provide the user with a predetermined idle time 616 corresponding to a time that allows the occupant to sit on the third row 152, the third seat assembly 340, the fourth seat assembly 344, and/or the floor 320 of the passenger compartment 140.

24A-25, after successfully completing the adjustment of the second arrangement 400 and/or after a predetermined idle time 616, the user may be presented with a decision point 620 asking whether the user wants to return to the designed arrangement. In the event that the user selects at decision point 620 that they do not want to return to the design arrangement, the process may be exited at step 624 such that the user will not be prompted to exit the cargo arrangement any more. In such an example, the user may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired. However, if the user chooses to exit the cargo arrangement and return to the design arrangement at decision point 620, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the cargo arrangement to the design arrangement. In such an example, the user selecting to return to the design layout at decision point 620 may be considered a prompt 628 or request signal transmitted to the controller 104. Upon returning from the cargo arrangement to the design arrangement, the second seat assembly 336 is actuated in the vehicle rearward direction by activating the translation actuator 184 at step 632. If the seat back 200 of the second seat assembly 336 is rotated in the forward direction at step 612, upon returning to the design arrangement, the seat back 200 of the second seat assembly 336 may be rotated in the rearward direction (i.e., in the counterclockwise direction as depicted) at step 636. When the seat 204 of the second seat assembly 336 is placed in the stowed upward position during cargo placement, the seat 204 of the second seat assembly 336 is actuated to the deployed downward position by activating the seat actuator 172 of the second seat assembly 336 at step 640. Similarly, upon returning from the cargo arrangement to the design arrangement, at step 640, the first seat assembly 332 is actuated in the vehicle rearward direction by activating the translation actuator 184. If the seat back 200 of the first seat assembly 332 is rotated in a forward direction at step 600, upon returning to the design arrangement, the seat back 200 of the first seat assembly 332 may be rotated in a rearward direction (i.e., in a counterclockwise direction as depicted) at step 648. When the seat 204 of the first seat assembly 332 is placed in the stowed upward position during cargo placement, the seat 204 of the first seat assembly 332 is actuated to the deployed downward position by activating the seat actuator 172 of the first seat assembly 332 at step 652. Upon completion of steps 632, 636, 640, 644, 648 and/or 652, the passenger compartment 140 has successfully transitioned from the cargo arrangement back to the design arrangement.

Referring to fig. 26, a process for adjusting the arrangement of the passenger compartment 140 from the first arrangement 392 to the second arrangement 400 is depicted, wherein the first arrangement 392 is a child care arrangement and the second arrangement 400 is a child seat arrangement. The transition from the first arrangement 392 to the second arrangement 400 may be initiated by the prompt 396 to transition from the first arrangement 392 to the second arrangement 400. Transitioning the arrangement of the passenger compartment 140 from the child care arrangement to the child seat arrangement includes a step 632 of actuating the first seat assembly 332 along the track system 316 in the forward direction of the vehicle. In addition, the transition from the child care arrangement to the child seat arrangement includes a step 636 of actuating the seat 204 of the second seat assembly 336 to the downward deployed position. Further, the transition of the arrangement of the passenger compartment 140 from the child care arrangement to the child seat arrangement includes step 640: the second seat assembly 336 is rotated about its vertical axis 268 in a clockwise or counterclockwise direction through an angle of about ninety degrees (90 deg.) upon actuation of the third seat assembly 340. Upon completion of step 640, the arrangement of the passenger compartment 140 will have been successfully placed in the second arrangement 400 of the child seat arrangement. As with the previously described example of adjusting the arrangement of the passenger compartment 140 to a child seat arrangement, a predetermined idle time 644 may be provided to allow a user to place a child or smaller occupant within the second seat assembly 336 or the third seat assembly 340, as the case may be. Alternatively, the arrangement of the passenger compartment 140 may remain in the child seat arrangement until the user interacts with the user interface 120 or otherwise transmits a request signal to the controller 104 to exit the child seat arrangement. Upon completion of the transition of the arrangement of the passenger compartment 140 from the child care arrangement to the child seat arrangement and/or the elapse of a predetermined idle time 644, a decision point 648 may be presented to the user, wherein the user is prompted as to whether they wish to return to the child care arrangement. In the event that the user chooses not to return to the child care arrangement, the process may be exited at step 652 such that the user will not be re-prompted to exit the child seat arrangement. However, if the user chooses to exit the child seat arrangement and return to the child care arrangement at decision point 648, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return to the child care arrangement. In such an example, the user's selection to return to the child care placement at decision point 648 may be considered a prompt 656 or request signal transmitted to the controller 104. Upon returning from the child seat arrangement to the child care arrangement, at step 660, the second seat assembly 336 may be rotated counterclockwise through about ninety degrees (90 °) such that the second seat assembly 336 is oriented in a forward facing orientation. Additionally, step 664 actuates the seat 204 of the second seat assembly 336 to the upward stowed position as the arrangement of the passenger compartment 140 transitions back to the child care arrangement. Finally, the step 668 of actuating the first seat assembly 332 along the track system 316 in the rearward direction of the vehicle may complete the transition from the child seat arrangement back to the child care arrangement.

Referring to fig. 27, a transition from a first arrangement 392 to a second arrangement 400 is depicted, wherein the first arrangement 392 is a child care arrangement and the second arrangement 400 is a relaxed arrangement. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. Upon transitioning from the child care arrangement to the relaxed arrangement, a step 672 of actuating the first seat assembly 332 in the vehicle forward direction is performed. Additionally, step 676 of actuating the seat 204 of the second seat assembly 336 to the downward deployed position may optionally be employed. Whether or not the seat 204 of the second seat assembly 336 is actuated to the downward deployed position at step 676, a step 680 of actuating the seat back 200 of the first seat assembly 332 in a rearward direction (e.g., in a counterclockwise direction as depicted) is performed at step 680. In some examples, transitioning to the relaxed arrangement may include actuating the seat 204 of the first seat assembly 332 in an upward direction relative to the seat base 228 of the first seat assembly 332 at step 684. In various examples, transitioning to the relaxed arrangement may include step 688: the calf support 208 is actuated to an at least partially extended position. Upon completion of steps 680, 684 and/or 688, the arrangement of the passenger compartment 140 may have reached a relaxed arrangement. As outlined above with respect to the relaxed arrangement, a predetermined idle time 692 may be provided for an occupant of the first seat assembly 332. The predetermined idle time 692 may be selected by an occupant of the first seat assembly 332. For example, an occupant of the first seat assembly 332 may decide that they wish to rest for a given period of time during which they occupy the vehicle 100. Accordingly, upon the lapse of idle time 692, the occupant of the first seat assembly 332 may be prompted as to whether they want to return to the child care arrangement, thereby providing a decision point 696. Alternatively, the occupant of the first seat assembly 332 may select an alternative arrangement of the passenger compartment 140 to return to when the idle time 692 passes.

Referring again to fig. 27, with respect to decision point 696, in the event that the occupant of the first seat assembly 332 chooses not to return to the child care arrangement or another arrangement, the process may exit at step 700 such that the occupant will not again be prompted to exit the relaxed arrangement. In such examples, an occupant of the first seat assembly 332 may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired. However, if the occupant of the first seat assembly 332 chooses to exit the relaxed arrangement and return to the child care arrangement at decision point 696, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the relaxed arrangement to the child care arrangement. In such an example, the selection of the occupant of the first seat assembly 332 to return to the child care arrangement may be considered a prompt 704 or request signal transmitted to the controller 104. Upon returning from the relaxed arrangement to the child care arrangement, if the calf support 208 of the first seat assembly 332 has been actuated away from the retracted position at step 688, the calf support 208 can be actuated to the retracted position at step 708. Similarly, if the seat 204 of the first seat assembly 332 is actuated in an upward direction relative to the seat base 228 of the first seat assembly 332 at step 684, the seat 204 of the first seat assembly 332 may be actuated in a downward direction to reduce the tilt angle of the seat 204 relative to the seat base 228 of the first seat assembly 332 at step 712. At step 716, the seat back 200 of the first seat assembly 332 is actuated in a forward direction (i.e., in a clockwise direction as depicted in the previous figures). If the seat 204 of the second seat assembly 336 is actuated in the downward direction toward the downward deployed position at step 676, returning the arrangement of the passenger compartment 140 to the child care arrangement may include a step 720 of actuating the seat 204 of the second seat assembly 336 in the upward direction toward the upward stowed position. The step 724 of actuating the first seat assembly 332 along the track system 316 in the rearward direction of the vehicle may complete the transition of the arrangement of the passenger compartment 140 from the relaxed arrangement back to the child care arrangement.

With reference to fig. 28, a transition from a child seat arrangement to a relaxed arrangement is outlined according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, which is the child seat arrangement in this example. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a relaxed arrangement. In response to the request signals or prompts 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first and second seat assemblies 332, 336. In response to the command signal transmitted by the controller 104, the second seat assembly 336 is rotated about its vertical axis 268 by activating the rotational actuator 180 of the second seat assembly 336 at step 728. Upon completion of step 728, the first seat assembly 332 and the second seat assembly 336 may each be positioned in a forward-facing orientation. The seat 204 of the second seat assembly 336 may optionally be placed in an upwardly stowed position when entering the relaxed arrangement of the first seat assembly 332. However, the relaxed arrangement of the first seat assembly 332 may be achieved independently of whether the seat 204 of the second seat assembly 336 is in the stowed up position, the deployed down position, or an intermediate position therebetween. Upon transitioning the first seat assembly 332 to the relaxed arrangement, at step 732, the seat back actuator 168 is activated by the controller 104 to actuate the seat back 200 of the first seat assembly 332 in the rearward direction. In various examples, at step 736, the seat 204 of the first seat assembly 332 may be actuated in an upward direction via activation of the seat actuator 172 by the controller 104. Similarly, at step 740, the calf support 208 of the first seat assembly 332 can be actuated from the retracted position toward the extended position by activating the calf support actuator 176 by the controller 104. Upon completion of steps 732, 736, and/or 740, the arrangement of the passenger compartment 140 has successfully transitioned to a relaxed arrangement. In various examples, a predetermined idle time 744 may be provided for the process after completing the transition to the relaxed arrangement, as outlined above.

Referring again to fig. 28, after completing the transition to the relaxed arrangement and/or expiration of the predetermined idle time 744, the controller 104 may prompt the user at decision point 748 whether to return the passenger compartment 140 to the child seat arrangement or another alternative arrangement. If the user chooses not to return the arrangement of the passenger compartment 140 to the child seat arrangement or to an alternative arrangement, the process may be exited at step 752. However, if the user chooses to exit the relaxed arrangement and return to the child seat arrangement at decision point 748, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the relaxed arrangement to the child seat arrangement. In such an example, the user selecting to return the passenger compartment 140 to the child seat arrangement at decision point 748 may be considered a prompt 756 or request signal to the controller 104. Upon returning from the relaxed arrangement to the child seat arrangement, if the calf support 208 of the first seat assembly 332 is deployed at optional step 740, the calf support 208 of the first seat assembly 332 can be returned to the retracted position at optional step 760. Similarly, if the seat 204 of the first seat assembly 332 is actuated in an upward direction at optional step 736, the first seat 204 of the first seat assembly 332 may be actuated in a downward direction at step 764. The seat back 200 of the first seat assembly 332 is rotated in a forward direction at step 768 such that the seat back 200 returns to a more upright position than when in the relaxed arrangement. At step 772, the second seat assembly 336 is rotated approximately ninety degrees (90 °) about its vertical axis 268 such that the seating surface 350 of the second seat assembly 336 is presented to and proximate one of the access doors 312 of the vehicle 100. Upon completion of steps 760, 764, 768, and/or 772, the passenger compartment 140 will have successfully transitioned from the relaxed arrangement to the child seat arrangement.

Referring to fig. 29, the transition from an inlet/outlet arrangement to a child care arrangement according to one procedure is outlined. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, which is an inlet/outlet arrangement in this example. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a child care arrangement. In response to the request signals or prompts 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first and second seat assemblies 332, 336. Due to the signal transmitted by the controller 104, at step 776, the translational actuator 184 of the second seat assembly 336 is activated such that the second seat assembly 336 is actuated along the track system 316 in the vehicle rearward direction. Additionally, activation of the seat actuator 172 of the second seat assembly 336 by the controller 104 causes the seat 204 of the second seat assembly 336 to be actuated to the downward deployed position at step 780. In examples where the seat back 200 of the second seat assembly 336 is actuated in a forward direction when the passenger compartment 140 is placed in the inlet/outlet arrangement, the process may optionally include activating the seat back actuator 168 of the second seat assembly 336 such that the seat back 200 of the second seat assembly 336 is moved in a rearward direction at step 784. At step 788, the controller 104 activates the translation actuator 184 of the first seat assembly 332 such that the translation actuator 184 actuates the first seat assembly 332 along the track system 316 in the vehicle rearward direction. Upon completion of the summarized adjustments to the passenger compartment 140, the arrangement of the passenger compartment 140 has transitioned from the inlet/outlet arrangement to the child care arrangement. As outlined above with respect to the child care arrangement, a predetermined idle time 792 may be provided. After completing the transition to the child care arrangement and/or expiration of the predetermined idle time 792, the controller 104 may prompt the user at decision point 796 whether to return the passenger compartment 140 to the ingress/egress arrangement or another alternative arrangement. If the user chooses not to return the arrangement of the passenger compartment 140 to the inlet/outlet arrangement, the process may be exited at step 800. Alternatively, if the user chooses to exit the child care arrangement and return to the inlet/outlet arrangement at decision point 796, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return to the inlet/outlet arrangement. In such an example, the user's selection to return the passenger compartment 140 to the ingress/egress arrangement at decision point 796 may be considered a prompt 804 or request signal transmitted to the controller 104.

Referring again to fig. 29, upon returning from the child care arrangement to the ingress/egress arrangement, at step 808, the first seat assembly 332 is actuated along the track system 316 in the forward direction of the vehicle via activation of the translation actuator 184 by the command signal received from the controller 104. Additionally, the seat 204 of the second seat assembly 336 is actuated toward the upward stowed position at step 812 by activating the seat actuator 172 of the second seat assembly 336. In various examples, the seat back 200 of the second seat assembly 336 may be actuated in a forward direction at optional step 816 by activating the seat back actuator 168 of the second seat assembly 336 in response to a corresponding command signal from the controller 104. At step 820, the second seat assembly 336 is actuated along the track system 316 in the forward direction of the vehicle by activating the translation actuator 184 of the second seat assembly 336 in response to a corresponding command signal from the controller 104. After the adjustment of the first and second seat assemblies 332, 336 is completed, the passenger compartment 140 has successfully transitioned from the child care arrangement back to the inlet/outlet arrangement.

With reference to fig. 30, a transition from a cargo arrangement to a child seat arrangement according to one example is outlined. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, which is the cargo arrangement in this example. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104, which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a child seat arrangement. In response to the request signals or prompts 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first and second seat assemblies 332, 336. In response to the command signal transmitted by the controller 104, the second seat assembly 336 is actuated along the track system 316 in the vehicle rearward direction at step 824 by activating the translational actuator 184 of the second seat assembly 336. At step 828, the seat 204 of the second seat assembly 336 is actuated toward the downward deployed position by activating the seat actuator 172 of the second seat assembly 336. Optionally, the seat back 200 of the second seat assembly 336 may be actuated in a rearward direction at step 832 by activating the seat back actuator 168 of the second seat assembly 336. At step 836, the first seat assembly 332 can be actuated along the track system 316 in the vehicle rearward direction by activating the translation actuator 184 of the first seat assembly 332 in response to the command signal transmitted by the controller 104. At step 840, the seat 204 of the first seat assembly 332 is actuated in a downward direction to a downward deployed position by activating the seat actuator 172 of the first seat assembly 332 in response to the command signal transmitted by the controller 104. At step 844, the seat back 200 of the first seat assembly 332 may optionally be actuated in a rearward direction by activating the seat back actuator 168 of the first seat assembly 332. At step 848, in response to the command signal transmitted by the controller 104, the second seat assembly 336 is rotated about its vertical axis 268 in a clockwise direction by approximately ninety degrees (90 °) as a result of activation of the rotary actuator 180 of the second seat assembly 336. Upon completion of step 848, the arrangement of the passenger compartment 140 has been successfully placed in the child seat arrangement. As with the previous examples outlined herein, the process may be provided with a predetermined idle time 852, which may correspond to an expected amount of time for seating an occupant of the second seat assembly 336.

Referring again to fig. 30, upon successful adjustment of the passenger compartment 140 to the child seat arrangement and/or expiration of the predetermined idle time 852, the controller 104 may prompt the user at decision point 856 whether to return the passenger compartment 140 to the cargo arrangement or another alternative arrangement. If the user chooses not to return the arrangement of the passenger compartment 140 to the cargo arrangement or to an alternative arrangement, the process may be exited at step 860. However, if the user chooses to exit the child seat arrangement and return to the cargo arrangement at decision point 856, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the child seat arrangement to the cargo arrangement. In such an example, the user selecting to return the passenger compartment 140 to the cargo arrangement at decision point 856 may be considered a prompt 864 or request signal communicated to the controller 104. Upon returning to the cargo arrangement, the second seat assembly 336 is rotated about its vertical axis 268 in a counterclockwise direction by about ninety degrees (90 °) at step 868 by activating the rotary actuator 180 of the second seat assembly 336. At step 872, the seat 204 of the first seat assembly 332 is actuated to the stowed upward position by activating the seat actuator 172 of the first seat assembly 332 in response to the command signal transmitted by the controller 104. At step 876, the seat back 200 of the first seat assembly 332 can optionally be moved forward or rotated in a forward direction by activating the seat back actuator 168 of the first seat assembly 332. In step 880, the first seat assembly 332 is actuated along the track system 316 in the forward direction of the vehicle by activating the translation actuator 184 of the first seat assembly 332. At step 884, the seat 204 of the second seat assembly 336 is actuated to the stowed up position by activating the seat actuator 172 of the second seat assembly 336. At step 888, the seat back 200 of the second seat assembly 336 is optionally rotated in the vehicle forward direction by activating the seat back actuator 168 of the second seat assembly 336. At step 892, the second seat assembly 336 is actuated along the track system 316 in the forward direction of the vehicle by activating the translation actuator 184 of the second seat assembly 336 in response to a command signal transmitted by the controller 104. Upon completion of the summarized adjustments for the first and second seat assemblies 332, 336, the arrangement of the passenger compartment 140 has been returned to the cargo arrangement.

With reference to fig. 31, a transition from a cargo arrangement to a relaxed arrangement is outlined according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, which is the cargo arrangement in this example. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a relaxed arrangement. In response to the request signals or prompts 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first and second seat assemblies 332, 336. In response to the command signal transmitted by the controller 104, the second seat assembly 336 is actuated along the track system 316 in the vehicle rearward direction at step 896 by activating the translational actuator 184 of the second seat assembly 336. In an example where the seat 200 of the second seat assembly 336 is actuated in a forward direction for cargo placement, step 900 may be employed to rotate the seat back 200 of the second seat assembly 336 in a rearward direction by activating the seat back actuator 168 in response to a command signal from the controller 104. At step 904, the first seat assembly 332 is actuated along the track system 316 in the vehicle rearward direction by activating the translation actuator 184 of the first seat assembly 332 in response to a command signal from the controller 104. At step 908, the seat 204 of the first seat assembly 332 is actuated toward the downward deployed position by activating the seat actuator 172 of the first seat assembly 332. When the seat 204 is actuated toward the downward deployed position at step 908, the seat 204 of the first seat assembly 332 may stop at an intermediate position between the upward stowed position and the downward deployed position such that the seat 204 is at a greater degree of tilt relative to the seat base 228 of the first seat assembly 332 than in the downward deployed position. At step 912, the seat back 200 of the first seat assembly 332 is actuated in a rearward direction and away from the seat 204 of the first seat assembly 332 (e.g., to an obtuse angle relative to the seat base 228 of the first seat assembly 332) by activating the seat back actuator 168. At step 916, the calf support 208 of the first seat assembly 332 can optionally be extended from the retracted position by activating the calf support actuator 176, provided that the user instructs this by a command signal transmitted by the controller 104. Upon completion of steps 908, 912 and/or 916, the arrangement of the passenger compartment 140 has successfully transitioned to a relaxed arrangement. In various examples, a predetermined idle time 920 may be provided for the process after completing the transition to the relaxed arrangement, as outlined above.

Referring again to fig. 31, after completing the transition to the relaxed arrangement and/or expiration of the predetermined idle time 920, the controller 104 may prompt the user at decision point 924 whether to return the passenger compartment 140 to the cargo arrangement or another alternative arrangement. If the user chooses not to return the arrangement of the passenger compartment 140 to the cargo arrangement or to an alternative arrangement, the process may be exited at step 928. However, if the user chooses to exit the relaxed arrangement and return to the cargo arrangement at decision point 924, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the relaxed arrangement to the cargo arrangement. In such an example, the user's selection of returning the passenger compartment 140 to the cargo arrangement at decision point 924 may be considered a prompt 932 or request signal transmitted to the controller 104. Upon returning from the relaxed arrangement to the cargo arrangement, if the calf support 208 of the first seat assembly 332 is deployed at optional step 916, the calf support 208 of the first seat assembly 332 can be returned to the retracted position at optional step 936. At step 940, the seat 204 of the first seat assembly 332 is actuated to an upward stowed position. The seat back 200 of the first seat assembly 332 is rotated in a forward direction at step 944 such that the seat back 200 returns to a more upright position than when in the relaxed arrangement. At step 948, the first seat assembly 332 is actuated along the track system 316 in the forward direction of the vehicle. At step 952, the seat back 200 of the second seat assembly 336 may optionally be rotated in a forward direction. At step 956, the second seat assembly 336 is actuated along the track system 316 in the forward direction of the vehicle. Upon completion of steps 932, 936, 940, 944, 948, 952, and/or 956, return from the relaxed arrangement to the cargo arrangement has been completed.

Referring to fig. 32, a transition from a social arrangement to a child care arrangement is depicted according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, which is a social arrangement in this example. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a child care arrangement. In response to the request signals or prompts 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first and second seat assemblies 332, 336. In response to the command signal transmitted by the controller 104, if the first seat assembly 332 is unoccupied based on the input received from the occupancy sensor 156 of the first seat assembly 332, the seat 204 of the first seat assembly 332 is actuated to the stowed up position at step 936 by activating the seat actuator 172 of the first seat assembly 332. If it is determined that the first seat assembly 332 is occupied, step 936 may be omitted. At step 940, the seat back 200 of the first seat assembly 332 is rotated toward the seat 204 of the first seat assembly 332 by activating the seat back actuator 168 of the first seat assembly 332. At step 944, the first seat assembly 332 is rotated about its vertical axis 268 through about one hundred eighty degrees (180 °) by activating the rotary actuator 180 of the first seat assembly 332 such that the first seat assembly 332 is placed in a forward facing orientation. At step 948, the first seat assembly 332 is actuated along the track system 316 in the vehicle rearward direction by activating the translational actuator 184 of the first seat assembly 332. At step 952, the seat back 200 of the first seat assembly 332 may be actuated away from the seat 204 of the first seat assembly 332 by activating the seat back actuator 168. At step 956, if the first seat assembly 332 is determined to be unoccupied and step 936 is performed, the seat 204 of the first seat assembly 332 is actuated to the downward deployed position by activating the seat actuator 172 of the first seat assembly 332. At step 960, the seat 204 of the second seat assembly 336 may be actuated to the stowed up position by activating the seat actuator 172 of the second seat assembly 336. Upon completion of the steps outlined above, in various examples, the passenger compartment 140 has transitioned from the social arrangement to the child care arrangement. As outlined previously, upon entering the child care arrangement, the user may be provided with a predetermined idle time 964.

Referring again to fig. 32, after completing the transition to the child care arrangement and/or expiration of the predetermined idle time 964, the controller 104 may prompt the user at decision point 968 whether to return the passenger compartment to the social arrangement. If the user chooses not to return the arrangement of the passenger compartment 140 to the social arrangement, the process may be exited at step 972 such that the user will not be prompted again to exit the social arrangement. In such examples, a user of the passenger compartment 140 may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired. However, if the user of the passenger compartment 140 opts out of the child care arrangement and returns to the social arrangement at decision point 968, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the child care arrangement to the social arrangement. In such an example, the user of the passenger compartment 140 selecting to return to the social arrangement at decision point 968 may be considered a prompt 976 or request signal transmitted to the controller 104. Upon returning from the child care arrangement to the social arrangement, the seat 204 of the second seat assembly 336 is actuated to the downward deployed position at step 980 by activating the seat actuator 172 of the second seat assembly 336. At step 982, if it is determined by reference to the occupancy sensor 156 of the first seat assembly 332 that the first seat assembly 332 is not occupied, the seat 204 of the first seat assembly 332 may be actuated to the stowed up position. If it is determined that the first seat assembly 332 is occupied, step 982 may be omitted. In step 984, the first seat assembly 332 is actuated along the track system 316 in the forward direction of the vehicle by activating the translational actuator 184 of the first seat assembly 332. At step 988, the seat back 200 of the first seat assembly 332 may be actuated toward the seat 204 of the first seat assembly 332 by activating the seat back actuator 168 of the first seat assembly 332. At step 992, the seat back 200 of the first seat assembly 332 may be actuated away from the seat 204 of the first seat assembly 332 by activating the seat back actuator 168 of the first seat assembly 332. At step 996, the first seat assembly 332 is rotated about its vertical axis 268 by about one hundred eighty degrees (180 °) by activating the rotary actuator 180 of the first seat assembly 332. At step 1000, if step 982 is performed, the seat 204 of the first seat assembly 332 may be actuated to the downward deployed position by activating the seat actuator 172. Upon completion of the steps outlined above for returning from the child care arrangement to the social arrangement, the arrangement of the passenger compartment 140 has successfully returned to the social arrangement.

Referring to fig. 33, a transition from a social arrangement to a child seat arrangement is depicted according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, which is a social arrangement in this example. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a child seat arrangement. In response to the request signals or prompts 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first and second seat assemblies 332, 336. In response to the command signal transmitted by the controller 104, if the first seat assembly 332 is unoccupied based on the input received from the occupancy sensor 156 of the first seat assembly 332, the seat 204 of the first seat assembly 332 is actuated to the stowed up position at step 1004 by activating the seat actuator 172 of the first seat assembly 332. If it is determined that the first seat assembly 332 is occupied, step 936 may be omitted. At step 1008, the seat back 200 of the first seat assembly 332 is rotated toward the seat 204 of the first seat assembly 332 by activating the seat back actuator 168 of the first seat assembly 332. At step 1012, as a result of activating the rotary actuator 180 of the first seat assembly 332, the first seat assembly 332 is rotated about its vertical axis 268 through about one hundred eighty degrees (180 °) such that the first seat assembly 332 is placed in a forward facing orientation. At step 1016, the first seat assembly 332 is actuated along the track system 316 in the vehicle rearward direction by activating the translation actuator 184 of the first seat assembly 332. At step 1020, the seat back 200 of the first seat assembly 332 may be actuated away from the seat 204 of the first seat assembly 332 by activating the seat back actuator 168. At step 1024, if the first seat assembly 332 is determined to be unoccupied and step 1004 is performed, the seat 204 of the first seat assembly 332 is actuated to the downward deployed position by activating the seat actuator 172 of the first seat assembly 332. At step 1028, the second seat assembly 336 is actuated to rotate the second seat assembly 336 about its vertical axis 268 by about ninety degrees (90 °) by activating the rotational actuator 180 of the second seat assembly 336. Upon completion of the steps outlined above, in various examples, the passenger compartment 140 has transitioned from the social arrangement to the child seat arrangement. As outlined previously, upon entering the child seat arrangement, the user may be provided with a predetermined idle time 1032.

Referring again to fig. 33, after completing the transition to the child seat arrangement and/or expiration of the predetermined idle time 1032, the controller 104 may prompt the user at decision point 1036 whether to return the passenger compartment 140 to the social arrangement. If the user chooses not to return the arrangement of the passenger compartment 140 to the social arrangement, the process may be exited at step 1040 such that the user will not be prompted again to exit the child seat arrangement. In such examples, a user of the passenger compartment 140 may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired. However, if the user of the passenger compartment 140 opts out of the child seat arrangement and returns to the social arrangement at decision point 1036, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the child seat arrangement to the social arrangement. In such an example, the user of the passenger compartment 140 selecting to return to the social arrangement at decision point 1036 may be considered a prompt 1044 or request signal transmitted to the controller 104. Upon returning from the child seat arrangement to the social arrangement, the second seat assembly 336 is actuated at step 1048 to rotate about its vertical axis 268 in a counterclockwise direction by about ninety degrees (90 °) by activating the rotary actuator 180 of the second seat assembly 336. At step 1050, if it is determined by reference to the occupancy sensor 156 of the first seat assembly 332 that the first seat assembly 332 is unoccupied, the seat 204 of the first seat assembly 332 may be actuated to an upwardly stowed position. If it is determined that the first seat assembly 332 is occupied, step 1050 may be omitted. In step 1052, the first seat assembly 332 is actuated along the track system 316 in the forward direction of the vehicle by activating the translation actuator 184 of the first seat assembly 332. At step 1056, the seat back 200 of the first seat assembly 332 may be actuated toward the seat 204 of the first seat assembly 332 by activating the seat back actuator 168 of the first seat assembly 332. At step 1060, the seat back 200 of the first seat assembly 332 may be actuated away from the seat 204 of the first seat assembly 332 by activating the seat back actuator 168 of the first seat assembly 332. At step 1064, the first seat assembly 332 is rotated about its vertical axis 268 by about one hundred eighty degrees (180 °) by activating the rotary actuator 180 of the first seat assembly 332. At step 1068, if step 1050 is performed, the seat 204 of the first seat assembly 332 may be actuated to the downward deployed position by activating the seat actuator 172. Upon completion of the steps outlined above for returning from the child seat arrangement to the social arrangement, the arrangement of the passenger compartment 140 has successfully returned to the social arrangement.

Referring to fig. 34, a transition from a social arrangement to an inlet/outlet arrangement is depicted according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, which is a social arrangement in this example. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is an inlet/outlet arrangement. In response to the request signals or prompts 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first and second seat assemblies 332, 336. In response to the command signal transmitted by the controller 104, if the first seat assembly 332 is unoccupied based on the input received from the occupancy sensor 156 of the first seat assembly 332, the seat 204 of the first seat assembly 332 is actuated to the stowed up position at step 1072 by activating the seat actuator 172 of the first seat assembly 332. Step 1072 may be omitted if it is determined that the first seat assembly 332 is occupied. At step 1076, the seat back 200 of the first seat assembly 332 may be rotated toward the seat 204 of the first seat assembly 332 by activating the seat back actuator 168 of the first seat assembly 332. At step 1080, the first seat assembly 332 is rotated about its vertical axis 268 by about one hundred eighty degrees (180 °) as a result of activating the rotary actuator 180 of the first seat assembly 332 such that the first seat assembly 332 is placed in a forward facing orientation. Optionally, if the first seat assembly 332 is to be occupied or the combination step 1072 is determined to be occupied, the first seat assembly 332 may be actuated along the track system 316 in the vehicle rearward direction by activating the translational actuator 184 of the first seat assembly 332. At step 1084, the seat 204 of the second seat assembly 336 is actuated to the stowed upward position by activating the seat actuator 172 of the second seat assembly 336. If the first seat assembly 332 is occupied or is to be occupied in the ingress/egress arrangement, the process may include actuating the seat back 200 of the first seat assembly 332 away from the seat 204 of the first seat assembly 332 by activating the seat back actuator 168. In various examples, if the first seat assembly 332 is determined to be unoccupied and step 1072 is performed, the seat 204 of the first seat assembly 332 may be actuated to the downward deployed position by activating the seat actuator 172 of the first seat assembly 332. In step 1088, the second seat assembly 336 is actuated along the track system 316 in the vehicle forward direction by activating the translation actuator 184 of the second seat assembly 336. At step 1092, the seat back 200 of the second seat assembly 336 is actuated toward the seat 204 of the second seat assembly 336. Upon completion of the steps outlined above, in various examples, the passenger compartment 140 has transitioned from the social arrangement to the ingress/egress arrangement. As outlined previously, a predetermined idle time 1096 may be provided to the user upon entering the ingress/egress arrangement.

Referring again to fig. 34, after completing the transition to the ingress/egress arrangement and/or expiration of the predetermined idle time 1096, the controller 104 may prompt the user at decision point 1100 whether to return the passenger compartment 140 to the social arrangement. If the user chooses not to return the arrangement of the passenger compartment 140 to the social arrangement, the process may be exited at step 1104 such that the user will not be prompted again to exit the inlet/outlet arrangement. In such examples, a user of the passenger compartment 140 may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired. However, if the user of the passenger compartment 140 opts out of the inlet/outlet arrangement and returns to the social arrangement at decision point 1100, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the inlet/outlet arrangement to the social arrangement. In such an example, the user of the passenger compartment 140 selecting to return to the social arrangement at decision point 1100 may be considered a prompt 1108 or request signal transmitted to the controller 104. Upon returning from the inlet/outlet arrangement to the social arrangement, the second seat assembly 336 is actuated along the track system 316 in the vehicle rearward direction at step 1112 by activating the translational actuator 184 of the second seat assembly 336. At step 1116, the seat back 200 of the second seat assembly 336 is actuated away from the seat 204 of the second seat assembly 336 by activating the seat back actuator 168. At step 1120, the seat 204 of the second seat assembly 336 is actuated to the downward deployed position by activating the seat actuator 172. At step 1124, the seat back 200 of the first seat assembly 332 is actuated away from the seat 204 of the first seat assembly 332 by activating the seat back actuator 168. At step 1128, the first seat assembly 332 is rotated about its vertical axis 268 by about one hundred eighty degrees (180 °) to be placed in a rearward facing orientation by activating the rotary actuator 180 of the first seat assembly 332. At step 1132, if it is determined by reference to the occupancy sensor 156 of the first seat assembly 332 in conjunction with step 1072 that the first seat assembly 332 is unoccupied, the seat 204 of the first seat assembly 332 may be actuated to the downward deployed position. If it is determined that the first seat assembly 332 is occupied, step 1132 may be omitted. Upon completion of the steps outlined above for returning to the social arrangement from the ingress/egress arrangement, the arrangement of the passenger compartment 140 has successfully returned to the social arrangement.

Referring to fig. 35, a transition from a social arrangement to a relaxed arrangement is summarized according to one example. The arrangement of the passenger compartment 140 is initially in a first arrangement 392, which is a social arrangement in this example. Upon deciding to exit the first arrangement 392, the user transmits a request signal to the controller 104 (e.g., through the user interface 120), which may constitute a prompt 396 to transition the passenger compartment 140 from the first arrangement 392 to the second arrangement 400. In the depicted example, the second arrangement 400 is a relaxed arrangement. In response to the request signal or prompt 396, the controller 104 may initiate a transition from the first arrangement 392 to the second arrangement 400 by transmitting command signals to the various actuators of the first seat assembly 332. In response to the command signal transmitted by the controller 104, if the first seat assembly 332 is unoccupied based on the input received from the occupancy sensor 156 of the first seat assembly 332, the seat 204 of the first seat assembly 332 is actuated to the stowed up position at step 1136 by activating the seat actuator 172 of the first seat assembly 332. If it is determined that the first seat assembly 332 is occupied, step 1136 may be omitted. At step 1140, the seat back 200 of the first seat assembly 332 may be rotated toward the seat 204 of the first seat assembly 332 by activating the seat back actuator 168 of the first seat assembly 332. At step 1144, the first seat assembly 332 is rotated about its vertical axis 268 by about one hundred eighty degrees (180 °) as a result of activating the rotary actuator 180 of the first seat assembly 332 such that the first seat assembly 332 is placed in a forward facing orientation. At step 1148, the first seat assembly 332 is actuated along the track system 316 in the vehicle rearward direction by activating the translational actuator 184 of the first seat assembly 332. At step 1152, the seat 204 of the first seat assembly 332 is actuated away from the seat 204 of the first seat assembly 332 by activating the seat back actuator 168. In various examples, if the first seat assembly 332 is determined to be unoccupied and step 1136 is performed, the seat 204 of the first seat assembly 332 may be actuated toward the downward deployed position at step 1156 by activating the seat actuator 172 of the first seat assembly 332. At step 1160, the calf support 208 of the first seat assembly 332 is actuated from the retracted position toward the extended position by activating the calf support actuator 176. Upon completion of the foregoing steps, the arrangement of the passenger compartment 140 has transitioned from the social arrangement to the relaxed arrangement. As outlined previously, upon entering the relaxed arrangement, the user may be provided with a predetermined idle time 1164.

Referring again to fig. 35, after completing the transition to the relaxed arrangement and/or expiration of the predetermined idle time 1164, the controller 104 may prompt the user at decision point 1168 whether to return the passenger compartment 140 to the social arrangement. If the user chooses not to return the arrangement of the passenger compartment 140 to the social arrangement, the process may be exited at step 1172 such that the user will not be prompted again to exit the relaxed arrangement. In such examples, a user of the passenger compartment 140 may later interact with the user interface 120 to adjust the arrangement of the passenger compartment 140, if desired. However, if the user of the passenger compartment 140 opts out of the relaxed arrangement and returns to the social arrangement at decision point 1168, the process of adjusting the arrangement of the passenger compartment 140 will typically be reversed to return from the relaxed arrangement to the social arrangement. In such an example, the user of the passenger compartment 140 selecting to return to the social arrangement at decision point 1168 may be considered a prompt 1176 or request signal transmitted to the controller 104. Upon returning from the relaxed arrangement to the social arrangement, the calf support 208 of the first seat assembly 332 is actuated to the retracted position at step 1180 by activating the calf support actuator 176. At step 1184, if it has been determined by the occupancy sensor 156 of the first seat assembly 332 that the first seat assembly 332 is unoccupied, the seat 204 of the first seat assembly 332 may be actuated to the stowed up position by activating the seat actuator 172. At step 1188, the first seat assembly 332 is actuated along the track system 316 in the forward direction of the vehicle by activating the translation actuator 184. At step 1192, the seat back 200 of the first seat assembly 332 is actuated toward the seat 204 of the first seat assembly 332 by activating the seat back actuator 168. At step 1196, the first seat assembly 332 is rotated about its vertical axis 268 through about one hundred eighty degrees (180 °) as a result of activating the rotary actuator 180, thereby placing the first seat assembly 332 in a rearward facing orientation. At step 1200, if step 1184 is performed, the seat 204 of the first seat assembly 332 may be actuated to the downward deployed position by activating the seat actuator 172. At step 1204, the seat back 200 of the first seat assembly 332 is actuated away from the seat 204 by activating the seat back actuator 168. Upon completion of the steps outlined above for returning from the relaxed arrangement to the social arrangement, the arrangement of the passenger compartment 140 has successfully returned to the social arrangement.

Referring to fig. 36, a security process is depicted according to one example. The security procedure has a start 1206. The security process includes prompts 1208 communicated to the controller 104 from an internal source or an external source. If the source of prompt 1208 is an external source, controller 104 may be configured to determine if the external source is an authorized user at decision point 1212. For example, the controller 104 may reference the memory 112 to determine whether an external source has been previously registered and/or authenticated (e.g., previously communicatively coupled to an authenticated user within a database accessible to the vehicle 100, the controller 104, or an otherwise identified external source). If it is determined at decision point 1212 that the external source is not an authorized user, the security process may block access by the external source and direct the external source to end point 1216. Upon directing the external source to end point 1216, controller 104 may transmit a human intervention prompt 1220 to the external source indicating that the external source is not identified as an authorized user. In such an example, human intervention associated with human intervention prompt 1220 may include providing information to an external source regarding how to become an identified external source and/or an authorized user. In examples where the source of the prompt 1208 is an internal source (e.g., a human-machine interface on the vehicle 100) or the prompt 1208 is from an authorized user as determined at decision point 1212, an internal sensor verification protocol may be performed at step 1224. The internal sensor verification protocol may include referencing an occupancy sensor 156 of one of the seat assemblies 124 to be adjusted, referencing a movement authorization sensor that detects or senses an obstacle to movement of the seat assembly 124, and so forth. At decision point 1228, the security process may determine the presence or absence of an obstacle to the requested adjustment or movement associated with the prompt 1208 due to the internal sensor verification protocol performed at step 1224. If the internal sensor verification protocol does not detect an obstacle, the controller 104 may transmit an instruction signal at step 1232, where the instruction signal corresponds to the execution of the requested adjustment or movement transmitted at prompt 1208. If an obstacle is detected during the internal sensor verification protocol performed at step 1224, the controller 104 may direct the security procedure to the end point 1216 and/or the human intervention prompt 1220. In such examples where an obstacle is detected, the human intervention associated with human intervention prompt 1220 may include notifying the user of the detected obstacle and requesting the user to remove such obstacle in order to complete the requested adjustment or movement.

Referring again to fig. 36, decision point 1212 may be referred to as an authentication step. In the depicted example, authentication performed at decision point 1212 occurs when prompt 1208 is received from an external source. However, the present disclosure is not limited thereto. Rather, the authentication performed at decision point 1212 may be performed for an internal source or an onboard source of vehicle 100 without departing from the concepts disclosed herein. For example, hardware on the vehicle 100 and that may be used to authenticate a user prior to transmitting a request signal to the controller 104 and/or prior to transmitting an instruction signal from the controller 104 may include, but is not limited to, an imager 132, a camera, a microphone, and/or various sensors. It is contemplated that facial recognition, voice recognition, hand gestures, i.e., passwords, and/or telephone, i.e., key, methods may be employed in determining that the user is an authorized user. The gesture, i.e., password, may include a user-established gesture that may be recognized via the imager 132, the camera, the touch-sensitive sensor, and/or another suitable sensor. In determining whether a given user is authorized to access the vehicle 100 at a given time, the identified gestures may be referenced against stored gestures of one or more authorized users. The phone, i.e., key, may include the personal mobile device that the controller 104 identifies a given personal mobile device of the user as an authorized user. For example, the authorized user may have established the personal mobile device as belonging to the authorized user by registering the personal mobile device in a manner identifiable by the controller 104 (e.g., by using a software application stored thereon, by using unique identification information of the personal mobile device, etc.).

Referring to fig. 37, a method 1220 of adjusting an arrangement of a passenger compartment 140 of a vehicle 100 includes step 1224: a request is received from the user interface 120 to transition the arrangement of the passenger compartment 140 of the vehicle 100 from the first arrangement 392 to the second arrangement 400. Method 1220 further includes step 1228: the occupancy sensor 156 is utilized to determine the occupancy state of the seat assembly 124 prior to initiating the transition from the first arrangement 392 to the second arrangement 400. The seat assembly 124 includes a seat 204 and a seat back 200. Method 1220 further includes step 1232: the current rail position of the seat assembly 124 along the rail system 316 within the passenger compartment 140 of the vehicle 100 is detected using the rail sensors 136. In addition, method 1220 includes step 1236: the current track position of the seat assembly 124 along the track system 316 is compared to the desired track position of the seat assembly 124 along the track system 316 and a track position difference is determined. Further, the method 1220 includes a step 1240 in which the translational actuator 184 of the seat assembly 124 is activated by the controller 104 to align the seat assembly 124 with the desired track position in response to the track position difference. Method 1220 further includes step 1244: the current seat position of the seat 204 of the seat assembly 124 is detected using the seat position sensor 280. Method 1220 further includes step 1248: the current seat position is compared to the desired seat position and a seat position difference is determined. Further, the method 1220 includes a step 1252 in which the seat actuator 172 of the seat assembly 124 is activated by the controller 104 to align the seat 204 with a desired seat position in response to the seat position difference. In addition, method 1220 further includes step 1256: the current seat back position of the seat back 200 of the seat assembly 124 is detected using the seat back position sensor 276. Method 1220 further includes step 1260: the current seat back position is compared to the desired seat back position and a seat back position difference is determined. The method 1220 further includes a step 1264 in which the seat back actuator 168 of the seat assembly 124 is activated by the controller 104 to align the seat back 200 with a desired seat back position in response to the seat back position difference.

Referring again to fig. 37, in various examples, the seat assembly 124 may be provided with a calf support 208. Accordingly, method 1220 may include detecting a current calf support position of calf support 208 of seat assembly 124 using calf support position sensor 404. Additionally, in such examples, method 1220 may include comparing the current calf support position with the desired calf support position and determining a calf support position differential. Further, in such examples, method 1220 may include activating calf support actuator 176 to align calf support 208 with a desired calf support position in response to a calf support position differential. In some examples, the method 1220 may include detecting a current rotational position of the rotational assembly 260 of the seat assembly 124 with the rotational position sensor 284. Additionally, in such examples, method 1220 may include comparing the current rotational position to the desired rotational position and determining a rotational position difference. Further, in such an example, method 1220 may include activating rotational actuator 180 to align rotational assembly 260 with a desired rotational position in response to the rotational position difference. Examples of the user interface 120 may include, but are not limited to, a mobile electronic device, an imager 132 having a field of view oriented toward the passenger compartment 140 of the vehicle 100, an imager 132 having a field of view oriented toward the environment external to the vehicle, a microphone positioned within the passenger compartment 140 of the vehicle 100, a microphone positioned external to the vehicle 100, a microphone disposed on a personal electronic device of the user, and so forth. In various examples, the method 1220 may include detecting an occupancy state of the passenger compartment 140 of the vehicle 100 with the occupancy sensor 156 of the seat assembly 124. Additionally, in such an example, the method 1220 may include determining that the passenger compartment 140 is free of occupants prior to transitioning the arrangement of the passenger compartment from the first arrangement 392 to the second arrangement 400. In some examples, the transition of the passenger compartment 140 from the first arrangement 392 to the second arrangement 400 is completed while the vehicle 100 is in motion (e.g., en route to a destination while occupied, en route to a pickup location while unoccupied, etc.). In various examples, the first arrangement 392 may be a preferred arrangement of the passenger compartment 140 communicated to the controller 104 by a first user, while the second arrangement 400 is a preferred arrangement of the passenger compartment 140 communicated to the controller 104 by a second user. In such an example, the first user may have stopped their use of the vehicle 100 and the vehicle 100 is moving to the location of the second user. In some examples, when the controller 104 receives a request from the user interface 120 to transition the arrangement of the passenger compartment 140 of the vehicle 100 from the first arrangement 392 to the second arrangement 400, the controller 104 may receive data regarding the number of occupants expected to enter the passenger compartment and the expected geographic destination of the number of occupants, wherein the data determines the selection of the second arrangement 400. For example, the controller 104 may have data stored in the memory 112 regarding business addresses, previous arrangements utilized in selecting a given destination, previous arrangements utilized in transporting a given number of occupants, and so forth. Accordingly, the controller 104 may be able to select a desired arrangement based on data stored within the memory 112.

Referring to fig. 38, a method 1272 of adjusting the arrangement of the passenger compartment 140 of the vehicle 100 includes the steps 1276 of: the vehicle 100 is provided with a first seat assembly 332, a second seat assembly 336, and a plurality of access doors 312 separating the passenger compartment 140 from the vehicle exterior environment. The second seat assembly 336 is positioned rearward of the first seat assembly 332. The first seat assembly 332 and the second seat assembly 336 each include a seat 204 and a seat back 200 defining a seating surface 350 thereof. The method 1272 further includes the step 1280 of: a request is received from the user interface 120 to transition the arrangement of the passenger compartment 140 of the vehicle 100 from the first arrangement 392 to the second arrangement 400. In various examples, the second arrangement 400 may be a child seat arrangement. The method 1272 further includes step 1284: the occupancy sensor 156 of the second seat assembly 336 is utilized to determine whether the second seat assembly 336 is unoccupied prior to initiating a transition from the first arrangement 392 to the second arrangement 400. Additionally, method 1272 includes step 1288: the current rotational position of the second seat assembly 336 is detected using the rotational position sensor 284. In addition, the method 1272 further includes a step 1292: the current rotational position of the second seat assembly 336 is compared to the desired rotational position and a rotational position difference is determined. The method 1272 further includes step 1296 wherein in response to the rotational position difference, the rotational actuator 180 of the second seat assembly 336 is activated by the controller 104 to align the second seat assembly 336 with the desired rotational position. In various examples, the desired rotational position orients the seating surface 350 of the second seat assembly 336 toward an immediately adjacent one of the plurality of access doors 312. The method 1272 further includes step 1300: the current seat position of the seat 204 of the second seat assembly 336 is detected using the seat position sensor 280. In addition, the method 1272 includes step 1304: the current seat position of the second seat assembly 336 is compared to the desired seat position and a seat position difference is determined. Further, the method 1272 includes step 1308, wherein the seat actuator 172 of the second seat assembly 336 is activated by the controller 104 to align the seat 204 of the second seat assembly 336 with a desired seat position in response to the seat position difference.

Referring again to fig. 38, the orientation of the seating surface 350 of the second seat assembly 336 toward one of the plurality of access doors 312 may position the seating surface 350 of the second seat assembly 336 parallel to a transverse axis 1310 (see fig. 6) of the vehicle 100 and angularly offset from the longitudinal axis or longitudinal direction 328 of the vehicle 100. In various examples, the method 1272 may include actuating the rotary actuator 180 of the second seat assembly 336 to a desired rotational position through about ninety degree (90 °) rotations. In such an example, the first arrangement 392 may be a design arrangement in which the first and second seat assemblies 332, 336 are each arranged in a forward facing orientation. The method 1272 may further include providing the second seat assembly 336 with an auxiliary seat assembly 500 coupled to the seat surface 350 of the second seat assembly 336. The booster seat assembly 500 can be smaller than the second seat assembly 336, wherein the booster seat assembly 500 is configured to receive a smaller sized occupant than the second seat assembly 336. The method 1272 may also include providing a rail system 316 within the floor 320 of the passenger compartment 140 and extending along the longitudinal direction 328 of the vehicle 100. In some examples, the method 1272 may include providing each of the first seat assembly 332 and the second seat assembly 336 with a translational actuator 184 coupled to the seat base 228 and engaged with the track system 316. In various examples, the method 1272 may include activating the translation actuator 184 of the second seat assembly 336 to actuate the second seat assembly 336 along the track system 316 in the vehicle rearward direction to position the second seat assembly 336 at a desired track position. In some examples, the desired seat position of the second seat assembly 336 may be a downward deployed position of the seat 204. In various examples, the first arrangement 392 is a cargo arrangement, wherein the cargo arrangement may be defined as the seats 204 of the first and second seat assemblies 332, 336 being placed in an upward stowed position, and the first and second seat assemblies 332, 336 being actuated along the track system 316 toward the front region 300 of the passenger compartment 140. In some examples, the first arrangement 392 is an inlet/outlet arrangement in which the seat 204 of the second seat assembly is placed in an upward stowed position and the second seat assembly 336 is actuated along the track system 316 toward the front region 300 of the passenger compartment 140. In various examples, the first arrangement 336 may be a preferred arrangement of the passenger compartment 140 communicated to the controller 104 by a first user, and the second arrangement 400 may be a preferred arrangement of the passenger compartment 140 communicated to the controller 104 by a second user. In such an example, the first user has stopped using the vehicle 100, and the vehicle 100 may be moving to the location of the second user.

Referring to fig. 39, a method 1312 of adjusting the arrangement of the passenger compartment 140 of the vehicle 100 includes a step 1316: the vehicle 100 is provided with a first seat assembly 332, a second seat assembly 336, and a plurality of access doors 312. The second seat assembly 336 is positioned rearward of the first seat assembly 332. The first seat assembly 332 and the second seat assembly 336 each include a seat 204 and a seat back 200 defining a seat surface 350 configured to receive an occupant. The access door 312 separates the passenger compartment 140 from the vehicle exterior environment. The method 1312 further includes step 1320: a request is received from the user interface 120 to transition the arrangement of the passenger compartment 140 of the vehicle 100 from the first arrangement 392 to the second arrangement 400. In the depicted example, the first arrangement 392 may be a child seat arrangement. The child seat arrangement may be defined as the second seat assembly 336 rotating such that its seat surface 350 is oriented toward one of the plurality of access doors 312 immediately adjacent the access door. The method 1312 further includes step 1324: a first current track position of the first seat assembly 332 along the track system 316 within the passenger compartment 140 of the vehicle 100 is detected using the first track sensor 136. In addition, method 1312 includes step 1328: the first current rail position of the first seat assembly 332 is compared to the first desired rail position and a first rail position difference is determined. Further, the method 1312 includes a step 1332 in which, in response to the first rail position difference, the controller 104 activates the first translational actuator 184 of the first seat assembly 332 to align the first seat assembly 332 with the first desired rail position. The method 1312 further includes step 1336: a first current seat position of the first seat assembly 332 is detected using the first seat position sensor 280. The method 1312 further includes step 1340: the first current seat position of the first seat assembly 332 is compared to the first desired seat position and a first seat position difference is determined. Additionally, the method 1312 includes a step 1344 wherein the controller 104 activates the first seat actuator 172 of the first seat assembly 332 to align the seat 204 of the first seat assembly 332 with the first desired seat position in response to the first seat position difference. In addition, the method 1312 further includes step 1348: the first current rotational position of the first seat assembly 332 is detected using the first rotational position sensor 284. The method 1312 further includes step 1352: the first current rotational position is compared to the first desired rotational position and a first rotational position difference is determined. The method 1312 further includes step 1356, wherein the controller 104 activates the first rotary actuator 180 to align the first seat assembly 332 with the first desired rotational position in response to the first rotational position difference. In addition, method 1312 includes step 1360: activating the second rotary actuator 180 of the second seat assembly 336 causes the second seat assembly 336 to rotate about its vertical axis 268.

Referring again to fig. 39, the step 1360 of activating the second rotary actuator 180 of the second seat assembly 336 such that the second seat assembly 336 rotates about its vertical axis 268 may position the second seat assembly 336 in a forward-facing orientation. In some examples, step 1356 of activating the first rotary actuator 180 to align the first seat assembly 332 with the first desired rotational position may position the first seat assembly 332 in a rearward-facing orientation. In various examples, step 1356 of activating the first rotary actuator 180 to align the first seat assembly 332 with the first desired rotational position may position the first seat assembly 332 in a forward-facing orientation. The method 1312 may include detecting a second current rail position of the second seat assembly 336 along the rail system 316 within the passenger compartment of the vehicle 100 using the second rail sensor 136. In such an example, the method 1312 may further include comparing the second current rail position of the second seat assembly 336 to the second desired rail position and determining a second rail position difference. In such examples, the method 1312 may further include activating the second translation actuator 180 of the second seat assembly 336 to align the second seat assembly 336 with the second desired track position in response to the second track position difference. The method 1312 may also include detecting a second current seat position of the second seat assembly 336 using the second seat position sensor 280. In such an example, the method 1312 may further include comparing the second current seat position of the second seat assembly 336 to the second desired seat position and determining a second seat position difference. Additionally, in such examples, the method 1312 may further include activating the second seat actuator 172 of the second seat assembly 336 to align the seat of the second seat assembly with the desired seat position in response to the second seat position differential. The step of activating the second seat actuator 172 of the second seat assembly 336 to align the seat 204 of the second seat assembly 336 with the second desired seat position may position the seat 204 of the second seat assembly 336 in the stowed up position. The step of activating the first seat actuator 172 of the first seat assembly 332 to align the seat 204 of the first seat assembly with the first desired seat position may position the seat 204 of the first seat assembly 332 in the stowed up position. The step of activating the first translational actuator 184 of the first seat assembly 332 to align the first seat assembly 332 with the first desired track position may position the first seat assembly 332 proximate the forward-most portion of the track system 316 within the front region 300 of the passenger compartment 140. The step of activating the second translation actuator 184 of the second seat assembly 336 to align the second seat assembly 336 with the second desired track position may position the second seat assembly 336 in the front region 300 of the passenger compartment 140.

Referring to fig. 40, a method 1364 of adjusting an arrangement of a passenger compartment 140 of a vehicle 100 includes step 1368: the vehicle 100 is provided with a first seat assembly 332, a second seat assembly 336, a third seat assembly 340, and an access door 312. The second seat assembly 336 is positioned rearward of the first seat assembly 332. The third seat assembly 340 is positioned rearward of the first seat assembly 332 and laterally adjacent the second seat assembly 336. The first, second and third seat assemblies 332, 336, 340 each include a seat 204 and a seat back 204 defining a seat surface 350 thereof. The access door 312 separates the passenger compartment 140 from the vehicle exterior environment. Method 1364 may also include step 1372: a request is received from the user interface 120 to transition the arrangement of the passenger compartment 140 of the vehicle 100 from the first arrangement 392 to the second arrangement 400. The second arrangement 400 may be a child care arrangement. Method 1364 may also include step 1376: the occupancy sensor 156 of the second seat assembly 336 is utilized to determine whether the second seat assembly 336 is unoccupied prior to initiating a transition from the first arrangement 392 to the second arrangement 400. In addition, method 1364 also includes step 1380: a first current seat position of the seat 204 of the first seat assembly 332 is detected using the first seat position sensor 280. In addition, method 1364 includes step 1384: the first current seat position of the first seat assembly 332 is compared to the first desired seat position and a first seat position difference is determined. The method 1364 further includes step 1388: a second current seat position of the seat 204 of the second seat assembly 336 is detected using the second seat position sensor 280. Method 1364 also includes step 1392: a second current seat position of the second seat assembly 336 is compared to the second desired seat position and a second seat position difference is determined. Additionally, the method 1364 includes a step 1396 wherein the controller 104 activates the seat actuator 172 of the second seat assembly 336 to align the seat 204 of the second seat assembly 336 with the second desired seat position in response to the second seat position differential. The second desired seat position may be an upward stowed position of the seat 204 of the second seat assembly 336. Furthermore, method 1364 includes step 1400: a first current track position of the first seat assembly 332 along the track system 316 within the passenger compartment 140 of the vehicle 100 is detected using the first track sensor 136. The method 1364 further includes step 1404: the first current rail position of the first seat assembly 336 is compared to the first desired rail position and a first rail position difference is determined. The method 1364 also includes step 1408, wherein the controller 104 activates the first translational actuator 184 of the first seat assembly 332 to align the first seat assembly 332 with the first desired track position in response to the first track position difference. Placing the first seat assembly 332 in the first desired track position may result in both the first seat assembly 332 and the second seat assembly 336 being positioned in the central region 304 of the passenger compartment 140.

Referring again to fig. 40, the first desired track position of the first seat assembly 332 may result in a reduced distance between the first seat assembly 332 and the second seat assembly 336. Additionally, the first desired track position of the first seat assembly 332 may result in a reduced distance between the first seat assembly 332 and the third seat assembly 340. In various examples, the method 1364 may include activating a rotational actuator of the first seat assembly 332 such that the first seat assembly 332 rotates about its vertical axis 268 toward the third seat assembly 340. In some examples, the method 1364 may include activating the second translation actuator 184 of the second seat assembly 336 to actuate the second seat assembly 336 along the track system 316 in the vehicle rearward direction to position the second seat assembly 336 at the second desired track position. In various examples, the second desired seat position of the second seat assembly 336 may be an upward stowed position of the seat 204. In various examples, the first arrangement is an inlet/outlet arrangement. The method 1364 also includes activating the first seat actuator 172 of the first seat assembly 332 to align the seat 204 of the first seat assembly 332 with a first desired seat position in response to the first seat position difference. In some examples, the first desired seat position is a downward deployed position of the seat 204 of the first seat assembly 332. In various examples, the first arrangement 392 can be a cargo arrangement. In some examples, the first arrangement 392 is a design arrangement. In various examples, the method 1364 includes detecting a current seat back position of the seat back 200 of the first seat assembly 332 with the seat back position sensor 276. In such examples, the method 1364 may also include comparing the current seat position of the first seat assembly with the first desired seat back position and determining a seat back position difference. Additionally, in such examples, the method 1364 may include activating the seat back actuator 168 of the first seat assembly 332 to align the seat back 200 of the first seat assembly 332 with a desired seat back position in response to the seat back position difference. The desired seat back position may be an upright position of the seat back 200 of the first seat assembly 332. In various examples, the first arrangement 392 can be a relaxed arrangement.

Referring to fig. 41, a method 1412 of adjusting the arrangement of the passenger compartment 140 of the vehicle 100 includes step 1416: the first, second, and third seat assemblies 332, 336, 340 are provided to the vehicle 100. The second seat assembly 336 is positioned rearward of the first seat assembly 332. The third seat assembly 340 is positioned rearward of the first seat assembly 332 and laterally adjacent the second seat assembly 336. The first, second, and third seat assemblies 332, 336, 340 each include a seat 204 and a seat back 200 that define a seat surface 350 that are each configured to receive an occupant. The method 1412 further includes step 1418: a request is received from the user interface 120 to transition the arrangement of the passenger compartment 140 of the vehicle 100 from the first arrangement 392 to the second arrangement 400. The first arrangement 392 may be a child care arrangement. The method 1412 further includes step 1420: a first current track position of the first seat assembly 332 along the track system 316 within the passenger compartment 140 of the vehicle 100 is detected using the first track sensor 136. In addition, the method 1412 includes step 1424: the first current rail position of the first seat assembly 332 is compared to the first desired rail position and a first rail position difference is determined. Further, the method 1412 includes step 1428, wherein the controller 104 activates the first translational actuator 184 of the first seat assembly 332 to align the first seat assembly 332 with the first desired track position in response to the first track position difference. The method 1412 further includes step 1432: the current seat position of the second seat assembly 336 is detected using the seat position sensor 280. The method 1412 further includes step 1436: the current seat position of the second seat assembly 336 is compared to the desired seat position and a seat position difference is determined. Additionally, the method 1412 includes step 1438 wherein the controller 104 activates the seat actuator 172 of the second seat assembly 336 to align the seat 204 of the second seat assembly 336 with a desired seat position in response to the seat position difference. In addition, the method 1412 further includes step 1440: the first current rotational position of the first seat assembly 332 is detected using the first rotational position sensor 284. The method 1412 further includes step 1444: the first current rotational position is compared to the first desired rotational position and a first rotational position difference is determined. The method 1412 also includes step 1448, wherein in response to the first rotational position difference, the controller 104 activates the first rotational actuator 180 of the first seat assembly 332 to align the first seat assembly with the first desired rotational position.

Referring again to fig. 41, in various examples, the child care arrangement may be defined as the seat 204 of the second seat assembly 336 being in an upward stowed position and the first seat assembly 332 being actuated from the front region 300 of the passenger compartment 140 toward the central region 304 of the passenger compartment 140 such that the first and second seat assemblies 332, 336 are each positioned in the central region 304 of the passenger compartment 140. In some examples, the child care arrangement may also be defined as the first seat assembly 332 rotating about its vertical axis 268 toward the third seat assembly 340. In various examples, the step 1428 of activating the first translational actuator 184 of the first seat assembly 332 to align the first seat assembly 332 with the first desired track position may include actuating the first seat assembly 332 to the front region 300 of the passenger compartment 140. In some examples, the step 1438 of activating the seat actuator 172 of the second seat assembly 336 to align the seat 204 of the second seat assembly 336 with the desired seat position may include actuating the seat 204 of the second seat assembly 336 to the downward deployed position. In various examples, the step 1448 of activating the first rotary actuator 180 of the first seat assembly 332 to align the first seat assembly 332 with the first desired rotational position includes rotating the first seat assembly 332 about its vertical axis 268 such that the first seat assembly 332 is disposed in a rearward facing orientation. The method 1412 may include activating the second rotary actuator 180 of the second seat assembly 336 to position the second seat assembly 336 in a side-facing orientation. In various examples, the method 1412 may include detecting a second current rail position of the second seat assembly 336 along the rail system 316 within the passenger compartment 140 of the vehicle 100 using the second rail sensor 136. The method 1412 may also include comparing the second current rail position of the second seat assembly 336 to the second desired rail position and determining a second rail position difference. The method 1412 may also include, in response to the second rail position difference, the controller 104 activating the second translation actuator 184 of the second seat assembly 336 to align the second seat assembly with the second desired rail position. In some examples, the method 1412 may include activating the seat actuator 172 of the first seat assembly 332 to place the seat 204 of the first seat assembly 332 in the stowed up position. In various examples, the step of activating the second translation actuator 184 of the second seat assembly 336 to align the second seat assembly 336 with the second desired track position may include actuating the second seat assembly 336 to the front region 300 of the passenger compartment 140. The method 1412 may include detecting a current seat back position of the first seat assembly 332 using the seat back position sensor 276. The method 1412 may also include comparing the current seat position of the first seat assembly 332 to the desired seat back position and determining a seat back position difference. The method 1412 may also include, in response to the seat back position difference, the controller 104 activating the seat back actuator 168 of the first seat assembly 332 to align the seat back 200 of the first seat assembly 332 with a desired seat back position. The method 1412 may include detecting a first current seat position of the first seat assembly 332 with the first seat position sensor 280. The method 1412 may also include comparing the first current seat position of the first seat assembly 332 to the first desired seat position and determining a first seat position difference. The method 1412 may also include, in response to the first seat position difference, the controller 104 activating the seat actuator 172 of the first seat assembly 332 to align the seat 204 of the first seat assembly 332 with a desired seat position. The method 1412 may include detecting a current calf support position of the first seat assembly 332 with the calf support position sensor 404. The method 1412 may also include comparing the current calf support position of the first seat assembly 332 to the desired calf support position and determining a calf support position differential. The method 1412 may also include, in response to the difference in calf support positions, the controller 104 activating the calf support actuator 176 of the first seat assembly 332 to align the calf support 208 of the first seat assembly 332 with a desired calf support position.

Referring to fig. 42, a method 1452 of adjusting the arrangement of the passenger compartment 140 of the vehicle 100 includes the steps 1456: providing the vehicle 100 with a rail system 316 in its floor 320; a first seat assembly 332 coupled to the track system 316; a second seat assembly 336 coupled to the track system 316 and positioned rearward of the first seat assembly 332; and a first track sensor 160 having a first sensing region oriented toward a portion of the track system 316 positioned between the first seat assembly 332 and the second seat assembly 336. The method 1452 further includes step 1460: a request signal is received from the user interface 120 to adjust the distance between the first seat assembly 332 and the second seat assembly 336. The method 1452 further includes step 1464: sensing within the first sensing region and determining that a first obstacle is present within the first sensing region. In addition, method 1452 includes step 1468: transmitting a notification from the controller 104 to the user interface 120 causes the user to be notified of the first obstacle.

Referring again to fig. 42, the method 1452 may include instructing the user to remove the first obstacle to adjust the distance between the first seat assembly 332 and the second seat assembly 336. In some examples, the method 1452 may include blocking the command signal at the controller 104 until the first obstacle has been removed. In various examples, the method 1452 may include sensing within the first sensing region and determining that the first obstacle is not present. In some examples, the first track sensor 160 is positioned in a first portion of the first seat assembly 332 oriented toward the second seat assembly 336. In various examples, the method 1452 may include providing a second sensing area to the second track sensor 160 oriented toward a portion of the rail system 316 positioned forward of the vehicle of the first seat assembly 332. In some examples, the second track sensor 160 is positioned in a second portion of the first seat assembly 332 that is oriented toward a portion of the track system 316 positioned forward of the vehicle of the first seat assembly 332. In various examples, the method 1452 may include sensing within the second sensing region and determining that a second obstacle is present within the second sensing region. In some examples, the method 1452 may include blocking the command signal at the controller 104 until the second obstacle has been removed. In various examples, the method 1452 may include sensing within the second sensing region and determining that the second obstacle is not present. Although referred to as a first disorder and a second disorder, such terms should not be construed as limiting the present disclosure. Rather, the terms first and second disorders are used in this specification for clarity and ease of understanding. Furthermore, it is contemplated that each track sensor 160 may detect more than one obstacle. Further, it is contemplated that the track sensor 160 may be configured to monitor or sense simultaneously in more than one location. In some examples, the first track sensor 160 is positioned in a first portion of the upper region of the passenger compartment 140. In various examples, the second track sensor 160 is positioned in a second portion of the upper region of the passenger compartment 140.

Referring to fig. 43, a method 1472 of adjusting the passenger compartment 140 of the vehicle 100 includes the steps 1476 of: providing the vehicle 100 with a rail system 316 in its floor 320; a first seat assembly 332 coupled to the track system 316; a second seat assembly 336 coupled to the track system 316 and positioned rearward of the first seat assembly 332; and an imager 132 mounted on the vehicle 100, wherein a field of view of the imager 132 is oriented toward an environment external to the vehicle. The method 1472 further includes step 1480: images of the intended user are collected with an imager 132. The method 1472 also includes a step 1484 in which the controller 104 adjusts the arrangement of the passenger compartment 140 in response to the collected images of the intended user. Adjustment of the passenger compartment 140 may be achieved by actuating at least one seat assembly selected from the first seat assembly 332 and the second seat assembly 336.

Referring again to fig. 43, method 1472 may include identifying a first user and a second user from the collected images of the intended user, the second user being smaller in size than the first user. The method 1472 may also include activating the rotary actuator 180 of the second seat assembly 336 such that the second seat assembly 336 is disposed in a side-facing orientation. In some examples, method 1472 includes processing the collected image of the intended user and identifying that the first user is carrying the second user. In various examples, method 1472 includes processing the collected image of the intended user and identifying that the first user is holding the hand of the second user. In some examples, the step of processing the collected image of the intended user may include estimating a height of the second user and inferring an age of the second user based on the height by referencing a database. In various examples, the database may be stored within the memory 112 of the controller 104. In some examples, the method 1472 may include processing the collected image of the intended user, identifying an item of cargo held by the intended user, actuating the seat 204 of the first seat assembly 332 to an upward stowed position, actuating the first seat assembly 332 toward the forefront of the track system 316, actuating the seat 204 of the second seat assembly 336 to an upward stowed position, and actuating the second seat assembly 336 toward the forefront of the track system 316. In various examples, the cargo items held by the intended user are identified as one or more bags carried by the intended user. In some examples, method 1472 includes processing the collected images of the intended user and identifying the intended user as including a plurality of occupants. In various examples, the method 1472 includes actuating the seat 204 of the second seat assembly 336 to an upward stowed position and actuating the second seat assembly 336 along the track system 316 in the forward direction of the vehicle. In some examples, the method 1472 includes rotating the first seat assembly 332 about its vertical axis 268 to place the first seat assembly 332 in a rearward facing orientation.

Referring to fig. 44, in various examples, a method 1488 of processing the image of the intended user collected at step 1480 may include a step 1492 of processing the collected image of the intended user. In processing the collected images of the intended users, decision point 1496 may determine whether multiple users have been identified in the collected images. In addition, in processing the image of the intended user, decision point 1500 may determine whether the cargo item held by the intended user has been identified in the collected image. In an example where the processing of the collected images of the intended users does not identify multiple users at decision point 1496 but identifies cargo items held by the intended users at decision point 1500, the arrangement of the passenger compartment 140 may be adjusted to the cargo arrangement at step 1504. In examples where the processing of the collected images of the intended users does not identify multiple users at decision point 1496 and the cargo items held by the intended users at decision point 1500, the arrangement of the passenger compartment 140 may be maintained in the current arrangement at step 1508. In various examples, the arrangement of the passenger compartment 140 may default to the design arrangement after the previous user has completed the departure. Thus, the current arrangement may be a design arrangement. In some examples, the arrangement of the passenger compartment 140 may default to a social arrangement after the previous user has completed getting off. Thus, the current arrangement may be a social arrangement. In examples where processing of the collected images of the intended user identifies multiple users, decision point 1512 may be employed to determine whether one of the multiple users is likely a child. For example, one of the plurality of users may hold a hand of another of the plurality of users, wherein the other of the plurality of users is smaller in size than the one of the plurality of users. In another example, one of the plurality of users may carry another of the plurality of users, wherein the other of the plurality of users is smaller in size than the one of the plurality of users. If the controller 104 determines that there may be no child in the plurality of users at decision point 1512, the arrangement of the passenger compartment 140 may be maintained at the current arrangement at step 1508. If the controller 104 determines that a child is likely to be present in the plurality of users at decision point 1512, the collected images of the intended users may be processed to estimate the height of the smaller user determined to be likely to be a child at step 1516. For example, the imager 132 may be calibrated and/or provide reference measurements within its field of view for estimating the height of the user.

Referring again to FIG. 44, when the estimated height of the smaller-sized user is obtained at step 1516, the estimated height may be referenced against a database at step 1520. In various examples, the database may be stored within the memory 112 of the controller 104. In some examples, the database may be stored external to the controller 104, wherein the controller 104 is communicatively coupled to the database. In various examples, the database may be a growth curve table utilized by a physician (e.g., a disease control and prevention center growth curve table, a world health organization growth curve table, a user profile with height information as input, etc.). When referring to the database at step 1520, the controller 104 may infer the age of the smaller-sized user based on the estimated height and information contained within the database at step 1524. Once the age of the smaller user is inferred at step 1534, the controller 104 may compare the inferred age and/or height to a predetermined threshold at decision point 1528. The predetermined threshold may be determined by one or more occupant safety recommendations or criteria. If the controller 104 determines at decision point 1528 that the smaller-sized user is below the predetermined threshold, the arrangement of the passenger compartment 140 may be adjusted to the child seat arrangement at step 1532. Alternatively, if the controller 104 determines at decision point 1528 that the smaller-sized user is not below the predetermined threshold, the arrangement of the passenger compartment 140 may be maintained at the current arrangement at step 1508.

Referring to fig. 45, a method 1536 of adjusting the arrangement of the passenger compartment 140 of the vehicle 100 includes step 1540: the vehicle 100 is provided with a first seat assembly 332 and a second seat assembly 336, the first seat assembly 332 and the second seat assembly 336 are each movably coupled to the track system 316 within the passenger compartment 140 of the vehicle 100, and the first seat assembly 332 and the second seat assembly 336 each include the seat 204 and the seat back 200. The method 1536 further includes step 1544: the first rail position of the first seat assembly 332 is detected using the first rail sensor 136. The method 1536 further includes step 1548: the first seat position of the seat 204 of the first seat assembly 332 is detected using the first seat position sensor 280. In addition, the method 1536 further includes step 1552: the first seat back position of the seat back 200 of the first seat assembly 332 is detected using the first seat back position sensor 276. Furthermore, method 1536 includes step 1556: the first rotational position of the first seat assembly 332 is detected using the first rotational position sensor 284. The method 1536 further includes step 1560: the second rail position of the second seat assembly 336 is detected using the second rail sensor 136. The method 1536 further includes step 1564: a second seat position of the seat 204 of the second seat assembly 336 is detected using the second seat position sensor 280. In addition, the method 1536 includes step 1568: the second seat back position of the seat back 200 of the second seat assembly 336 is detected using the second seat back position sensor 276. Furthermore, the method 1536 includes step 1572: a second rotational position of the second seat assembly 336 is detected using the second rotational position sensor 284. The method 1536 further includes step 1576: the current arrangement of the passenger compartment 140 of the vehicle 100 is determined based on the detected positions of the first and second rail sensors 136, the first and second seat position sensors 280, the first and second seat back position sensors 276, and the first and second rotational position sensors 284. The method 1536 further includes step 1580: the current arrangement of the passenger compartment 140 of the vehicle 100 is transmitted to the user interface 120 of the intended user of the vehicle 100, the user interface 120 being external to the vehicle 100. In addition, the method 1536 includes step 1584: the desired arrangement of the passenger compartment 140 is received from the user interface 120 of the intended user.

Referring again to fig. 45, the method 1536 may include detecting a first current calf support position of the first calf support 208 of the first seat assembly 332 with the first calf support position sensor 404. In some examples, the method 1536 may include detecting a second calf support position of the second calf support 208 of the second seat assembly 336 with the second calf support position sensor 404. In various examples, the method 1536 may include adjusting the arrangement of the passenger compartment 140 from the current arrangement to a desired arrangement. In some examples, the method 1536 includes activating at least one actuator selected from the first translational actuator 184 of the first seat assembly 332, the second translational actuator 184 of the second seat assembly 336, the first seat actuator 172 of the first seat assembly 332, the second seat actuator 172 of the second seat assembly 336, the first seat back actuator 168 of the first seat assembly 332, the second seat back actuator 168 of the second seat assembly 336, the first rotational actuator 180 of the first seat assembly 332, and the second rotational actuator 180 of the second seat assembly 336. In various examples, adjustments from the current arrangement to the desired arrangement may be implemented as the vehicle 100 moves. In some examples, the desired arrangement is a current arrangement. That is, a case may be envisaged in which the current arrangement of the passenger compartment 140 is accepted by the intended user without adjustment. In various examples, the method 1536 may include detecting an occupancy state of the passenger compartment 140 of the vehicle 100 with an occupancy sensor 156 positioned on the vehicle 100. The method 1536 may include determining that the passenger compartment 140 is free of occupants prior to transitioning the arrangement of the passenger compartment 140 from the current arrangement to the desired arrangement. In some examples, the occupancy sensor 156 is an imager 132 positioned in an upper region of the passenger compartment 140, wherein a field of view of the imager 132 is oriented toward the passenger compartment 140. In various examples, the occupancy sensor 156 includes a first occupancy sensor 156 positioned within the first seat assembly 332 and a second occupancy sensor 156 positioned within the second seat assembly 336.

Although specific examples of adjusting the arrangement of the passenger compartment 140 from the first arrangement to the second arrangement have been discussed in detail, the present disclosure is not limited to these adjustments. Rather, with the aid of the present disclosure, a person skilled in the art will be able to determine the adjustment required to transition from the first arrangement to the second arrangement, which is not specifically outlined in the exemplary adjustment discussed herein. Similarly, one of ordinary skill in the art will be able to determine the adjustments required to reach the custom arrangement of the passenger cabin 140 not specifically outlined herein. Accordingly, such adaptations and/or arrangements are within the scope of the present disclosure.

Modifications of the present disclosure will occur to those skilled in the art and to those who make or use the concepts disclosed herein. Accordingly, it is to be understood that the embodiments shown in the drawings and described above are for illustrative purposes only and are not intended to limit the scope of the present disclosure, which is defined by the following claims as interpreted according to the principles of patent law, including the doctrine of equivalents.

Those of ordinary skill in the art will appreciate that the concepts described and the construction of other components are not limited to any particular materials. Other exemplary embodiments of the concepts disclosed herein may be formed from a variety of materials, unless otherwise specified herein.

For the purposes of this disclosure, the term "coupled" (in all forms thereof: coupled, etc.) generally means that two components (electrical or mechanical) are connected to each other either directly or indirectly. Such a connection may be fixed in nature or movable in nature. Such connection may be achieved with two components (electrical or mechanical) and any additional intermediate members may be integrally formed with each other or with the two components as a single unitary body. Unless otherwise indicated, such connection may be permanent in nature or may be removable or releasable in nature.

It is also important to note that the construction and arrangement of the elements of the present disclosure as shown in the exemplary embodiments is illustrative only. Although only a few embodiments of the present innovations have been described in detail in this disclosure, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts or elements shown as multiple parts may be integrally formed, the operation of the interfaces may be reversed or otherwise varied, the length or width of the system's structures and/or members or connectors or other elements may be varied, and the nature or number of adjustment positions provided between the elements may be varied. It should be noted that the components and/or assemblies of the system may be constructed of any of a variety of materials that provide sufficient strength or durability in any of a variety of colors, textures, and combinations. Accordingly, all such modifications are intended to be included within the scope of present innovation. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the exemplary embodiments and other exemplary embodiments without departing from the spirit of the present innovations.

It should be understood that any described process or steps within a described process may be combined with other disclosed processes or steps to form structures within the scope of the present disclosure. The exemplary structures and processes disclosed herein are for illustrative purposes and should not be construed as limiting.

It should also be understood that variations and modifications can be made to the foregoing structures and methods without departing from the concepts of the present disclosure, and it should also be understood that such concepts are intended to be covered by the appended claims unless these claims by their language expressly state otherwise.

Claims

1. A vehicle, comprising:

a passenger compartment having a front region, a center region, a rear region, and a lower region;

a floor positioned in the lower region of the passenger compartment;

a rail system positioned in the floor and extending along a longitudinal direction of the vehicle, the rail system including a rail position sensor;

a plurality of seat assemblies disposed in the passenger compartment of the vehicle to define a seat arrangement, each of the seat assemblies comprising:

a seat base;

A seat having a first end and a second end, the seat being movably coupled to the seat base at the second end of the seat;

a seat position sensor that monitors a current position of the seat;

a seat back movably coupled to the seat base proximate the second end of the seat;

a seat back position sensor that monitors a current position of the seat back;

a seat actuator that adjusts an angular position of the seat relative to the seat base;

a seat back actuator that adjusts an angular position of the seat back relative to the seat base;

a swivel assembly coupled to the seat base;

a rotational actuator engaged with the rotational assembly such that the seat base is rotatable about a vertical axis;

a rotational position sensor that monitors a rotational position of the seat base about the vertical axis;

a translation actuator coupled to the seat base and engaged with the track assembly, the translation actuator being capable of adjusting a position of the seat assembly along the track system; and

A controller that receives position data from the seat position sensor, the seat back position sensor, the rotational position sensor, and the track position sensor to determine a current arrangement of the plurality of seat assemblies within the passenger compartment, and wherein the controller communicates the current arrangement of the plurality of seat assemblies within the passenger compartment to a user interface external to the vehicle.

2. The vehicle of claim 1, wherein each of the plurality of seat assemblies further comprises:

a calf support movably coupled to the first end of the seat, the calf support being movable between a retracted position and an extended position.

3. The vehicle of claim 2, further comprising:

a calf support actuator that adjusts an angular position of the calf support relative to the seat; and

a calf support position sensor that monitors a current position of the calf support.

4. The vehicle of claim 1, wherein the user interface is a mobile electronic device.

5. The vehicle of claim 1, wherein the controller receives a request signal from the user interface to adjust the arrangement of the passenger compartment from the current arrangement to a desired arrangement.

6. The vehicle of claim 5, wherein adjusting the arrangement of the passenger compartment from the current arrangement to the desired arrangement comprises the controller transmitting a command signal to activate at least one actuator selected from the seat actuator, the seatback actuator, the rotary actuator, and the translating actuator of at least one of the plurality of seat assemblies.

7. The vehicle of claim 6, wherein the adjustment from the current arrangement to the desired arrangement is achieved while the vehicle is in motion.

8. The vehicle of claim 6, further comprising:

an occupancy sensor positioned on the vehicle, wherein the adjustment from the current arrangement to the desired arrangement is effected when the passenger compartment is free of occupants.

9. The vehicle of claim 8, wherein the occupancy sensor is an imager positioned in an upper region of the passenger compartment, and wherein a field of view of the imager is oriented toward the passenger compartment.

10. The vehicle of claim 8, wherein the occupancy sensor is positioned within each of the plurality of seat assemblies.

11. A method of adjusting a passenger compartment arrangement of a vehicle, the method comprising:

Providing the vehicle with a first seat assembly and a second seat assembly each movably coupled to a track system within the passenger compartment of the vehicle, the first seat assembly and the second seat assembly each comprising a seat and a seat back;

detecting a first track position of the first seat assembly with a first track position sensor;

detecting a first seat position of a seat of the first seat assembly with a first seat position sensor;

detecting a first seat back position of the seat back of the first seat assembly with a first seat back position sensor;

detecting a first rotational position of the first seat assembly with a first rotational position sensor;

detecting a second track position of the second seat assembly with a second track position sensor;

detecting a second seat position of the seat of the second seat assembly with a second seat position sensor;

detecting a second seat back position of the seat back of the second seat assembly with a second seat back position sensor;

detecting a second rotational position of the second seat assembly with a second rotational position sensor;

Determining a current arrangement of the passenger compartment of the vehicle based on the detected positions of the first and second rail position sensors, the first and second seat back position sensors, and the first and second rotational position sensors;

transmitting the current arrangement of the passenger cabin of the vehicle to a user interface of an intended user of the vehicle, the user interface being external to the vehicle; and

a desired arrangement of the passenger cabin is received from the user interface of the intended user.

12. The method of claim 11, further comprising:

a first current calf support position of a first calf support of the first seat assembly is detected with a first calf support position sensor.

13. The method of claim 12, further comprising:

a second current calf support position of a second calf support of the second seat assembly is detected with a second calf support position sensor.

14. The method of claim 11, further comprising:

An arrangement of the passenger compartment is adjusted from the current arrangement to the desired arrangement.

15. The method of claim 14, wherein adjusting the arrangement of the passenger compartment from the current arrangement to the desired arrangement comprises:

at least one actuator selected from a first translational actuator of the first seat assembly, a second translational actuator of the second seat assembly, a first seat actuator of the first seat assembly, a second seat actuator of the second seat assembly, a first seatback actuator of the first seat assembly, a second seatback actuator of the second seat assembly, a first rotational actuator of the first seat assembly, and a second rotational actuator of the second seat assembly is activated.

16. The method of claim 14, wherein the adjustment from the current arrangement to the desired arrangement is achieved while the vehicle is in motion.

17. The method of claim 11, wherein the desired arrangement is the current arrangement.

18. The method of claim 11, further comprising:

detecting an occupancy state of the passenger compartment of the vehicle with an occupancy sensor positioned on the vehicle; and

It is determined that the passenger compartment is free of occupants prior to transitioning the arrangement of the passenger compartment from the current arrangement to the desired arrangement.

19. The method of claim 18, wherein the occupancy sensor is an imager positioned in an upper region of the passenger compartment, and wherein a field of view of the imager is oriented toward the passenger compartment.

20. The method of claim 18, wherein the occupancy sensor comprises a first occupancy sensor positioned within the first seat assembly and a second occupancy sensor positioned within the second seat assembly.