Patent Publication Number: US-11383621-B2

Title: Control of a seating arrangement

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application claims priority to Indian Patent Application No. 201711035840, filed on 9 Oct. 2017 and United Kingdom Patent Application No. GB1721148.3, filed on 18 Dec. 2017. 
     TECHNICAL FIELD 
     The present disclosure relates to control of a seating arrangement. In particular, but not exclusively, the present invention relates to the control of a head restraint of a seating arrangement of a vehicle. Aspects of the invention relate to a method, to a controller, to a computer program product, to a non-transitory computer-readable medium and to a vehicle. 
     BACKGROUND 
     The large amount of space available in a standard sport utility vehicle (SUV) allows a user to reconfigure the seating of the SUV to carry passengers or a larger load. However, the ability to reconfigure the seating in luxury SUVs, and luxury vehicles generally, is often compromised as the seats tend to be more bulky than those used in standard passenger cars as they are optimised for comfort over versatility. In particular, the relatively large size of the backrests, or ‘squabs’, and seat cushions of the seats of luxury vehicles restricts the possible extent to which they may be folded. 
     The materials and components used in luxury vehicle seating also do not readily allow reconfiguration of the seating. 
     Additionally, rear seat assemblies in luxury passenger cars often comprise an armrest assembly located between the rear seats of the passenger vehicle. The armrest is moveable between a rearward, generally vertical stowed configuration and a forward, generally horizontal deployed configuration. The presence of the armrest adds to the complexity of the rear seating assembly in luxury vehicles, and inhibits the seating assembly from being easily reconfigurable to increase the loadspace available to a user. 
     In consequence, it is typically impractical to fold the rear seats in a luxury vehicle to increase the loadspace available, and so the load carrying capability of a luxury vehicle is more restricted than for an equivalent standard vehicle. 
     Aside from increasing loadspace, more functionality may be required from the seats themselves in a luxury vehicle. For example, it may be desirable for a rear seat to have the ability to recline to increase comfort. Moreover, such movement may be automated by a system of motors controlled through a user interface. Such features are particularly relevant for luxury vehicles targeted at customers who will tend to be chauffeur driven. 
     It is against this background that the present invention has been devised. 
     SUMMARY OF THE INVENTION 
     According to an aspect of the invention, there is provided a method of controlling tilting movement of a headrest of a seating arrangement of a vehicle. The method comprises: receiving a request for tilting movement of the headrest; determining if the headrest is attached to the seat by checking for the presence of at least one electrical component that is located within the headrest; operating a tilt motor to commence tilting movement of the headrest in response to the request only if the or each component is found to be present. 
     Checking for the presence of the at least one electrical component optionally comprises applying a voltage to a contact of an electrical terminal for the, or each, component and measuring an electrical current flow at the, or each, contact. The, or each, voltage may correspond to an operating voltage for the, or each, component. The, or each, component may be determined to be present if the electrical current measured at the, or each, contact exceeds a threshold. 
     The at least one electrical component may comprise a headrest motor, in which case checking for the presence of the headrest motor may comprise measuring an electrical current consumed at a contact of an electrical terminal for the headrest motor while attempting to operate the headrest motor. The headrest motor may be operable to move the headrest relative to a support element of the headrest. 
     The method may comprise checking for the presence of at least two electrical components that are located within the headrest. In such embodiments, the method may comprise commencing tilting movement of the headrest in response to the request only if both of the at least two electrical components are found to be present. The at least two electrical components optionally comprises a pair of headrest motors, in which case each headrest motor may be operable to move the headrest on a respective axis relative to a support element of the headrest. One of the motors of the pair may be operable to move the headrest on a substantially horizontal axis, in which case the other motor of the pair is operable to move the headrest on a substantially vertical axis. 
     Checking for the presence of the at least one electrical component optionally comprises a plausibility check. 
     In some embodiments, the request for tilting movement comprises a request to unfold the headrest from a folded configuration to an unfolded configuration. 
     The request to move the headrest may represent a user input, and may originate from any one of: a switch device associated with the seating arrangement; an input module of the vehicle; and an application executing on a mobile device. Alternatively, the request to move the headrest may be generated by a vehicle controller. 
     Other aspects of the invention provide a controller configured to control tilting movement of a headrest of a vehicle seating arrangement according to the method of the above aspect, a computer program product comprising computer readable code for controlling a computing device to perform a method according to the above aspect to control tilting movement of a headrest of a vehicle seating arrangement, and a non-transitory computer readable medium comprising such a computer program product. 
     Another aspect of the invention provides a controller for controlling tilting movement of a headrest of a vehicle seating arrangement. The controller comprises: an input configured to receive a request for tilting movement of the headrest; a processing module configured to check for the presence of at least one electrical component within the headrest, and to generate a control signal for operating a tilt motor to commence tilting movement of the headrest in response to the request only if the or each component is found to be present; and an output configured to issue the control signal. 
     The input may comprise an electronic processor having an electrical input for receiving said request, and an electronic memory device electrically coupled to the electronic processor and having instructions stored therein. The processing module may be configured to access the memory device and execute the instructions stored therein such that it is operable to generate the control signal. 
     The invention also extends to a vehicle comprising the controller of the above aspects. 
     Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: 
         FIG. 1  is a top view of a vehicle comprising a rear seating arrangement suitable for use in embodiments of the invention; 
         FIG. 2  is a schematic perspective view of an example of the rear seating arrangement of  FIG. 1 ; 
         FIG. 3  corresponds to  FIG. 2  but shows a front view of the rear seating arrangement; 
         FIG. 4  corresponds to  FIG. 2  but shows a rear view of the rear seating arrangement; 
         FIG. 5  corresponds to  FIG. 2 , but shows the rear seating arrangement in a partially folded configuration; 
         FIG. 6  corresponds to  FIG. 2 , but shows the rear seating arrangement in a fully folded configuration; 
         FIGS. 7 a  to 7 e    show an example of a first seat of the rear seating arrangement of  FIG. 1  through a series of stages of a folding sequence of the seat; 
         FIG. 8  is a side sectional view of an example of the rear seating arrangement of  FIG. 1  in which the armrest is in a stowed configuration; 
         FIG. 9  corresponds to  FIG. 8  but shows the armrest in a deployed configuration; 
         FIG. 10  is a perspective view of the rear seating arrangement shown in  FIG. 9 ; 
         FIG. 11  corresponds to  FIG. 10  but shows a lid of the armrest in an open configuration; 
         FIG. 12  is a side view of an example of a seat of the rear seating arrangement in a reclined configuration; 
         FIG. 13  is a side view of an example of a front seat of the vehicle in an intermediate stage of folding with a screen oriented according to an angle of the squab of the seat; 
         FIG. 14  shows an example of a first seat of the rear seating arrangement of  FIG. 1  through a series of stages of deployment of a calf rest; 
         FIG. 15  corresponds to  FIG. 14  but shows a retraction sequence for the calf rest; 
         FIG. 16  is a perspective view of an example of a headrest of the rear seating arrangement of  FIG. 1 ; 
         FIG. 17  is a perspective, cut-away view of an interface between the headrest of  FIG. 16  and a squab of the rear seating arrangement of  FIG. 1 , showing internal features of the squab; 
         FIG. 18  is a cross-sectional view of the headrest of  FIG. 16 ; 
         FIG. 19  is a schematic perspective view of an example of the rear seating arrangement of  FIG. 1  showing a motor system used to power movement of components of the seating arrangement; 
         FIG. 20  is a schematic illustration of an example of a control system used to operate the rear seating arrangement of  FIG. 1 ; 
         FIG. 21  is a flow diagram showing a process according to an embodiment of the invention for folding the seats of the rear seating arrangement of  FIG. 1 ; 
         FIG. 22  is a Gantt chart showing steps of the process of  FIG. 21 ; 
         FIG. 23  is a flow diagram showing a process according to an embodiment of the invention for reclining a seat of the rear seating arrangement of  FIG. 1 ; 
         FIG. 24  is a Gantt chart showing steps of the process of  FIG. 23 ; 
         FIG. 25  is a flow diagram showing a process according to an embodiment of the invention for deploying an armrest of the rear seating arrangement of  FIG. 1 ; 
         FIG. 26  is a flow diagram showing a process according to an embodiment of the invention for stowing an armrest of the rear seating arrangement of  FIG. 1 ; 
         FIG. 27  is a flow diagram showing a process according to an embodiment of the invention for deploying a ski-hatch of the rear seating arrangement of  FIG. 1 ; 
         FIG. 28  is a flow diagram showing a process according to an embodiment of the invention for deploying a calf rest of the rear seating arrangement of  FIG. 1 ; 
         FIG. 29  is a flow diagram showing a process according to an embodiment of the invention for extending a calf rest of the rear seating arrangement of  FIG. 1 ; 
         FIG. 30  is a flow diagram showing a process according to an embodiment of the invention for detecting the presence of a headrest; and 
         FIG. 31  is a flow diagram showing a process according to an embodiment of the invention for adjusting the position of a screen mounted to the rear of a front passenger seat. 
     
    
    
     DETAILED DESCRIPTION 
     Embodiments of the invention relate to methods and corresponding control systems for guiding operation of elements of a motorised seating arrangement for a vehicle. Due to the complexity of the seating arrangement, which comprises various movable elements, each movement must be managed carefully to avoid collisions with other vehicle components and to ensure the comfort and safety of any occupants of the vehicle. 
     Before moving on to consider these embodiments in detail, to put the invention into context a seating arrangement to which such embodiments are applicable is described with reference to  FIGS. 1 to 20 . 
       FIG. 1  shows in plan view, and in simplified form, a luxury vehicle  6  comprising a rear seating arrangement or seating assembly  1  and a control system  3  for controlling movement of components of the rear seating arrangement  1  according to embodiments of the invention. The rear seating arrangement  1  is disposed in a passenger compartment  2  of the vehicle  6 , and a loadspace  4  is defined behind the seating arrangement  1 .  FIG. 2  shows an example of the rear portion of the passenger compartment  2  and the loadspace  4  of the vehicle  6  in perspective view. 
     In the description that follows, the terms “forwards”, “backwards”, “fore”, “aft”, “forwardmost” and “rearmost” are used to describe positions or locations of features relative to the vehicle  6 . For example, the terms “forwards” and “forwardmost” refer to locations or positions towards or nearer the front of the vehicle  6 , and “backwards” and “rearmost” refer to locations or positions towards or nearer the rear of the vehicle  6 . 
     The rear portion of the passenger compartment  2  comprises the seating arrangement  1 , which is shown in a default configuration in  FIG. 2 . As seen most clearly in  FIG. 2 , when the seating arrangement  1  is in the default (unfolded) configuration, the passenger compartment  2  in the illustrated example is separated from the loadspace  4  by a bulkhead  8  of the seating arrangement  1  that extends transversely between opposed sides of the vehicle  6 . The loadspace  4  is commonly referred to as the “trunk” or “boot” or “cargo space” of a vehicle. Luggage and other items are typically loaded into the loadspace  4  by opening a hinged hatch or door (not shown) at the rear of the vehicle  6  to provide access to the loadspace  4 . The bulkhead  8  has a first surface  10  and a second surface  12 , with the first surface  10  of the bulkhead  8  facing the passenger compartment  2  and the second surface  12  facing the loadspace  4  when the seating arrangement  1  is in the default configuration illustrated in  FIG. 2 . 
     The seating arrangement  1  is shown from the front in  FIG. 3 , and from behind in  FIG. 4 .  FIGS. 1 to 4  will now be described together. 
     The seating arrangement  1  comprises a first seat  16 , a second seat  18  and a separating portion defining a central seat  20 , the central seat  20  being located between the first seat  16  and the second seat  18 . The bulkhead  8  is located rearward of the first, second and central seats  16 ,  18 ,  20 . 
     Each of the first and second seats  16 ,  18  comprises a seat cushion  22 , a squab  24 , a headrest  26  and a calf rest  27 . The squabs  24  are located adjacent to the first surface  10  of the bulkhead  8  when the seating arrangement  1  is in the default configuration. 
     The central seat  20  comprises a central cushion  28  and a backrest that is pivotable to function as an armrest  30 . The armrest  30  is shown in a deployed configuration in  FIG. 2 , in which the armrest  30  is oriented generally horizontally. The armrest  30  is movable to a stowed configuration, described in more detail below, in which the armrest  30  is oriented generally vertically to form the separating backrest for the central seat  20 . 
     Although not visible in  FIGS. 1 to 4 , the first, second and central seats  16 ,  18 ,  20  typically also comprise seat belt assemblies. For example, the first and second seats  16 ,  18  typically comprise conventional three-point seat belt systems, whereas the central seat  20  may be provided with a two-point lap belt system. Each of these seat belt systems may comprise sensors that are configured to generate signals that are indicative of whether or not the respective seat belt has been fastened, and thus whether or not the respective seat belt system is engaged. 
     Additionally, each of the first, second and central seats  16 ,  18 ,  20  may be fitted with one or more sensors that are arranged to detect the presence of an object such as a passenger in the respective seat. Such sensors will be familiar to the skilled reader, and may be embedded within the seat cushions  22 ,  28 , for example. The sensors may form a part of an occupant detection system and may be arranged to generate signals indicative of a load applied to the seat cushion  22 ,  28 . The occupancy detection system may determine that the seat  16 ,  18  is occupied if the indicated load exceeds a threshold, for example. 
     The seating arrangement  1  is referred to in the art as a 40-20-40 split: the first seat  16  comprises approximately 40% of the seating space of the seating arrangement  1 , the central seat  20  comprises approximately 20% of the seating space of the seating arrangement  1  and the second seat  18  comprises approximately 40% of the seating space of the seating arrangement  1 . 
     As best seen in  FIG. 4 , the bulkhead  8  in the illustrated example comprises a hinged opening defining a ski-hatch  29 , which can be opened when the armrest  30  is deployed to allow elongate objects, such as skis  31 , to extend from the loadspace  4  into the passenger compartment  2 .  FIG. 2  shows the seating arrangement  1  with the ski-hatch  29  in an open configuration and the skis  31  extending therethrough into the passenger compartment  2 .  FIGS. 3 and 4  show the seating arrangement  1  with the ski-hatch  29  in a closed configuration. 
     In some embodiments, the default configuration of the seating arrangement  1  shown in  FIGS. 1 to 4 , in which the squabs  24  are generally upright but not reclined, the cushions are in a generally rearward position and the calf rests  27  are stowed, defines an egress configuration for each seat  16 ,  18  of the seating arrangement  1 . 
     Such an egress configuration is arranged to facilitate egress from or entry to the respective seat  16 ,  18  by positioning the seat  16 ,  18  in an accessible arrangement, and may be optimised for each vehicle model. Moreover, the egress configuration may be user customisable through a vehicle infotainment system, for example. Thus, the egress configuration may not exactly correspond to the default configuration shown in  FIGS. 1 to 4 . 
     The control system  3  may be arranged to control movement of the components of the rear seating arrangement  1  to move the first seat  16  or the second seat  18  into its egress configuration when a vehicle door adjacent to the relevant seat  16 ,  18  is operated. 
     For example, the second seat  18  may be in a reclined configuration when the door directly adjacent to the second seat  18  is operated. An example of a reclined configuration is shown in  FIG. 12 , and entails that the squab  24  is tilted rearward, the cushion  22  is shifted forward and the calf rest  27  is deployed. In this situation, on sensing operation of the door the control system  3  acts to reconfigure the second seat  18  automatically to tilt the squab  24  forwards, shift the cushion  22  aft and stow the calf rest  27 , thereby assuming the egress configuration. 
     The precise manner in which the components of the seating arrangement  1  are moved by the control system  3  shall become clear in the description that follows. 
     Operating a door may act as a trigger for commencing movement of a seat  16 ,  18  to an egress configuration, and may comprise actuation of an internal or external door handle, as indicated by a door handle sensor, or opening of a door as indicated by a door sensor. 
     In some embodiments, only the seat adjacent to the door or door handle that is operated is moved to the egress configuration, but optionally both the first and second seats  16 ,  18  may be moved to their egress configurations when a door next to either one of them is operated. 
     If automated movement to the egress configuration is desired only for vehicle egress, optionally the control system  3  may check for occupancy of the relevant seat  16 ,  18  when a door is operated. Such information may be gathered from an occupancy detection system for the relevant seat  16 ,  18 , for example. Such systems may include a sensor embedded within the relevant seat cushion  22  that is arranged to generate a signal indicative of a load applied to the seat cushion  22 . If the load exceeds a threshold, the occupancy detection system determines that the seat  16 ,  18  is occupied. 
     Similarly, in such embodiments movement to the egress configuration may be disabled if the relevant seat  16 ,  18  is folded, since a folded seat can be assumed to be unoccupied. 
     It will be appreciated that if the control system  3  is arranged to move the seats  16 ,  18  to an egress position on occasions where a person is entering the vehicle  6 , there is no need to check for occupancy of the seat  16 ,  18 , or whether the seat  16 ,  18  is folded. 
     The seating arrangement  1  is shown in  FIG. 5  in a partially-folded configuration. The bulkhead  8  is asymmetrically divided into a major bulkhead portion  17   a  and a minor bulkhead portion  19   a . Accordingly, the seating arrangement  1  is divided into corresponding portions: a major portion  17  and a minor portion  19 . The major portion  17  comprises the second seat  18 , the central seat  20  and armrest  30 , and the major bulkhead portion  17   a . The minor portion  19  comprises the first seat  16  and the minor bulkhead portion  19   a . In the example shown, the seating arrangement  1  has a 40-20-40 split meaning the major bulkhead portion  17   a  and the minor bulkhead portion  19   a  is typically a 60-40 split. 
     The first, second and central seats  16 ,  18 ,  20  are arranged so that the squabs  24  and armrest  30  may each fold forward about an axis  33  extending transversely across the vehicle  6  parallel to the plane of the bulkhead  8 . The bulkhead  8  is also arranged to fold forward in cooperation with the seats  16 ,  18 ,  20 . 
     However, it is noted that the bulkhead  8  is separate to the squabs  24  of the first and second seats  16 ,  18 , and so can move independently. The precise modes of operation will be described in more detail later, but at this stage it is noted that the provision of a bulkhead  8  that can fold independently of the seats  16 ,  18 ,  20  increases the versatility of the seating arrangement  1 . For example, this configuration allows the bulkhead  8  to be used as a foundation for movement of the seat squabs  24 , which is helpful in view of their relatively large size and weight resulting from the increased level of comfort that they are designed to provide. This arrangement also allows the bulkhead  8  to continue to separate the loadspace  4  from the passenger compartment  2  while the positions of the squabs  24  are adjusted. 
     In the partially-folded configuration shown in  FIG. 5  the first seat  16  is in a folded configuration so that its squab  24  rests on its corresponding seat cushion  22 . The central seat  20  and the second seat  18 , i.e. the major portion  17   a , is in an unfolded, default configuration. In this configuration the corresponding minor portion  19   a  of the bulkhead  8  is folded forward to lie on top of the squab  24 , so that the first surface  10  of the minor portion  19   a  of the bulkhead  8  generally faces the floor of the passenger compartment  2  and the second surface  12  of the minor portion of the bulkhead  8  generally faces the roof of the passenger compartment  2 . The partially-folded configuration allows a long load  32  to be carried by the vehicle  6  while allowing the second seat  18  and the central seat  20  to carry passengers. 
     The seating arrangement  1  is shown in  FIG. 6  in a fully-folded configuration, in which both of the squabs  24  and the armrest  30  are folded forward about the folding axis  33  so that each squab  24  and the armrest  30  engages its respective cushion  22 ,  28 . In the fully-folded configuration, both the minor and major portions of the bulkhead  8  are folded forward to lie on top of the squabs  24  and armrest  30  so that the first surface  10  of the bulkhead  8  generally faces the floor of the passenger compartment  2  and the second surface  12  generally faces the roof of the passenger compartment  2 . The fully-folded configuration allows a larger load (not shown) to be carried by the vehicle  6 . 
       FIGS. 7 a  to 7 e    are side views of the first seat  16  of the seating arrangement  1 , showing a bulkhead assembly  34  incorporating the bulkhead  8 . Each of  FIGS. 7 a  to 7 e    show the bulkhead assembly  34  and the seat  16  in sequential stages of movement as the seat  16  and bulkhead assembly  34  fold under the control of the control system  3 . 
     The bulkhead assembly  34  comprises an upper support structure  38  and a lower support structure  40 , the lower support structure  40  being connected to the upper support structure  38  by a pivotable joint  55 . 
     The upper support structure  38  comprises the bulkhead  8  and a bulkhead bracket  46 , to which the bulkhead  8  is mounted. 
     The seat cushion  22  is mounted on the lower support structure  40 . Specifically, the cushion  22  comprises opposed laterally projecting rear pins  60  towards the rear of the cushion  22  that are received for linear sliding movement in slots  62  of the lower support structure  40 , and is coupled to a pair of pivotable support arms  64  of the lower support structure  40  towards the front of the cushion  22 , with one support arm  64  attached to each side of the cushion  22 . 
     Each support arm  64  couples to the seat cushion  22  by a laterally projecting front pin  66  that is received in a cushion slot  68  formed in a base  70  of the seat cushion  22 . 
     This arrangement provides two modes of fore-and-aft movement for the seat cushion  22 : a first mode, in which the support arms  64  pivot while the front pins  66  remain in fixed positions in their respective cushion slots  68 , to move the seat cushion  22  in a forward arc movement that raises the seat cushion  22  to some extent; and a second mode, in which the rear and front pins  60 ,  66  slide in their respective slots  62 ,  68  while the support arms  64  are held stationary, resulting in purely linear movement of the cushion  22 . Providing two modes of movement provides greater flexibility in configuring the seat cushion  22  for comfort. The folding sequence shown in  FIGS. 7 a  to 7 e    uses the first mode of movement, but it should be appreciated that the second mode of movement may equally be useful for a folding procedure. 
     The squab  24  is pivotally mounted on a pivoting member  92  that is aligned with the axis  33  about which the squabs  24  pivot. In turn, the pivoting member  92  is supported by a squab bracket  93  that is pivotably mounted on the pivotable joint  55 . The pivoting member  92  allows the angle of the squab  24  relative to the seat cushion  22  to be altered by a passenger for comfort. The squab bracket  93  can pivot relative to the pivotable joint  55  to move the squab  24  relative to the bulkhead assembly  34 , thereby creating further flexibility in repositioning the squab  24  for comfort. Equally, coupling the squab  24  to the pivotable joint  55  through the squab bracket  93  allows the squab  24  to fold together with the bulkhead  8  around the pivotable joint. 
       FIG. 7 a    shows the squab  24  in a forward position, in which a void  94  is defined between the squab  24  and the bulkhead  8 . The pivoting member  92  is not displaced from its rearward position in  FIGS. 7 a    to  7   e.    
     By allowing the squab  24  to pivot and move forwards and rearwards independently of the bulkhead  8 , the arrangement shown in  FIG. 7 a    allows a passenger to configure the first seat  16  for comfort without affecting the loadspace  4 , which remains enclosed by the bulkhead  8 . 
     Reconfiguration of the seating arrangement  1  between the unfolded, default configuration and the folded configuration may be activated using the control system  3 . In this respect, the control system  3  comprises one or more switches that control a set of electric motors (shown in  FIG. 19 ) that in turn effect movement of respective components of the rear seating arrangement  1 . Pressing a switch generates an electronic request signal that activates the control system  3  to perform a relevant movement through appropriate operation of the electric motors. 
     In this example, on activation of the control system  3  by an appropriate switch that controls folding of the seating arrangement  1 , the control system  3  takes appropriate action. Specifically, the pivoting member  92 , if displaced, returns to a rearward position, and the squab  24  automatically reclines to a rearward position in which the void  94  is eliminated and the squab  24  abuts the bulkhead  8 , as shown in  FIG. 7 b   . This abutting position is an initial position that the squab  24  may take to ensure that the bulkhead assembly  34  is in the correct position to be reconfigured from the unfolded configuration to the folded configuration. This provides the control system  3  with an initial reference from which to control folding movement of the seat  16  and bulkhead assembly  34 , and thus assures completion of folding in the correct position. 
     Similarly, the seat cushion  22  may also return to an initial, rearward position corresponding to the position shown in  FIG. 7 b    if the seat cushion  22  is positioned forwards of its initial position when folding is activated. 
     Using the pin-and-slot arrangement, the seat cushion  22  may be moved forward relative to the lower support structure  40  by rotating the support arms  64  in a forward direction, as shown in  FIG. 7 c   . As noted above, this corresponds to the first mode of movement for the seat cushion  22 . 
     The forward position of the seat cushion  22  provides further space—indicated by the shaded area  96  in  FIG. 7 c   —for the squab  24  to pivot into. Without the forward sliding of the cushion  22 , the cushion  22  would present an obstruction to pivoting movement of the squab  24 . Accordingly, the shaded area  96  represents a first clash zone  96 , in that if the cushion  22  is within the first clash zone  96 , attempting to fold the squab  24  will cause a clash between the squab  24  and the cushion  22 . 
       FIG. 7 d    illustrates the seat  16  and bulkhead assembly  34  at an intermediate stage between the unfolded configuration and the folded configuration as they pivot together around the pivotable joint  55 , and  FIG. 7 e    illustrates the components of the major portion of the bulkhead assembly  34  in the folded configuration once the folding operation completes. In the folded configuration, a portion of the squab  24  fills the shaded area  96  shown in  FIG. 7   c.    
     As  FIGS. 8 to 10  illustrate, in some arrangements the central cushion  28  is moved as the armrest  30  repositions from the stowed configuration to the deployed configuration. 
       FIG. 8  shows a side view of an example of the central seat  20  of the seating arrangement  1  with the armrest  30  in the stowed configuration. The armrest  30  is mounted on a pivot  116  that enables the armrest  30  to pivot between the stowed configuration and the deployed configuration. In the stowed configuration, the armrest  30  and the central cushion  28  generally are aligned respectively with the squabs  24  and seat cushions  22  (shown in  FIGS. 9 and 10 ) either side of the armrest  30  and central cushion  28 , so that the central seat  20  may be used as a passenger seat. 
       FIGS. 9 and 10  show an example of the seating arrangement  1  with the armrest  30  in the deployed configuration.  FIG. 9  is a side view of the central seat  20 , whereas  FIG. 10  is a perspective view that also shows the squabs  24  and seat cushions  22  of the first and second seats  16 ,  18  adjacent to the central seat  20 . 
     The seating arrangement  1  in the illustrated embodiment is arranged to alter the position of the central cushion  28  as the armrest  30  switches between the stowed configuration and the deployed configuration. The central cushion  28  rotates about a central cushion pivot  135 . Alternatively, the central cushion  28  may be mounted on a moveable mounting that is arranged to reposition the central cushion  28  as the armrest  30  switches between the stowed configuration and the deployed configuration. 
     The armrest  30  rotates forwards about the pivot  116  as it moves from the stowed configuration to the deployed configuration. At the same time, or previously, the central cushion  28  drops into a dipped position so that a recess is formed between the seat cushions  22 , to receive the armrest  30 , allowing the armrest  30  to overlap the seat cushions  22 , which is illustrated by the hatched area  136 , to achieve a comfortable armrest position, and which enables the visual appearance of an armrest that is fully integrated with the adjacent seats. 
     Such an integrated appearance of the present embodiment of the invention is best seen in  FIG. 10 . As shown, a portion of the armrest  30  is located between the seat cushions  22  of the first seat  16  and the second seat  18 , which gives the appearance of the armrest  30  being integral with the seats  16 ,  18 . 
       FIG. 11  shows an example of the armrest  30  in the deployed configuration and in an open configuration in which a lid  72  of the armrest  30  is open. This provides access to an internal compartment  76  defined within the armrest beneath the lid  72 , which in the illustrated example comprises cup holders  74  defined by cylindrical recesses formed in a base of the compartment  76 . To reveal the compartment  76 , the lid  72  of the armrest  30  is pivoted from a closed configuration, in which the lid  72  is generally flush with an upper surface of the armrest  30 , to a generally upright orientation as shown in  FIG. 11 , which defines an open configuration for the lid  72 . 
     In the embodiment illustrated in  FIG. 11 , the armrest  30  further comprises a retractable cover  75  that can slide horizontally into a closed configuration across the cup holders  74  when they are not in use, and may be retracted into the body of the armrest  30  and into an open configuration when access to the cup holders  74  is required. Movement of the retractable cover  75  between its open and closed configurations may be powered by a retractable cover motor that is disposed within the armrest  30 . 
     If an attempt is made to close the retractable cover  75  while a cup or another object is situated in one of the cup holders  74 , the retractable cover  75  will meet with resistance as it engages the cup, or other object. This resistance may be detected as a pinch condition (e.g. indicative of an object being trapped between the moving retractable cover  75  and another component), in response to which movement of the retractable cover  75  may be cancelled and/or reversed automatically. 
       FIG. 12  shows an example of the second seat  18  of the seating arrangement  1  in a reclined configuration. In the reclined configuration, the squab  24  is pivoted rearward into engagement with the bulkhead  8 , while the cushion  22  has been move forward using the first mode of movement so that it is positioned forward and slightly raised relative to its default configuration. This configuration of the squab  24  and the cushion  22  corresponds to that of  FIG. 7 c   . However, in this case the configuration is not adopted as a precursor to folding, but represents a configuration designed to provide maximum comfort. 
     As  FIG. 12  shows, the calf rest  27  comprises a support structure comprising pivotable arms  78  that are mounted and rotatable about a pivot  81  relative to the lower support structure  40  of the bulkhead assembly  34  of the second seat  18 . The calf rest arms  78  support a calf rest cushion  80  that is linearly displaceable along the arms  78 , so that the calf rest cushion  80  can be moved towards or away from the pivot  81  located beneath the cushion  22  of the second seat  18 . Moving the calf rest cushion  80  away from the pivot  81 , and thus away from the seat cushion  22 , is hereafter referred to as extending the calf rest  27 , whereas pivoting the calf rest arms  78  shall be referred to as tilting or pivoting the calf rest  27 . 
     When the second seat  18  is in such a reclined configuration, the calf rest  27  is pivoted and extended to a deployed configuration as shown in  FIG. 12 , in which the calf rest cushion  80  is positioned to provide leg support for an occupant of the second seat  18 . The process by which the calf rest is deployed is described in more detail below with reference to  FIG. 14 . 
     To accommodate deployment of the calf rest  27 , as shown in  FIG. 12  a front passenger seat  82  of the vehicle  6  may be moved to a folded configuration if unoccupied. The folded configuration for the front seat  82  generally corresponds to the folded configuration for a rear seat  16 ,  18 , as described above with reference to  FIG. 7 e   . Specifically, a squab  84  of the front seat  82  is pivoted forwards into engagement with a cushion  86  of the front seat  82 . 
     A headrest  88  of the front seat  82  is shown in a default configuration in  FIG. 12 , but optionally the headrest  88  may tilt forwards to avoid impacting a dashboard of the vehicle  6 . 
     Moving the front seat  82  into the folded configuration ensures that no part of the front seat  82  falls within a second clash zone  98 , which is illustrated in  FIG. 12  by dashed lines. The second clash zone  98  represents an area within which the calf rest  27  moves during its deployment, and in which a clash could therefore arise between the calf rest  27  and the front seat  82  if a component of the front seat  82  is located inside the second clash zone  98  during such deployment of the calf rest  27 . 
     Although the front seat  82  shown in  FIG. 12  is structurally similar to the seats  16 ,  18  of the rear seating arrangement  1 , it should be appreciated that the front seat  82  may be constructed differently. In particular, although the front seat  82  is shown in  FIG. 12  as having a bulkhead  100  and a squab  84 , it is noted that the squab  84  and bulkhead  100  are not separable as for the seats  16 ,  18  of the rear seating arrangement  1 . Thus, the bulkhead  90  merely acts as a protective back for the squab  84  of the front seat  82 . 
       FIG. 12  also illustrates how a display device, for example an entertainment device such as a screen  102 , mounted to the rear of the squab  84  of the front seat  82  tilts to compensate for folding of the front seat  82 . As is clear from  FIG. 12 , although the squab  84  of the front seat  82  is pivoted forwards, the screen  102  is supported in an upright position.  FIG. 13  shows the front seat  82  in a different configuration, in which the squab  84  is at intermediate stage of folding, and again the screen  102  is oriented generally vertically. 
     Adjusting the angle of the screen  102  relative to the squab  84  to maintain a substantially constant orientation relative to a floor of the vehicle  6  ensures that the screen  102  remains readily viewable by an occupant of the second seat  18  when the configuration of the front seat  82  is altered. Although the screen  102  is shown as generally vertical in both  FIG. 12  and  FIG. 13 , alternatively the position of the screen  102  may be controlled so that it is oriented towards the headrest  26  of the second seat  18  at all times, thus optimising the viewing angle for an occupant of the second seat  18 . In a further alternative, the orientation at which the screen  102  is maintained may be user-adjustable, for example through an interface such as an infotainment system. 
     The screen  102  is supported by a screen bracket  104  that is pivotable relative to the squab  84  of the front seat  82 . The screen  102  may also pivot relative to the bracket for greater flexibility in movement, for example to enable linear movement of the screen  102  relative to the squab  84  of the front seat  82 . Pivoting movement of the screen bracket  104  and/or the screen  102  relative to the screen bracket  104  is driven by one or more screen motors integrated within the screen bracket  104  and/or the squab  84  of the front seat  82 . 
     A sensor  83  embedded within the front seat  82  provides a signal indicative of a position of the front seat squab  84 . The position of the front seat squab  84  may comprise its orientation as well as its longitudinal position within the vehicle  6 , noting that the position of the front seat  82  is adjustable fore-and-aft as is conventional. 
     The signal indicative of the position of the front seat  82  is passed to the control system  3 , and is used to determine the correct position for the screen  102 . The position of the screen  102  comprises its angle relative to the squab  84  of the front seat  82 , and optionally a displacement of the screen  102  from the squab  84  of the front seat  82  in embodiments in which the screen bracket  104  is configured to move the screen  102  towards and away from the squab  84 . Once the desired position is determined, the control system  3  operates the motors that control movement of the screen  102  and the screen bracket  104  to position the screen  102  as required. 
     In this way, the control system  3  operates to adjust the position of the screen  102  relative to the position of the front seat squab  84  according to a predefined relationship between the screen angle and the squab angle, to maintain an optimised viewing angle for an occupant of the second seat  18  as the front seat  82  is reconfigured. 
       FIGS. 14 and 15  schematically illustrate, respectively, example sequential stages of deployment and retraction movement of a calf rest  27  of the second seat  18 . 
     In  FIG. 14 , a calf rest  27  is deployed from a stowed configuration, in which the calf rest  27  extends generally orthogonally to a floor of the passenger compartment  2  downwardly from a front edge of a seat cushion  22 , to a deployed configuration and an extended configuration, in which the calf rest  27  provides support for the legs of a passenger occupying the second seat  18 . In some embodiments deployment and extension of the calf rest  27  may be separate, independent operations. Thus, the deployed configuration and the stowed configuration refer only to the orientation of the calf rest  27 , and not to the extent to which it has been extended. 
     In the deployed configuration, the calf rest  27  is inclined by, for example, approximately 15° relative to a horizontal plane, whereas in the stowed configuration the calf rest  27  extends, for example, generally vertically downwardly from the front edge of the seat  18 . 
     When the calf rest  27  is extended, the calf rest cushion  80  is displaced away from the seat  18  by linear movement along the calf rest arms  78  that support the calf rest cushion  80 , so that the calf rest cushion  80  may be located below the calves of the passenger&#39;s legs for maximum comfort. 
     It may not be possible to extend the calf rest  27  to its maximum extent while it is in the stowed configuration, as attempting to do so might result in the calf rest cushion  80  impacting the floor of the passenger compartment  2 . Conversely, extending the calf rest  27  after it has been raised to the deployed configuration, and while therefore potentially supporting the passenger&#39;s legs, may cause discomfort to the passenger. Accordingly, the calf rest  27  may be deployed and extended in stages.  FIG. 14  shows one of many possible implementations. 
     In a first stage, shown uppermost in  FIG. 14 , the calf rest  27  is in the stowed configuration. When deployment of the calf rest  27  is requested by the user, for example by pressing a button in a user interface panel of the adjacent vehicle door, the calf rest cushion  80  moves downwardly on the calf rest arms  78  into a first, intermediately extended position, in which the calf rest  27  is extended without impacting the floor of the passenger compartment  2 . This step is shown as the second stage of  FIG. 14 , and reduces any additional extension that may be performed once the calf rest  27  has been raised, in turn minimising any discomfort to the user. In some embodiments, this first position may be achieved by extending the calf rest  27  as far as possible without impacting the floor of the passenger compartment to minimize any further subsequent extension. 
     It is also noted that, when the calf rest  27  is in the stowed configuration, the calf rest cushion  80  may be positioned beneath the cushion  22  of the second seat  18 , and may engage the underside or front edge of the cushion  22 . Accordingly, the step of extending the calf rest  27  downwardly before beginning to tilt the calf rest  27  moves the calf rest cushion  08  out of engagement with the seat cushion  88  and therefore avoids a clash between the two during subsequent pivoting of the calf rest arms  78 . 
     Next, the calf rest arms  78  pivot forwardly towards a second position in which they are inclined at, for example, approximately 45° with respect to the horizontal, as shown at the third stage of  FIG. 14 . At this point, the calf rest cushion  80  may not yet have come into contact with the passenger&#39;s legs, and in some embodiments there may be sufficient room remaining in front of the calf rest  27  for a passenger with legs of at least average length to maintain their feet on the floor of the passenger compartment  2  comfortably. In this second position it is envisaged that the calf rest  27  does not yet support the passenger&#39;s legs, and thus further extending the calf rest  27  at this point will cause minimal discomfort. Moreover, with the calf rest arms  78  oriented at this angle, the calf rest  27  may be further extended without risk of impact with the passenger compartment floor. 
     The calf rest  27  may then complete its extension at the fourth stage by moving to a third position, before finally continuing the forward pivoting movement of the arms  78  to bring the calf rest  27  to the deployed configuration at the fifth stage. 
     As already noted, the sequence shown in  FIG. 14  is provided as an example only, and many variations are possible. It is also possible to rotate the arms  78  simultaneously with extending the calf rest  27 , so that deployment and extension occur in a single continuous movement. 
       FIG. 15  shows the reverse operation, namely a retraction sequence in which the calf rest  27  moves from a deployed and extended configuration to a retracted state in the stowed configuration. In contrast with extending the calf rest  27  while supporting a passenger&#39;s legs, retracting the calf rest cushion  80  towards the first seat  16  while supporting legs is considered acceptable in terms of comfort. Therefore, in the example illustrated in  FIG. 15 , the retraction operation is slightly simpler than the deployment operation shown in  FIG. 14 , as it comprises fewer stages. 
     Specifically, the first stage of the retraction operation shown in  FIG. 15  has the calf rest  27  in the deployed and extended configuration in which it finished at the end of the deployment operation of  FIG. 14 . Next, at the second stage the calf rest cushion  80  is retracted towards the second seat  18 , stopping slightly short of reaching the top of the calf rest arms  78  to avoid impacting the cushion  24  of the second seat  18 , which might interfere with rotation of the calf rest arms  78 . 
     At the third stage, the calf rest arms  78  are pivoted downwardly to return to a vertical orientation, noting that the calf rest cushion  80  has been sufficiently retracted in the second stage to avoid collision with the floor. The retraction operation then completes at the fourth stage by drawing the calf rest cushion  80  up on the calf rest arms  78  to return to its original position below the cushion  24  of the second seat  18 , corresponding to the stowed configuration. 
     In summary, the rear seating arrangement  1  may comprise a folding bulkhead  8 , reclining seats  16 ,  18 , deployable calf rests  27 , a deployable armrest  30  and a deployable ski-hatch  29 . Positioning the components of the seating arrangement  1  in any of the above described configurations is automated using a system of motors and associated mechanisms and is controlled by the control system  3 . 
       FIGS. 16 to 18  show an example of a headrest  26  of the rear seating arrangement  1  in more detail. As  FIG. 16  shows, the headrest  26  is supported by a pair of headrest supports in the form of curved headrest rods  108 . When the headrest  26  is in a generally upright configuration, the headrest rods  108  extend downwardly initially from the headrest  26 , and then curve in a generally circular arc towards a generally horizontal inclination at their lowest extent.  FIG. 17  shows the ends of the headrest rods  108  being received within sleeves  110  residing inside a squab  24  of a rear seat, the first seat  16  in this example. 
     Returning to  FIG. 16 , the headrest  26  may be tilted between the generally upright configuration and a downwardly facing folded configuration, for example to enable the headrest  26  to be folded out of the way when the seat  16  is moved into a folded configuration. Movement of the headrest  26  between the upright and folded configurations may be driven by a headrest tilt motor  112  embedded in the squab  24 , which acts to push the headrest rods  108  outwardly from the squab  24 , causing the headrest  26  to tilt forwardly due to the curve of the headrest rods  108 . Tilting of the headrest  26  may thus be controlled by the control system  3  in response to requests from a user, as shall be described in more detail later. 
     In addition to tilting movement, the headrest  26  may move both vertically and horizontally on the headrest rods  108 , offering further flexibility in repositioning of the headrest  26  for a user&#39;s comfort. Vertical and horizontal movement of the headrest  26  on the headrest rods  108  is effected by a headrest vertical motor  118  and a headrest horizontal motor  120  respectively, which are embedded within the headrest  26  as shown in  FIG. 18 . In turn, operation of the headrest motors  118 ,  120  may be controlled by the control system  3  in response to user requests. 
     Electrical power is delivered to the headrest vertical motor  118  and the headrest horizontal motor  120  through wiring routed inside one of the headrest rods  108 . In turn, the headrest rod  108  containing the wiring comprises an electrical terminal that connects to a complementary terminal within the sleeve  110  of the squab  24  within which the headrest rod  108  is received. Accordingly, when the headrest rod  108  engages its respective sleeve  110 , the headrest vertical motor  118  and the headrest horizontal motor  120  are electrically connected to the squab  24 , and in turn to the control system  3 , and may therefore be driven according to user requests. 
     The detailed operation of the mechanisms for vertical, horizontal and tilting movement of the headrest  26  are already known and are not the subject of this invention, and so shall not be described further here. 
     It is noted that the headrest  26  may be removed from the squab  24  manually when the headrest  26  is tilted into its folded configuration. To remove the headrest  26 , a user must lift the headrest  26  to withdraw the headrest rods  108  from the squab  24  while pressing a release button on the squab  24 . 
     It is undesirable to drive the headrest tilt motor  112  if the headrest  26  is absent, because driving the motor  112  under such circumstances may make subsequent reinsertion of the headrest rods  108  difficult and therefore inhibit reinstallation of the headrest  26 . Accordingly, when the control system  3  receives a request to drive the headrest tilt motor  112  to tilt the headrest  26 , it is desirable to ascertain first whether the headrest  26  is present. 
     Prior art arrangements comprise microswitches within the squab  24  to detect the presence of the headrest rods  108  and thereby prevent inappropriate driving of the headrest tilt motor  112 . However, this approach has been found to be unreliable. 
     Accordingly, embodiments of the invention take a different approach, in which the presence of the headrest  26  is determined using a plausibility check in which the control system  3  attempts to drive the headrest horizontal motor  120  and/or the headrest vertical motor  118  located within the headrest  26 , and measures a current flow at the electrical terminal for the, or each, motor  118 ,  120  to determine whether the headrest  26  is present or absent. This process is described in more detail below with reference to  FIG. 30 , but it is noted at this stage that this approach beneficially allows the microswitches to be dispensed with, whilst also providing a more reliable indication of whether the headrest  26  is present. 
     The underlying structure and mechanisms of the seating arrangement that enable the above described automated reconfiguration are not the subject of this invention and so are not described in detail, to avoid obscuring the invention. Examples of seating assemblies having these capabilities are described in detail in some of the Applicant&#39;s earlier applications published as GB2539501, WO 2016/202732 and WO 2016/202733. 
     However,  FIG. 19  schematically illustrates an example set of motors incorporated into the seating arrangement  1 , to provide an overview of at least some of the means by which the seating arrangement  1  is reconfigured. 
     The set of motors comprises a pair of calf rest arm motors  130 , a respective one for each calf rest. The calf rest arm motors  130  are capable of providing rotational force for effecting rotation of the calf rest arms  78  between the deployed and stowed configurations. Each calf rest arm motor  130  is coupled to the arms  78  of its respective calf rest  27  by suitable linkages (not shown). 
     A respective calf rest cushion motor  132  is positioned beneath the cushions  22  of the first and second seats  16 ,  18 . Each calf rest cushion motor  132  is coupled to its respective calf rest  27  through suitable linkages to drive linear movement to extend the calf rest cushion  80  away from the cushion  22  of the respective seat  16 ,  18 . 
     Two further motors are installed beneath each of the cushions  22  of the first and second seats  16 ,  18 . These comprise cushion slide motors  134 , which are configured to drive fore-and-aft sliding movement of the cushions  22  in the second mode of movement, and cushion comfort motors  138  that operate to rotate the support arms  64  to drive the cushion  22  in the first mode of movement. 
     First and second central motors  140 ,  142  are disposed beneath the central cushion  28 . The first central motor  140  is configured to drive the central cushion in a ‘bunny hop’ motion to raise and reposition the central cushion  28  when the armrest  30  is stowed. The second central motor  142  provides the opposite function, to drive a dip-down movement of the central cushion  28  to move the central cushion  28  into its dipped position when the armrest  30  is being deployed. In some alternative embodiments, the functionality of the first and second central motors  140 ,  142  could alternatively be provided by a single motor. 
     The set of motors further comprises a pair of squab motors  144 , a respective one for each squab  24 , the squab motors  144  being arranged to induce forwards or backwards pivoting movement of the squabs  24  to move between the folded, reclined and default configurations. 
     Similarly, a pair of bulkhead motors  146  is included to exert respective forces on each of the bulkheads  8  to rotate them between the folded, reclined and default configurations. The bulkhead motors  146  are identical to the squab motors  144  in this example although may differ in other implementations, for example if differing levels of torque are required to fold the squabs  24  and the bulkhead  8 . 
     In the upper corners of the seating arrangement  1 , each seat  16 ,  18  comprises a respective bulkhead actuator  148  that is operable to lock the bulkhead  8  in place in its default configuration when activated. This ensures that each bulkhead  8  is tightly retained when the seating arrangement  1  is in the default configuration, providing secure bulkheads  8  between the passenger compartment  2  and the loadspace  4  and a secure foundation for movement of the squabs  24 , as well as minimising vibration, and in turn noise, arising from the bulkheads  8 . 
     Deployment of the ski-hatch  29  is somewhat simpler than for other components of the seating arrangement  1 , as the ski-hatch  29  is small and lightweight in comparison to the squabs and calf rests, for example. Accordingly, the ski-hatch  29  is not moved by electric motors directly, but instead is spring-loaded and held in its closed, upright configuration by a ski-hatch actuator  150 . The ski-hatch actuator  150  is controlled by a ski-hatch motor  152  that applies tension to a wire  154  to move the ski-hatch actuator  150  to its open configuration. The ski-hatch actuator  150  returns to a closed state under spring-loading when the ski-hatch motor  152  releases tension from the wire  154 . 
     Moving the ski-hatch actuator  150  to the open state releases the ski-hatch  29 , which causes the ski-hatch  29  to pivot and deploy forward under its spring-loading into its open configuration. Once the ski-hatch  29  is deployed, the ski-hatch motor  152  releases tension from the wire  154  to return the ski-hatch actuator  150  to the closed state, so that it is ready to latch the ski-hatch  29  when it is subsequently stowed manually. 
     It is noted that the armrest  30  is omitted from  FIG. 19 ; however the armrest motor  117  that drives pivoting movement of the armrest  30  is schematically illustrated in  FIG. 9 . 
       FIG. 20  illustrates schematically and in simplified form an example of the control system  3  for controlling operation of the set of motors shown in  FIG. 19 , and in turn movement of components of the seating arrangement  1 . 
     In the illustrated example, the control system  3  comprises four control modules that are interconnected through a communications bus such as a conventional vehicle CAN bus that defines a vehicle network  156 . 
     Also residing on the network  156  is an input module  158  that enables a user to input control requests, for example in the form of a screen of an infotainment system. The input module  158  may communicate with the vehicle network  156  through a gateway  160 , as is conventional. The input module  158  may be operable by, for example, the driver of the vehicle  6 , for example a chauffeur, such that the driver may reconfigure any seat within the vehicle  6  from the driver seat. 
     In the illustrated example, each control module is associated with, and may be physically located within, a respective seat of the vehicle  6 . The four control modules in the illustrated example comprise: a driver seat module (DSM)  162  associated with the driver&#39;s seat; a passenger seat module (PSM)  164  associated with the front passenger seat  82 ; a rear left seat module (RLSM)  166  associated with the first seat  16 ; and a rear right seat module (RRSM)  168  associated with the second seat  18 . 
     Each control module  162 ,  164 ,  166 ,  168  is in communication with a respective local switch pack  170 , again through the vehicle network  156 . Each switch pack  170  comprises a set of switches, for example installed in a door nearest to the respective seat, which enables an occupant of the seat to input control requests to operate the relevant motors of the seating arrangement and thereby move the seat as desired. 
     Each of the control modules  162 ,  164 ,  166 ,  168  has responsibility for movements of its respective seat in response to request signals received through the vehicle network  156 . Each request signal received may be generated either by user interaction with the input module  158  or with a switch pack  170 , or by one of the other control modules. For example, the PSM  164  may receive a request to fold forwards from the RRSM  168  during a reclining operation. 
     Each control module also has access to signals  163   s ,  165   s ,  167   s ,  169   s , generated by sensors illustrated generally at  163 ,  165 ,  167 ,  169 , which indicate the status of components of the vehicle  6 . Such sensors  163 ,  165 ,  167 ,  169  may be attached to or embedded within respective components of the vehicle  6 , and many be arranged to generate signals  163   s ,  165   s ,  167   s ,  169   s  indicative of, for example, any one or more of: a position of the component; a load applied to the component; engagement of the component with another component of the seating arrangement; and a presence of the component in the seating arrangement. For example, signals indicative of the presence of objects on the cushions  22 ,  28  of the first, second or central seats  16 ,  18 ,  20  may be generated from sensors embedded within the cushions  22 ,  28  of the first, second or central seats  16 ,  18 ,  20  and transmitted to the control modules  162 ,  164 ,  166 ,  168  through the vehicle network  156 . 
     The signals  163   s ,  165   s ,  167   s ,  169   s  may comprise signals indicative of a failure of the component to operate, for example indicative of an undercurrent reading. 
     In addition, each control module may transmit signals indicating the status of components under its control to the other control modules. 
     Accordingly, each control module has oversight of the status of various other vehicle components, and can take this into account when implementing control requests. 
     The control modules  162 ,  164 ,  166 ,  168  of the example shown in  FIG. 20  each operate according a respective set of algorithms defined by a computer program product stored in a non-transitory computer-readable medium, such as indicated generally at  171 . In the illustrated embodiment, the computer-readable medium  171  is embodied as a readable memory module hosted on the vehicle network  156 , which each control module  162 ,  164 ,  166 ,  168  has access to. In other embodiments, each control module  162 ,  164 ,  166 ,  168  may be provided with an integrated local memory module on which a respective computer program product is stored to control operation of the control module  162 ,  164 ,  166 ,  168 . 
     In the illustrated example, the RLSM  166  controls operation of the cushion slide motor  134 , the squab motor  144 , the calf rest arm motor  130  and the calf rest cushion motor  132  installed in the first seat  16 . Furthermore, the RLSM  166  controls the headrest tilt motor  112  embedded within the squab  24  of the first seat  16 , as well as the headrest horizontal motor  120  and the headrest vertical motor  118  of any headrest  26  that is fitted to the squab  24  of the first seat  16 . 
     Similarly, the RRSM  168  controls operation of the cushion slide motor  134 , the squab motor  144 , the calf rest arm motor  130 , the calf rest cushion motor  132  and the headrest tilt motor  112  installed in the second seat  18 , as well as the headrest horizontal motor  120  and the headrest vertical motor  118  of any headrest  26  that is fitted to the squab  24  of the second seat  18 . 
     In addition, the RLSM  166  and the RRSM  168  may each have responsibility for components beyond those associated with their respective seat. 
     For example, the RRSM  168  may control the bulkhead motor  146  of the second seat  16  as well as the first and second central motors  140 ,  142  and the armrest motor (not shown in  FIG. 19 ), to control folding and unfolding of the major portion  17  of the seating arrangement  1 . To distribute control responsibility across the system, the RLSM  166  may control operation of the bulkhead motor  146  of the bulkhead minor portion  19   a , and also the ski-hatch actuator  150  to operate the ski-hatch  29 . 
     Furthermore, the RLSM  166  and the RRSM  168  may each control operation of the bulkhead actuator  148  associated with the respective seat  16 ,  18 . 
     The RLSM  166  and the RRSM  168  transmit status updates indicating the status of each motor under its control to the vehicle network  156 , to be read by the other control modules. 
     As already noted, embodiments of the invention recognise that movement of the elements of the seating arrangement  1  must be controlled carefully, to avoid collisions between components and to avoid trapping objects. Various movement operations of individual components of the seating arrangement  1  are now described with reference to  FIGS. 21 to 31 . 
     Before considering those operations specifically, however, it is noted that, in general terms, embodiments of the invention avoid problems during movement by checking the status of other vehicle components before movement commences. This provides a sophisticated, pre-emptive approach to managing hazards to movement, unlike prior art arrangements that must rely on feedback relating to pinching or other problems after movement begins. The result is an intelligent control system  3  that optimises operation of the seating arrangement  1 . 
       FIG. 21  shows an example of a folding process  180  for folding the second seat  18  of the seating arrangement  1 , together with its associated portion of the bulkhead  8 .  FIG. 22  generally corresponds to  FIG. 21 , but represents steps of the folding process  180  in a Gantt chart to illustrate an example of possible timings of the sequence. It is noted that  FIG. 22 , unlike  FIG. 21 , comprises steps for stowing the calf rest  27  as part of the folding procedure; the process  180  shown in  FIG. 21  assumes that the calf rest  27  is already stowed. The following description refers to the process  180  shown in  FIG. 21  specifically, but the skilled reader will readily understand the Gantt chart of  FIG. 22  and be able to relate it to the steps of the process  180  outlined below. 
     As noted above, this folding process  180  is controlled by the RRSM  168  in response to a request generated by user interaction with the input module  158  or with a switch pack  170 , for example the switch pack  170  installed in the vehicle door adjacent the second seat  18 , although the process may be controlled from any of the switch packs  170 . 
     In the following example, it is assumed that the seating arrangement  1  begins in the default configuration with the armrest  30  deployed and the calf rest  27  stowed. 
     In the illustrated example, the folding process  180  begins with the RRSM  168  performing at step  182  pre-checks to determine whether any of the following conditions is true:
         the ski-hatch  29  is deployed, as indicated by a microswitch (not shown) associated with the ski-hatch  29 , via the RLSM  166 , for example;   the lid  72  of the armrest  30  is open, for example with reference to a signal generated by a sensor  169  installed in the armrest  30 ;   the second seat  18  is occupied, for example by comparing a load applied to the seat cushion  22  of the second seat  18 , as indicated by a sensor  169  embedded in the cushion  22 , with a threshold; or   the central seat  20  is occupied, for example by comparing a load applied to the central cushion  28 , as indicated by a sensor  169  embedded within the central cushion  28 , with a threshold.       

     It will be appreciated that it would be undesirable to attempt to fold the second seat  18  if any of these conditions are true. In particular, folding the second seat  18  if the second seat  18  or the central seat  20  is occupied would cause discomfort to the occupant. Moreover, any request for folding in such circumstances is likely to have been generated in error and so ideally should not be acted upon. 
     Accordingly, if any one or more of these conditions is found to be true, the RRSM  168  determines that it is not possible to fold the second seat  18  and generates at step  184  an indication of this. This indication may be signalled to the user through the input module  158 , for example, or alternatively the indication may be transmitted to the driver&#39;s mobile device for displaying to the driver through a compatible application. The indication may not be displayed to the driver at all, and instead used only internally within the control system  3  as a control variable. 
     If none of those conditions are true, the RRSM  168  then checks at step  186  whether a folding operation has been requested, which involves checking for a fold flat request on the vehicle network  156 . If not, the folding process  180  returns to the initial checking step, and continues to iterate the first two steps of the process  180  until a folding request is detected, or until one of the above conditions becomes true. 
     By performing the initial checks before registering a request to fold the second seat  18 , the control system  3  is ready to respond to such requests immediately. This principle applies to the pre-checks associated with all of the processes shown in  FIGS. 21 to 30 . 
     Once a folding request is detected, the RRSM  168  sends at step  188  a request to the PSM  164  to move the front passenger seat  82  to a safe position. By moving the front passenger seat  82 , a collision between the headrest  26  of the second seat  18  and the squab  84  of the front passenger seat  82  as the second seat  18  folds may be avoided. 
     In this respect, it is noted that, as is conventional, the front passenger seat  82  is moveable forwards and backwards and its squab  84  may tilt to afford comfort to its occupant. If positioned too far rearward and/or tilted too greatly, the front passenger seat  82  leaves insufficient space within the passenger compartment  2  for the second seat  18  to fold. This defines a second clash zone  98 , namely an area that no part of the front seat  82  should occupy to avoid a clash with the second seat  18  during folding. The safe position for the front passenger seat  82  is defined as the most rearward position that allows sufficient room for the second seat  18  to fold, in other words the most rearward position that is outside the second clash zone  98 . In this way, inconvenience to an occupant of the front passenger seat  82  may be minimised. 
     After the request has been transmitted, and in some embodiments while the front passenger seat  82  is moving to the safe position, the RRSM  168  checks at step  190  whether the cushion  22  of the second seat  18  is in the first clash zone  96 , namely a configuration in which the cushion  22  will obstruct rotation of the squab  24 . If so, the cushion slide motor  134  is operated at step  192  to slide the cushion  22  forward using its second mode of movement, and the pivoting member  92  is controlled to move the squab  24  backwards as required, until they reach safe positions, as described earlier with reference to  FIG. 7   c.    
     As illustrated in the Gantt chart of  FIG. 22 , the RRSM  168  may also be arranged to check that the calf rest  27  and the headrest  26  are in their respective stowed and folded configurations, and if not to operate the calf rest arm motor  130  and calf rest cushion motor  132  to move the calf rest  27  into its stowed position (for example as described above with reference to  FIG. 15 ) and/or to operate the headrest tilt motor  112 , the headrest horizontal motor  120  and the headrest vertical motor  118  to move the headrest  26  into its folded configuration. 
     Referring back to  FIG. 21 , if the cushion  22  of the second seat  18  is not in the first clash zone  96 , or once the cushion  22  and squab  24  have been moved to safe positions, the RRSM  168  then operates at step  194  the armrest motor  117  to stow the armrest  30 . Next, the first central motor  140  is controlled at step  196  to effect ‘bunny hop’ movement of the central cushion  28  upwardly, to draw substantially level with the cushions  22  of the first and second seats  16 ,  18 . 
     The squab  24  of the second seat  18  is then reclined at step  198  to engage the bulkhead  8  behind it. As already noted, this provides a consistent and predictable starting position for folding movement of the squab  24  and the bulkhead  8 , thereby aiding the control system  3 . 
     Once the squab  24  engages the bulkhead  8 , the associated bulkhead actuator  148  is released at step  200 . The RRSM  168  then checks at step  202  whether the squab  24  and cushion  22  of the second seat  18  have reached safe positions and, if not, the RRSM  168  waits until this condition is satisfied. Once the safe positions are reached, the RRSM  168  operates at step  204  the squab motor  144  and the bulkhead motor  146  to fold the bulkhead  8  and squab  24 , in other words, to move the bulkhead  8  and squab  24  into the folded configuration, as shown in  FIGS. 7 a    to  7   e.    
     During folding movement, the RRSM  168  continuously checks at step  206  for signals indicating any of the following conditions:
         that folding movement has been cancelled by the user, either through the input module  158  or the relevant switch pack  170 ;   a pinch condition has been detected, for example as indicated by a surge in electrical current drawn by either the squab motor  144  or the bulkhead motor  146 ;   the second seat  18  being occupied, for example as indicated by a sensor embedded in the cushion  22 ;   engagement of the seat belt system of the second seat  18 ; or   occupation of the central seat  20 .       

     If signals indicating that any of these conditions are detected, the RRSM  168  stops at step  208  folding movement and generates an indication that folding has been cancelled. This indication is passed to the control system  3 , and is communicated to the user through the input module  158  or the driver&#39;s mobile device as for an indication arising from the pre-checks. 
     The RRSM  168  may then reverse the folding movement to return the bulkhead  8  and squab  24  to their original positions, or may wait for a signal indicating whether to continue or to return the bulkhead  8  and squab  24  to their original positions. Otherwise, the RRSM  168  checks at step  210  whether folding movement has completed based on the indicated positions of the squab motor  144  and bulkhead motor  146 . If folding has not completed, the RRSM  168  reiterates the check for any of the above conditions that trigger cancellation of folding. 
     If folding is complete, the RRSM  168  ceases operation of the squab motor  144  and the bulkhead motor  146  at step  212 , and indicates that the second seat  18  is folded, for example through the infotainment system. The process  180  then ends. 
     The above procedure assumes that the armrest  30  is deployed when the folding operation is requested, noting that the armrest  30  is deployed by default. Of course, if the armrest  30  is stowed when folding is requested, the steps associated with stowing the armrest  30  may be dispensed with. Alternatively, a request to stow the armrest  30  may still be issued, but will have no effect as the armrest  30  is already stowed. 
     It is also noted that the reason for ensuring that the armrest  30  is stowed before folding the second seat  18  is that in this embodiment the armrest  30  and the second seat  18  are mechanically linked such that movement of the armrest  30  is controlled relative to the position of the second seat  18 . An alternative way to deal with this configuration is to drive the armrest  30  upwardly simultaneously with folding the second seat  18 , such that the armrest  30  remains stationary relative to the seat cushion  22 . 
     In other embodiments there may be no such requirement to control the position of the armrest  30  relative to the second seat  18 , in which case the second seat  18  may be folded while the armrest  30  is deployed, and in turn the steps of checking and controlling the position of the armrest  30  may be omitted from the folding sequence. 
       FIG. 23  shows a ‘one touch recline’ process  220 , in which the second seat  18  and the front seat  82  are moved from their default configurations into the configurations shown in  FIG. 12  in a single operation that may be activated by a dedicated switch in a switch pack  170  associated with the second seat  18 . Alternatively, the recline process  220  may be requested through another interface such as the input module  158  or a mobile device application. 
       FIG. 24  is a Gantt chart showing steps of the recline process  220  of  FIG. 23  to illustrate possible timings of the sequence. The following description refers to the process  220  shown in  FIG. 21  specifically, but the skilled reader will readily understand the Gantt chart of  FIG. 22  and be able to relate it to the steps of the process  220  outlined below. 
     As the recline process  220  involves both the second seat  18  and the front seat  82 , both the RRSM  168  and the PSM  164  have roles in implementing the process  220 . The RRSM  168  has overall control of the process  220 , but sends requests to the PSM  164  when movements of the front seat  82  are required. 
     The recline process  220  begins with the RRSM  168  checking at step  222  for a request for reclining the second seat  18 . If no such request is detected, the RRSM  168  iterates this initial step of the process until such a request is received. 
     Once a request to recline is received, the RRSM  168  sends at step  224  a request to the PSM  164  for confirmation as to whether the front seat  82  is occupied. The PSM  164  gathers this information, for example by checking signals received from an occupant detection system or sensors  165  of the front seat  82 , and transmits a response to the RRSM  168  accordingly. For example, the PSM  164  may compare signals indicative of a load applied to the cushion  86  of the front seat  82  with a threshold load, and determine that the front seat  82  is occupied if the indicated load exceeds the threshold load. 
     If the front seat  82  is not found to be occupied, for example if the indicated load on the front seat cushion  86  is below the threshold load, the RRSM  168  sends at step  226  a request to the PSM  164  to move the front seat  82  to its stowed configuration, as shown in  FIG. 12 . 
     Otherwise, if the front seat  82  is occupied, the RRSM  168  sends at step  228  a request to the PSM  164  to move the front seat  82  to a safe configuration. The safe configuration is one that allows more space for the second seat  18  to recline without compromising the comfort of the occupant of the front seat  82 . For example, the safe configuration may entail ensuring that the squab  84  of the front seat  82  is generally upright, and that the front seat  82  is moved fore to some extent. The precise nature of the safe configuration will be customisable according to the constraints of each vehicle model and taking into account the outcomes of human factor studies. 
     Once the front seat  82  is in either its safe configuration or its stowed configuration, the RRSM  168  begins to reconfigure the second seat  18  into the configuration shown in  FIG. 12  at step  230  by operating the cushion slide motor  134  to slide the cushion  22  forward, the squab motor  144  to tilt the squab  24  rearward, and the calf rest arm motor  130  to tilt the calf rest  27  upwardly.  FIG. 24  shows the precise timing of these actions; specifically, the cushion  22  and the squab  24  move simultaneously, whereas the tilting of the calf rest  27  is initiated after movement of the cushion  22  and the squab  24  completes. 
     As illustrated in  FIG. 24 , and as described above with reference to  FIG. 14 , prior to operating the calf rest arm motor  130  to tilt the calf rest  27 , the RRSM  168  may operate the calf rest cushion motor  132  to move the calf rest cushion  80  downwardly on the calf rest arms  78  into a first position to avoid a clash between the calf rest  27  and the seat cushion  22  when the calf rest  27  is tilted upwards. 
     While tilting of the calf rest  27  is underway, the RRSM  168  continuously checks the angle at which the calf rest  27  is oriented, as indicated by a sensor  169  associated with the calf rest arm motor  130 . The present calf rest angle is compared at step  232  with a threshold that generally corresponds to an angle at which the calf rest  27  may safely extend without risk of impacting the floor of the vehicle  6  or a component of the front seat  82 . This threshold may be expressed as an angle, for example, or as a proportion of the total range of pivoting movement of which the calf rest  27  is capable. 
     In this example, the threshold is 80% of the range of movement, meaning that the calf rest  27  must have pivoted 80% of the way towards its maximum inclination from its stowed configuration. This value is selected as it both avoids a collision of the calf rest  27  with the floor or the front seat  82  when the calf rest  27  is subsequently extended, and is optimised for the comfort of an occupant of the second seat  18 . 
     If the calf rest inclination is below the threshold, the RRSM  168  continues to drive the calf rest arm motor  130  to tilt the calf rest  27  upwardly until the threshold is reached. Once the threshold is reached, the RRSM  168  ceases operation of the calf rest arm motor  130  and commences extension of the calf rest  27  by driving the calf rest cushion motor  132  at step  234 . 
     While any of the above movements are underway, comprising tilting and extension of the calf rest  27 , the RRSM  168  monitors at step  236  for an indication of a pinch condition, for example as indicated by increased power consumption by the calf rest arm motor  130  or calf rest cushion motor  132 . If a pinch condition is detected, the RRSM  168  ceases movement of the calf rest  27  and ‘bounces back’ to withdraw the calf rest  27  from the cause of the pinch condition at step  238 . The recline process  220  then ends. 
     If no pinch condition is detected, the RRSM  168  checks at step  240  whether the recline process  220  has been cancelled, for example by the user releasing the appropriate button in the switch pack  170 . If so, the RRSM  168  sends a request to the PSM  164  to cease movement of the front seat  82  at step  242 , then ceases movement of any components of the second seat  18  that are underway at step  244 , and the recline process  220  then ends. 
     If the recline process  220  continues to be requested, the RRSM  168  interrogates the PSM  164  at step  246  to check whether any switches associated with the front seat  82  have been pressed. If the PSM  164  indicates that any such switches have been pressed, any movements that are underway are stopped at step  244 , since the pressing of the switch may indicate that an occupant of the front seat  82  wishes to reject the recline operation. As the recline process  220  impacts an occupant of the front seat  82 , this step of the process  220  beneficially gives such an occupant a degree of control over the operation. 
     If none of the front seat switches have been pressed, the RRSM  168  checks at step  248  whether a position defining a motor comfort position has been reached for each of the motors involved in the process. The comfort position for each motor is predetermined and defined as a position that corresponds to the respective component of the second seat  18  being in the correct position for the reclined configuration shown in  FIG. 12 . 
     The position of each motor may be indicated by sensors associated with the respective motors. For example, any of the motors may be a stepper motor comprising an encoder that provides a real-time indication of the position of the respective motor. Indeed, it should be noted that any of the motors of the set of motors that controls the seating arrangement  1  may be stepper motors with associated encoders to provide real-time indications of the positions of their respective motors. 
     If any motor is found to have reached its comfort position, the RRSM  168  ceases movement of the respective component at step  244 . Once all motors involved in the recline process  220  reach their respective comfort positions, the process  220  ends. 
     Until then, these checks reiterate until a pinch condition is detected, the recline process is cancelled, a front seat switch is pressed or all of the motors reach their respective comfort positions. It is noted that one of these conditions will eventually be met. 
     It will be appreciated that although only one set of the checks that occur during movement is shown in  FIG. 23 , these checks are performed during each stage of movement as appropriate. 
       FIGS. 25 and 26  relate to procedures for deploying and stowing the armrest  30 . As already noted, these processes are controlled by the RRSM  168 . 
     In the following examples, it is assumed that the seating arrangement  1  begins in the default configuration with the armrest  30  stowed or deployed as appropriate. 
     Beginning with  FIG. 25 , a process  250  for deploying the armrest  30  is shown. The armrest deployment process  250  starts with checking at step  252  whether the central seat  20  is occupied and checking at step  254  whether the seat belt of the central seat  20  is engaged. As already described, this involves reading signals from the vehicle network  156  that are indicative of these conditions, such signals originating from, for example, one or more sensors  169  such as an embedded cushion sensor and a seat belt sensor respectively. 
     If either of these conditions is found to be true, deployment of the armrest  30  is disabled at step  256  by updating an associated variable in memory within the control system  3 , and the process  250  ends. Once disabled, deployment cannot be request by a user through the input module  158 , a switch pack  170  or through an app on a mobile device. The relevant switch or button in each of these interfaces may be disabled in a manner that indicates to the user that deployment is not available. 
     Otherwise, the RRSM  168  checks at step  258  for a request for deployment of the armrest  30 . If no such request is detected, the process  250  returns to the beginning to reiterate the initial checks. 
     If a request is detected, the RRSM  168  controls the armrest motor at step  260  to commence downward pivoting movement of the armrest  30  towards the deployed configuration. Simultaneously, the RRSM  168  controls the second central motor  142  to ‘dip-down’ the central cushion  28 , to create a recess between the cushions  22  of the first and second seats  16 ,  18  to receive the armrest  30 . 
     During this movement, the RRSM  168  checks at steps  262 ,  264  and  266  for signals indicative of any of the following conditions:
         pressing of a fold/unfold switch in one of the switch packs  170  or in the input module  158 ; a pinch condition;   engagement of the seat belt of the central seat  20 ; or   occupancy of the second seat  18 .       

     If any one or more of these conditions is found to be true, the RRSM  168  updates the control system  3  to cancel deployment at step  268  and stops movement of the armrest  30  at step  270 , before ending the process  250 . 
     If none of the conditions is satisfied, the RRSM  168  then checks the status of the armrest motor and second central motor  142  to determine at step  272  whether the armrest  30  is fully deployed and the central cushion  28  fully dipped. If not, the RRSM  168  performs the checks for the above listed conditions that dictate ceasing of deployment, while deployment continues. 
     If the armrest  30  and central cushion  28  are found to be in their respective final positions, the RRSM  168  ceases operation of the armrest motor and second central motor  142  to stop movement of the armrest  30  and central cushion  28 . The armrest deployment process  250  then ends. 
     Moving on to  FIG. 26 , a stowing operation  280  for stowing the armrest  30  is shown. The operation  280  begins with checking at step  282  whether the lid  72  of the armrest  30  is in its open configuration. If the lid  72  is open, attempting to stow the armrest  30  risks damage to the armrest  30  and the bulkhead  8  behind it. Accordingly, if the lid  72  is found to be open, the RRSM  168  disables stowing at step  284  by updating the relevant variable of the control system  3 , and ends the stowing operation  280 . As for the armrest deployment feature, if armrest stowing is inhibited any associated switches that could trigger stowing may be disabled, for example in a manner that is clear to a user. 
     Otherwise, if the lid  72  is in its closed configuration, the RRSM  168  then checks at step  286  whether the ski-hatch  29  is deployed. The armrest  30  would collide with the ski-hatch  29  if stowed while the ski-hatch  29  is in its open configuration, and so stowing is disabled at step  288  and the stowing operation  280  ends if the ski-hatch  29  is found to be deployed. 
     If the ski-hatch  29  is not deployed, the RRSM  168  then checks at step  290  for a request to stow the armrest  30 . If no such request is detected, the stowing operation  280  returns to the beginning to re-iterate the checks of the status of the lid  72  and the ski-hatch  29 . 
     If a request is detected, the operation moves on to determine at step  292  whether the retractable cover  75  is in its open configuration. If so, the RRSM  168  acts to close the retractable cover  75  at step  294 . 
     The retractable cover  75  may be equipped with sensors that indicate obstruction to its closing, which indicates the presence of a cup in a cup holder  74 . If such an obstruction is detected at step  296 , indicating that an object is present in a cup holder  74 , the RRSM  168  halts movement of the retractable cover  75  at step  298 , returns the retractable cover  75  to its original position at step  300 , and then the stowing operation  280  ends. In this respect, it is noted that it is undesirable to stow the armrest  30  if a cup is present in one of the cup holders  74 , particularly if that cup contains a hot beverage. 
     If no object is detected in the cup holder  74 , or if the cup holder  74  was not originally open, the RRSM  168  then proceeds to operate the armrest motor  117  to effect pivoting movement of the armrest  30  at step  302  towards the stowed configuration. Once the armrest  30  has begun to move upwards, the first central motor  140  is operated at step  304  to move the central cushion  28  upwardly to draw level with the cushions  22  of the first and second seats  16 ,  18 . 
     The RRSM  168  checks for signals on the vehicle network  156  indicative of pressing of an armrest fold/unfold switch or a cancel switch, and of an occurrence of a pinch condition. If any such signals are detected at step  306 , the RRSM  168  updates at step  308  a relevant variable within the control system  3  to indicate that stowing has been cancelled, and stops movement of the armrest  30  and the central cushion  28  at step  310 . The RRSM  168  may then return the armrest  30  to its original position and the stowing operation  280  then ends. 
     If no signals that would trigger cancellation of stowing movement are detected, the RRSM  168  then checks at step  312  whether the armrest  30  is in the stowed configuration and the central cushion  28  is raised by reading the status of the armrest motor. If so, the RRSM  168  then stops further movement of the armrest  30 , and the stowing operation  280  ends. If the armrest  30  is found not to be in the stowed configuration, the operation reiterates the steps of checking for signals that would cancel stowing and checking whether stowing is complete until the operation  280  either completes or is cancelled. 
       FIG. 27  represents a ski-hatch deployment process  320  in which the ski-hatch  29  is moved from its closed configuration to its open configuration. As noted above, the RLSM  166  controls operation of the ski-hatch  29 , and thus has responsibility for performing the ski-hatch deployment process  320 . 
     In the following example, it is assumed that the seating arrangement  1  begins in the default configuration. 
     The ski-hatch deployment process  320  begins with checking at step  322  whether a ski-hatch switch has been pressed, or if ski-hatch deployment has been requested through the input module  158  or a switch pack  170 . The ski-hatch switch may be located in any one of a switch pack  170 , the input module  158  or an application on a mobile device for example. If no deployment request is present on the vehicle network  156 , the process  320  returns to the beginning and re-iterates the check for a deployment request. 
     It is noted that the check for a request to initiate the ski-hatch deployment process occurs before the pre-checks to determine whether any conditions that would inhibit the process are true, unlike the processes described thus far in which the pre-checks are performed first. In practice, the ordering of the steps of the pre-checks and the detection of a request to initiate a process may vary for each process, and the ordering for each process herein described and as illustrated in the figures may vary. 
     If a deployment request is detected, the RLSM  166  then performs at step  324  pre-checks to determine whether any of the following conditions are true:
         the central seat  20  is occupied, as indicated by a central cushion sensor  167 , for example;   the central seat belt is engaged, for example as indicated by a seat belt sensor  167 ; and   the lid  72  of the armrest  30  is open.       

     It will be appreciated that it would be undesirable to deploy the ski-hatch  29  if any of these conditions is true, in particular if there are any indications that a passenger is sitting in the central seat  20 , in which case deployment of the ski-hatch  29  would cause discomfort to the passenger. 
     Accordingly, if any one or more of the above conditions is found to be true, the RLSM  166  updates variables within the control system  3  to disable ski-hatch deployment at step  326 , and the process  320  then ends. Any relevant switches or interfaces that would enable a user to trigger ski-hatch deployment may also be disabled. 
     Otherwise, if the pre-checks are satisfied, in that none of the conditions that would trigger cancellation of the deployment process are true, the RLSM  166  indicates at step  328  to both the control system  3  and the user through an interface such as the input module  158  that the ski-hatch  29  can be deployed. 
     It is noted that the ski-hatch  29  cannot be deployed if the armrest  30  is in its stowed configuration. However, as the control system  3  has the ability to deploy the armrest  30 , instead of checking whether the armrest  30  is stowed, for the illustrated embodiment the RLSM  166  transmits at step  330  a request to the RRSM  168  to deploy the armrest  30 . In response, the RRSM  168  either indicates that the armrest  30  is in the deployed configuration, or performs the armrest deployment process of  FIG. 25  at step  332  and then indicates that the armrest  30  is in the deployed configuration once folding completes. The RLSM  166  may request status updates from the RRSM  168  regarding the position of the armrest  30 , to determine when the armrest  30  is deployed at step  334 . Alternatively, the RLSM  166  may simply wait until a notification is received from the RRSM  168  that the armrest  30  has been deployed at step  334 . 
     Once the armrest  30  is indicated as being deployed, the RLSM  166  then operates at step  336  the ski-hatch motor  152  to drive the ski-hatch actuator  150  to its open state to release the ski-hatch  29  to allow deployment. The RLSM  166  checks at step  338  whether the ski-hatch  29  has been successfully released, for example by checking the state of a microswitch (not shown) associated with the ski-hatch  29 , and continues to operate the ski-hatch motor  152  until release is confirmed. 
     After the ski-hatch  29  is confirmed as released, the RLSM  166  waits at step  340  for a pre-determined configuration period to elapse to allow time for the ski-hatch  29  to deploy under spring loading, and then releases at step  342  tension from the wire  154  to allow the ski-hatch actuator  150  to revert to its closed state under spring loading. The RLSM  166  then indicates at step  344  that the ski-hatch  29  has been deployed by updating a relevant variable within the control system  3 , and the ski-hatch deployment process  320  then ends. 
       FIG. 28  shows a calf rest deployment process  350  in which a calf rest  27  is moved through the stages shown in  FIG. 14  from the stowed configuration to the deployed and extended configuration. The process  350  is described here as applied to the calf rest  27  of the second seat  18 , and therefore is controlled by the RRSM  168 . It will be appreciated that the RLSM  166  may implement a similar process for deploying the calf rest  27  of the first seat  16 , although the deployment process may be adjusted when applied to the calf rest  27  of the first seat  16  to account for its position behind the driver&#39;s seat. 
     The calf rest deployment process  350  may be triggered by the user by pressing a particular button in a switch pack  170 , or through another interface such as the input module  158  or a mobile device application. Accordingly, the process  350  begins by checking at step  352  whether calf rest deployment has been requested. If not, the process  350  returns to the start and reiterates the check for such a request continuously. 
     Once a request for deployment has been received, in this embodiment the RRSM  168  then controls the calf rest cushion motor  132  to extend the calf rest  27  at step  354  to move the calf rest cushion  80  downwardly into the first position shown in  FIG. 14 . As noted previously with reference to  FIG. 14 , this stage of movement enables subsequent pivoting of the calf rest  27  without impacting the seat cushion  22  of the second seat  18 . 
     The RRSM  168  then checks at step  356  whether the front passenger seat  82  is occupied, as indicated by an occupant detection system comprising one or more of the sensors  169 , for example. If not, the RRSM  168  sends at step  358  a request to the PSM  164  to move the front passenger seat  82  into its stowed configuration as shown in  FIG. 12 . As already noted, the stowed configuration corresponds to a configuration in which the front seat  82  is folded and displaced forward, and so can only be selected if the front seat  82  is not occupied. Moving the front seat  82  into the stowed configuration maximises the space available for deployment of the calf rest  27  behind it. 
     Once the front seat  82  is in the stowed configuration, the RRSM  168  controls the calf rest arm motor  130  to tilt the calf rest  27  upwardly into the second position at step  360 . The RRSM  168  then further extends the calf rest  27  at step  362  into the third configuration, or example in which the calf rest  27  is fully extended, and then tilts the calf rest  27  further at step  364  until it reaches its deployed configuration. 
     Referring back to step  356 , if the front passenger seat  82  is found to be occupied, in this embodiment the front seat  82  is not moved. Instead, deployment of the calf rest  27  is modified accordingly. In this situation, the calf rest  27  is first tilted to a safe inclination at step  366 , and then extended to a safe extension at step  368 . The safe inclination and the safe extension are arranged to avoid a collision between the calf rest cushion  80  and the front seat  82  even if the front seat  82  is in a rearward, reclined configuration. 
     While any of the above tilting or extending movements are underway, the RRSM  168  monitors for an indication of a pinch condition at step  370 , for example as indicated by increased power consumption by the calf rest arm motor  130  or calf rest cushion motor  132 . If a pinch condition is detected, the RRSM  168  ceases movement of the calf rest  27  at step  372  and ‘bounces back’ to withdraw the calf rest  27  from the cause of the pinch condition. The calf rest deployment process  350  then ends. 
     If no pinch condition is detected, the RRSM  168  checks at step  374  whether a position defining a soft stop has been reached, as indicated by sensors  169  associated with the calf rest arm motor  130  and the calf rest cushion motor  132 . For example, as noted above the calf rest arm motor  130  and the calf rest cushion motor  132  may be stepper motors comprising encoders that provide an indication of the position of the respective motor at any time. 
     If the soft stop is found to have been reached, the RRSM  168  ceases movement of the calf rest  27  at step  376 , and the process  350  ends. Otherwise, if the calf rest  27  has not reached the soft stop, the RRSM  168  checks at step  378  whether deployment has been cancelled, for example by the user releasing the appropriate button in the switch pack  170 . If so, the RRSM  168  ceases movement of the calf rest  27 , and the calf rest deployment process  350  ends. 
     If deployment has not been cancelled, these checks reiterate until a pinch condition is detected, the calf rest  27  reaches the soft stop, or deployment is cancelled, noting that one of these conditions will eventually be met. It will be appreciated that although only one set of the checks that occur during movement is shown in  FIG. 28 , these checks are performed during each stage of movement as appropriate. 
     In summary, the RRSM  168  controls deployment of the calf rest  27  to account for surrounding components of the vehicle  6  at each stage, to avoid any collisions. Accordingly, the RRSM  168  may monitor signals indicative of an angle of the calf rest  27  relative to the second seat  18  and/or relative to its stowed or deployed configurations, and use the indicated angle of the calf rest  27  to determine an extension limit for the calf rest  27  in all situations. The RRSM  168  may only extend the calf rest  27  within the calculated extension limit. 
     It should be appreciated that, in practice, the indicated angle for the calf rest  27  may not be provided with respect to the seat  18 , and may be monitored relative to another vehicle component or with respect to the range of movement of the calf rest  27  itself. For example, a signal received from an encoder of a stepper motor acting as the calf rest arm motor  130  may simply indicate the position of the motor  130  with respect to its overall range of movement. Such signals are nonetheless indicative of the angle of the calf rest  27  relative to the second seat  18 , since they can be converted directly into an angle relative to the seat  18  based on the known geometric relationship between the seat  18  and the calf rest arm motor  130  or other component in question. 
     The extension limit may be dynamically adjusted for the present orientation of the calf rest  27 , taking into account the positions of the vehicle floor and the front seat  82 , to ensure that the calf rest  27  does not impact any other component during deployment movement. Alternatively, the extension limit may be adjusted in steps with respect to threshold calf rest angles. For example, the extension limit may be adjusted in dependence on whether the indicated angle of the calf rest equals or has passed the threshold angle, that threshold angle being measured relative to the same reference point as the calf rest angle, for example the seat  18  or the stowed configuration. In this situation, the calf rest  27  may be extended up to a first extension if the calf rest angle is below the threshold angle, and up to a second extension if the calf rest angle equals or exceeds the threshold angle, for example. 
     The positions of the vehicle floor and the front seat  82  may be determined, in part, with reference to a vehicle type identifier that is indicative of a type or model of the vehicle  6 . For example, the vehicle type identifier may indicate a wheelbase of the vehicle  6 , which in turn provides information regarding internal dimensions and the positioning of components within the vehicle  6 . 
     The skilled reader will appreciate that to control movement of the calf rest  27  effectively, an extension limit must be known in some form at all times. However, it is noted that determining the extension limit may be an inherent element of the deployment process, and not necessarily an explicit step. This applies to any operation involving extension of the calf rest  27 , including the recline process of  FIG. 23  and an extension process about to be described below with reference to  FIG. 29 . 
     As well as being able to deploy fully in one discrete process as described above, it is also possible for the user to control tilting and extension movements of the calf rest  27  individually using dedicated buttons in the associated switch pack  170 , or through another interface such as the input module  158  or a mobile device application.  FIG. 29  shows a calf rest extension process  380  by which the RRSM  168  controls extension of the calf rest  27  of the second seat  18  in response to a user request. 
     Similarly to the process of  FIG. 28 , the extension process  380  of  FIG. 29  begins by checking at step  382  whether calf rest extension has been requested through one of the possible interfaces such as those mentioned above, and reiterates this check continuously until a request is received. 
     Once a request for extension has been received, in this embodiment the RRSM  168  then checks the angle at which the calf rest  27  is presently oriented, as indicated by a sensor associated with the calf rest arm motor  130 . The present calf rest angle is compared at step  384  with a threshold that generally corresponds to an angle at which the calf rest  27  can safely extend without risk of impacting the floor of the vehicle  6  or another vehicle component. As for the threshold of the recline process  220 , this threshold may be expressed as an angle, for example, or as a proportion of the total range of pivoting movement of which the calf rest  27  is capable. As in the recline process  220 , in this example the threshold is 80% of the range of movement. 
     If the calf rest inclination is below the threshold, the RRSM  168  then drives the calf rest arm motor  130  at step  386  to tilt the calf rest  27  upwardly until the threshold is reached. 
     Once the calf rest  27  has been confirmed as being oriented at or above the threshold inclination, the RRSM  168  then checks at step  388  whether the front passenger seat  82  is occupied, as indicated by an occupant detection system, for example. If not, as for the above deployment process the RRSM  168  sends at step  390  a request to the PSM  164  to move the front passenger seat  82  into the stowed configuration. 
     Once the front seat  82  is in the stowed configuration, the RRSM  168  then controls the calf rest cushion motor  132  to extend the calf rest  27  at step  392  for as long as the user continues to request extension, until the calf rest cushion  80  reaches a hard end that defines its limit of movement. 
     If the front passenger seat  82  is found to be occupied, as for the above deployment process, extension of the calf rest  27  is modified accordingly. Specifically, instead of extending to the hard end, the RRSM  168  extends at step  394  the calf rest  27  in accordance with the user request until the predefined safe extension referred to above is reached, at which point the calf rest  27  is extended no further. 
     While the calf rest  27  is tilting to the threshold angle or extending in accordance with the user request to the hard end or the safe extension, the RRSM  168  monitors at step  396  for an indication of a pinch condition, for example as indicated by increased power consumption by the calf rest arm motor  130  or calf rest cushion motor  132 . If a pinch condition is detected, the RRSM  168  ceases movement of the calf rest  27  at step  398  and bounces back to withdraw the calf rest  27  from the cause of the pinch condition. The extension process  380  then ends. 
     If no pinch condition is detected, the RRSM  168  checks at step  400  whether the hard end or soft stop has been reached as appropriate, as indicated by sensors associated with the calf rest cushion motor  132 . If so, the RRSM  168  ceases movement of the calf rest  27  at step  402 , and the extension process  380  ends. 
     If the calf rest  27  has not reached the soft stop, the RRSM  168  checks at step  404  whether extension has been cancelled, for example by the user releasing the relevant button in the switch pack  170 . If so, the RRSM  168  ceases movement of the calf rest  27 , and the process  380  ends. Otherwise, the RRSM  168  continues extending the calf rest  27  and reiterates the checks until a pinch condition is detected, the calf rest  27  reaches the hard end, or extension is cancelled. 
     As for the process of  FIG. 28 , only one set of the checks that occur during movement is shown in  FIG. 29  for simplicity, but these checks are performed during each stage of movement as appropriate. 
       FIG. 30  shows a headrest tilt process  410  for controlling tilting movement of the headrest  26  to ensure that the headrest tilt motor  112  is not driven if the headrest  26  is absent. As noted previously, driving the headrest tilt motor  112  when the headrest  26  is not present may prevent reinsertion of the headrest rods  108  into a squab  24 , and is therefore undesirable. Accordingly, the method illustrated in  FIG. 30  determines if the headrest  26  is attached to the squab  24  prior to operating a tilt motor  112  to commence tilting movement of the headrest  26  by checking for the presence of at least one electrical component that is located within the headrest  26 . 
     In this example, the headrest  26  is fitted to the first seat  16 , and so the tilt process  410  is conducted by the RLSM  166 . Equally, the process  410  could be performed by the RRSM  168  for a headrest  26  fitted to the second seat  18 . 
     The headrest tilt process  410  begins with the RLSM  166  checking at step  412  whether a headrest unfold movement has been requested. Such a request may arise due to user interaction with an interface such as a switch pack  170 , the input module  158  or a mobile device application. Alternatively, an unfold request may be generated as part of another operation, for example folding of a front seat  82  during a one touch recline process. 
     In some embodiments, the headrest  26  may only be removed when it is in its folded configuration. Hence, a problem can only arise if the headrest tilt motor  112  is driven from a position corresponding to the folded configuration to one corresponding to the unfolded or upright configuration, which in turn will only occur in response to an unfold request. Accordingly, the RLSM  166  may only check for the presence of the headrest  26  on receiving an unfold request, and not on receiving a fold request. 
     Accordingly, if an unfold movement is not requested, the tilting process  410  then ends. The RLSM  166  then returns to the start to reiterate the process  410  continuously. 
     However, if an unfold movement is requested, the headrest tilt process  410  then commences a plausibility check in which the RLSM  166  attempts to drive each of the internal motors  118 ,  120  of the headrest  26 , and determines that the headrest  26  is absent if neither the headrest vertical motor  118  nor the headrest horizontal motor  120  responds. 
     Specifically, the RLSM  166  first attempts to drive the headrest vertical motor  118  at step  414  to move the headrest  26  downwardly on the headrest rods  108  by applying an electrical voltage to a contact of the electrical terminal within the sleeve  110  of the squab  24  corresponding to the headrest vertical motor  118 . The RLSM  166  compares at step  416  the electrical current drawn at said contact for the headrest vertical motor  118  while the voltage is applied with a threshold value. In this embodiment, the RLSM  166  takes ten samples over a period of around 500 milliseconds, each sample involving applying a voltage for a period of ten milliseconds and measuring the current draw. An average current draw over the ten samples is then determined. 
     An average current draw below the threshold indicates an undercurrent scenario, in that the current is less than would be expected if the motor were consuming electrical power. An undercurrent situation is typically indicative of a failed connection, for example because the motor is not connected to the circuit because the headrest  26  is absent. 
     If the current drawn exceeds the threshold, it is assumed that the headrest vertical motor  118  is consuming power and must therefore be present. In turn, the headrest  26  must be present. Accordingly, in this situation the RLSM  166  then applies at step  418  a reverse voltage to the headrest vertical motor  118  to return the headrest  26  to its original position, noting that the headrest  26  will have been moved downwardly on the headrest rods  108  during the period in which the test voltage was applied. Then, as the headrest  26  has been found to be present, the RLSM  166  drives the headrest tilt motor  112  to unfold the headrest  26  at step  420  in response to the request, and then the tilting process  410  ends. 
     Alternatively, if an undercurrent is detected, the RLSM  166  then performs a similar test with the headrest horizontal motor  120 , in that the RLSM  166  attempts at step  422  to move the headrest  26  fore by applying an appropriate voltage to a contact of the electrical terminal within the sleeve  110  of the squab  24  corresponding to the headrest horizontal motor  120 , and checks for an undercurrent at step  424 . As above, if the current drawn is above the threshold, this must mean that the headrest  26  is present, and so the RLSM  166  moves the headrest  26  aft to its original position at step  426  and then drives the headrest tilt motor  112  to satisfy the unfold request, before ending the process  410 . 
     If undercurrent is detected in the headrest horizontal motor  120  as well as in the headrest vertical motor  118 , this is assumed to indicate that neither motor  118 ,  120  is present and so the headrest  26  is absent. Accordingly, in this event the RLSM  166  ignores the headrest fold request and ends the process  410  without taking further action. 
     It is noted that the RLSM  166  could check just one of the motors of the headrest  26  to try to determine whether the headrest  26  is present. However, an undercurrent in only one motor could arise for reasons other than that motor being absent. For example, the motor may have developed a fault, or there may be a fault in the electrical connection to the motor. However, it is highly unlikely that a fault would develop in both motors at the same time, and so for this reason both motors are tested and only an undercurrent in both is sufficient to ignore the headrest fold request in this embodiment. 
       FIG. 31  shows an example of a process  430  by which the position of the screen  102  mounted to the squab  84  of the front seat  82  may be controlled. As noted above, the position of the screen  102  may be altered in accordance with the position of the squab  84  of the front seat  82  through pivoting movement of the screen bracket  104  relative to the squab  84  and/or of the screen  102  relative to the screen bracket  104 . Such movement may be driven by at least one screen motor integrated within the screen bracket  104  and/or the squab  84  of the front seat  82 . 
     The screen  102 , the screen bracket  104 , the front seat squab  84  and the screen motor(s) are components of the front seat  82  and so in the illustrated embodiment are under the control of the PSM  164 . Accordingly, the screen adjustment process  430  of  FIG. 31  may be implemented by the PSM  164 . In this way, the screen motor, the PSM  164  and the screen bracket  104  represent a positioning system that is configured to alter the position of the screen  102 . 
     In the example shown in  FIG. 31 , for simplicity only the angle of the screen  102  relative to the squab  84  is adjusted, and the screen position is determined based solely in dependence on the angle of the squab  84 . In other embodiments, the screen position may be adjusted to account for horizontal displacement of the front seat  82  also, and adjusting the screen position may include horizontal and vertical displacement of the screen  102  instead of or in addition to pivoting movement. 
     The screen adjustment process  430  begins with the PSM  164  receiving at step  432  a signal indicative of the angle of the front seat squab  84 . Such a signal may be received from the sensor  83  embedded within the front seat  82 , for example. Based on the indicated squab angle, the PSM  164  then determines at step  434  the required screen position to maintain a desired viewing angle for an occupant of the second seat  18 . As already discussed, the screen position may be adjusted to maintain the screen  102  in a substantially vertical orientation, or to face the screen  102  towards the headrest  26  of the second seat  18 , for example. The screen position can also be adjusted to maintain a user-adjustable orientation. 
     Once the required position for the screen  102  has been determined, the PSM  164  then operates the screen motor to drive pivoting movement of the screen  102  towards the required position at step  436 . 
     As in other movement operations described above, the PSM  164  checks at step  438  for a pinch condition while the screen  102  is moving, for example as indicated by a spike in electrical power demand by the screen motor. If a pinch condition is detected, the PSM  164  operates the screen motor at step  440  to stop movement of the screen  102  and bounce back, to return the screen  102  towards its initial position and thereby release any object that may have become trapped between the screen  102  and the squab  84  of the front seat  82 . The screen adjustment process  430  then ends. 
     If no pinch condition is detected, the PSM  164  checks at step  442  whether the screen  102  has reached a soft stop defining the required position. If so, the PSM  164  ceases operation of the screen motor at step  444  to stop movement of the screen  102 . The process  430  then ends. 
     If the soft stop has not been reached, the PSM  164  reiterates the checks for a pinch condition and reaching of the soft stop until one of those conditions is satisfied, at which point the process  430  ends in the appropriate manner. 
     Although particular embodiments of the invention have been disclosed herein in detail, this has been done by way of example and for the purposes of illustration only. The aforementioned embodiments are not intended to be limiting with respect to the scope of the appended claims, which follow. It is contemplated by the inventors that various substitutions, alterations, and modifications may be made to the invention without departing from the scope of the invention as defined by the claims.