Patent Publication Number: US-9889770-B2

Title: System, methodologies, and components acquiring, analyzing, and using occupant body specifications for improved seating structures and environment configuration

Description:
PRIORITY CLAIM 
     This application is a continuation of U.S. application Ser. No. 15/227,103, filed Aug. 3, 2016, which is a continuation of U.S. application Ser. No. 14/591,822, filed Jan. 7, 2015, which is a continuation of U.S. application Ser. No. 13/267,463, filed Oct. 6, 2011, which claims priority under 35 U.S.C. §119(e) to U.S. Provisional Application No. 61/390,863, filed Oct. 7, 2010, U.S. Provisional Application No. 61/506,508, filed Jul. 11, 2011, and U.S. Provisional Application No. 61/533,408, filed Sep. 12, 2011, each of which is expressly incorporated by reference herein. 
    
    
     BACKGROUND 
     The present disclosure relates to seating, and particularly to seating used in conjunction with vehicles or other seating in which comfort and/or fit is valued. More particularly, the present disclosure relates to a system, methodologies, and components for improving fit of seating so as to be customized to an occupant. 
     SUMMARY 
     In accordance with illustrated embodiments, equipment and processes provide the ability to adjust manually and/or automatically various dimensions of a vehicle seat so that the vehicle is customized to an occupant&#39;s preferences. Such adjustment mechanisms enable the occupant to conform the seat dimensions and position to the occupant&#39;s comfort preferences and to customize the seat dimensions and positions for the occupant&#39;s height, weight, and gender. This type of customization is not limited to height adjustment or seat positioning but may also include control of the cushion tilt, fore/aft slide, upper back angle adjustment, cushion length adjustment, headrest adjustment, lumbar support, etc. 
     In illustrative embodiments, equipment and processes may generate a best-fit body arrangement for each occupant according to the occupant&#39;s anthropometric data rather than from generalizations. The anthropometric data may be obtained in various ways using computational devices and software or by manually measuring the relevant dimensions on the occupant&#39;s body. As a result, flexibility in obtaining the occupant data is provided. 
     In illustrative embodiments, a computational device may be a mobile terminal that includes a user interface. The user interface may be used for inputting occupant data. The mobile terminal may be included in the vehicle or separate from the vehicle, thus giving users increased flexibility while maximizing simplicity and usability for the user or other personnel obtaining the occupant data. Once an occupant&#39;s best-fit body arrangement is determined, it may be altered by changing predetermined criteria to achieve optimum, comfort, safety, and/or therapeutic benefit. The best-fit body arrangement may also be used to provide improved comfort on a continuous basis and/or in response to detected or predicted vehicle, road, or atmospheric conditions. 
     In illustrative embodiments, equipment and processes may generate a best-fit seating solution that provides an arrangement of a vehicle seat that causes an occupant&#39;s body to assume the best-fit body position when the occupant rests on the vehicle seat. The best-fit seating solution may be determined for each occupant according to the occupant&#39;s anthropometric data rather than from generalizations. As a result, a personalized or customized arrangement of the vehicle seat for the occupant may be achieved. 
     In illustrative embodiments, equipment and processes may be provided for generating a best-fit seating solution by obtaining occupant data, calculating body dimensions from the occupant data, and calculating a best-fit body arrangement for the occupant using the body dimensions and predetermined criteria. Occupant data may be obtained by receiving sensor data, receiving data directly input from a user interface, or a combination of the two. Obtaining occupant data may include inputting general occupant metrics (e.g., height, weight, and gender) and collecting sensor data. Collected sensor data may include a digital photograph showing overall dimensions of the occupant and/or accelerometer data obtained during predetermined movements of the accelerometer by the occupant. Sensor data and occupant data may be obtained on a mobile terminal that may be separate from the vehicle or included in or coupled to the vehicle. 
     In illustrative embodiments, occupant data may be used to calculate a set of body dimensions which model the occupant&#39;s body. Body dimensions may be calculated using occupant anthropometric data and sensor data. First, the sensor data and occupant data are converted into body ratios. The body ratios and occupant metrics are then used to calculate external-body dimensions. Thickness of the occupant&#39;s flesh may then be estimated and used to calculate internal-body dimensions that are representative of the occupant&#39;s skeleton. 
     In illustrative embodiments, the internal-body dimensions may then be used to calculate a best-fit body arrangement for the occupant by using predetermined criteria. A plurality of possible orientations of the occupant&#39;s internal body dimensions may then be calculated using a set of predetermined criteria, such as the angle of the occupant&#39;s femur relative to the floor of the vehicle. These various orientations may correspond to various postures the occupant may assume while sitting in the vehicle seat and satisfying a set of predetermined criteria. Finally, an average posture may be selected, and the corresponding arrangement of the occupant&#39;s body may be selected as the best-fit body arrangement. 
     In illustrative embodiments, equipment and processes may be provided for adjusting user-adjustable equipment in a vehicle by generating a best-fit seating solution, and generating equipment-adjustment instructions for automatic, powered, and/or manual vehicle seats. The best-fit seating solution may be generated using occupant data supplied to a computer. The computer may then determine the best-fit body arrangement for the occupant according to predetermined criteria. The computer may then generate equipment-adjustment instructions using known information about equipment in the vehicle. Relevant information may include the movement capability of the equipment, whether the equipment is moved manually or by powered actuators, and the position of the equipment in the vehicle. 
     In illustrative embodiments, the best-fit seating solution and the equipment-adjustment instructions may be generated on a remote computer that may be located away from the vehicle. The equipment-adjustment instructions may be communicated automatically or in a semi-autonomous manner to the equipment in the vehicle and adjusted using powered actuators included in the equipment, or may be communicated to a user in the field to adjust manually the equipment. 
     In illustrative embodiments, an occupant-support system may include a communication unit, at least one intelligent vehicle seat, and a source of data to be used by the intelligent vehicle seat. The occupant-support system may be configured to obtain data and optimize the occupant&#39;s seating experience using that data. The sources of data include a sensor integrated into the vehicle seat and configured to sense an occupant&#39;s anthropometric data and an occupant&#39;s comfort data, a sensor integrated into a vehicle cabin, input received from a mobile terminal, input received from a user interface, and input received from a remote server. 
     In illustrative embodiments, an occupant-support system illustratively includes a communication unit, at least one intelligent vehicle seat, and a source of data to be used by the intelligent vehicle seat. The communication unit included in the vehicle may be configured to provide means for communicating data to the intelligent vehicle seat from the data source. As a result, the data source may be a mobile terminal and a remote server working together to obtain occupant data and calculate seat-adjustment instructions, which are communicated back to the intelligent vehicle seat and carried out by the intelligent vehicle seat. In illustrative embodiments, the data source may be a user interface included in the vehicle that receives data from a user and displays data to the user. 
     In illustrative embodiments, the data source may be a sensor package included in a vehicle cabin or in the intelligent vehicle seat or a combination of the previously discussed data sources. The sensor package may be one or more sensors included in the vehicle seat and configured to obtain occupant data, e.g., weight, height, body dimensions, topography, and data relating to the occupant&#39;s perceived comfort. The occupant and comfort data may be sent across the communication network to a remote server and used to continually update and modify the best-fit seating solution applied to the intelligent vehicle seat. 
     In illustrative embodiments, an occupant-support system may include the communication unit, a front intelligent vehicle seat, and a rear intelligent vehicle seat. The front and rear intelligent vehicle seats may be coupled to the communication unit and may be configured to exchange data about the position and state of each seat with the other seat either directly or through the communication unit. As a result, the intelligent seats may act as sources of data that are then used to calculate a best-fit cabin solution. The best-fit cabin solution may be the arrangement of intelligent vehicle seats relative to one another that maximizes comfort and safety of each occupant sitting in his or her seat. 
     In illustrative embodiments, an occupant-support system may include a communication unit, at least one intelligent vehicle seat, and a source of data to be used by the at least one intelligent vehicle seat. The occupant-support system may be further configured to use data regarding an occupant&#39;s size and seating preferences to optimize the occupant&#39;s seating experience and to provide additional customization of an occupant&#39;s seating configuration performed on an initial or continuous basis. 
     In illustrative embodiments, an occupant support system may include a vehicle seat and a pneumatic system coupled to the vehicle seat. The pneumatic system may includes a pneumatic bladder coupled to the vehicle to inflate and change a seat surface included in the vehicle seat, a pressurized air source coupled to the bladder to change the air pressure in the bladder, and a pressure sensor coupled to the pneumatic bladder to sense the air pressure in the bladder. The pressure sensor may be further coupled to a control unit included in the vehicle seat to cause the control unit to command the pressurized air source to alter the air pressure in the bladder when the air pressure is sensed to be outside an acceptable range. 
     In illustrative embodiments, an occupant-support system may be configured to alter the occupant&#39;s seating configuration parameters to adjust for vehicle handling and/or speed variations resulting from predicted driving conditions resulting from detection of the occupant&#39;s vehicle based on Global Positioning System (GPS) detection. The occupant-support system may be further configured to adjust for detected weather and/or traffic conditions. 
     In illustrative embodiments, an occupant&#39;s vehicle seat arrangement may be adjusted based on data generated by a sensor package that may include one or more sensors coupled to the occupant&#39;s vehicle seat. These vehicle-seat sensors may be configured to obtain occupant data (e.g., weight, height, body dimensions, topography) and data relating to the occupant&#39;s perceived comfort. The occupant and comfort data may be sent across the communication unit to a remote computer and used to continually update and modify the best-fit seating solution applied to the intelligent vehicle seat. 
     Additional features of the present disclosure will become apparent to those skilled in the art upon consideration of illustrative embodiments exemplifying the best mode of carrying out the disclosure as presently perceived. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The detailed description particularly refers to the accompanying figures in which: 
         FIGS. 1-22  are a series of views showing various embodiments and configurations of a configuration control system and their illustrative use, wherein: 
         FIG. 1  is an illustrative diagram of the configuration control system components acquiring, analyzing and using occupant body specifications to determine a best-fit body arrangement for an occupant; 
         FIG. 2  is a diagrammatic view of a configuration control system in accordance with the present disclosure showing that the configuration control system includes a mobile terminal, a remote computer, and a communication unit configured to facilitate communication between the mobile terminal and the remote computer; 
         FIG. 3  is a diagrammatic view of a vehicle-seat fitting process performed by the configuration control system of  FIG. 2  showing that the vehicle-seat fitting process includes acquiring data and calculating body arrangements; 
         FIG. 4  is a diagrammatic view showing that acquiring data includes acquiring occupant data through a series of illustrative steps including initiating data acquisition, accessing a user interface, inputting anthropometric data associated with an occupant, and storing the occupant data for use during calculation of body arrangements as suggested in  FIG. 5 ; 
         FIG. 5  is a diagrammatic view showing that calculating body arrangement includes sending data by encrypting the occupant data, sending the occupant data, authenticating the occupant data, and decrypting the occupant data and analyzing data by calculating body ratios, calculating external-body dimensions, calculating internal-body dimensions, calculating best-fit comfort zones, selecting best-fit postures, and calculating a best-fit body arrangement for the occupant; 
         FIG. 6  is an enlarged view of a mobile terminal running at least one software application configured to perform acquisition and analysis of occupant body specifications for modifying seating structure and environment configuration; 
         FIG. 7  is an enlarged view of the mobile terminal of  FIG. 2  displaying, on the user interface, a main menu of functions for acquiring, analyzing and using occupant body specifications for improved seating structure, and environment configuration; 
         FIG. 8  is an illustrative diagram of the components of the mobile terminal illustrated in  FIG. 6  and configured to cooperate to support and implement the menu of functions for acquiring, analyzing, and using occupant body specifications as shown in  FIG. 7  for improved seating structure and environment configuration; 
         FIGS. 9-20  provide a series of screen shots illustrating the user interface functionality provided by at least one software application and used to perform optimization and/or customization of an occupant&#39;s vehicle seat based on physical dimensions of the occupant, wherein: 
         FIG. 21  is a view of another mobile terminal running at least one software application configured to receive input of occupant data as suggested in  FIG. 22  after a service provider logs in via a login screen; 
         FIG. 22  is a view of the mobile terminal of  FIG. 21  showing an interface that allows the user to provide a gender of the occupant and input anthropometric data measured manually from the occupant; 
         FIGS. 23-57  are a series of views showing various embodiments and configurations of an occupant-support system including the configuration control system of  FIGS. 1-22  and an adjustable vehicle seat, wherein: 
         FIG. 23  is a diagrammatic view of an illustrative vehicle-seat fitting process performed on an occupant-support system showing that the vehicle-seat fitting process includes acquiring data, calculating a body arrangement, calculating a seat solution, and adjusting the vehicle seat; 
         FIG. 24  is a diagrammatic view of an occupant-support system in accordance with the present disclosure showing that the occupant-support system includes a configuration control system and an adjustable vehicle seat; 
         FIG. 25  is a diagrammatic view showing that acquiring data includes acquiring occupant data and acquiring vehicle data, acquiring occupant data includes initiating data acquisition, accessing a user interface, inputting anthropometric data associated with an occupant, and storing the occupant data for use during calculation of body arrangements, as suggested in  FIG. 26 , and acquiring vehicle data includes obtaining vehicle-seat data, obtaining other vehicle-equipment data, and storing the vehicle data for use during calculating of the seat solution as suggested in  FIG. 27 ; 
         FIG. 26  is a diagrammatic view showing that calculating body arrangement includes (i) sending data by encrypting the occupant data, sending the occupant data, authenticating the occupant data, and decrypting the occupant data and (ii) analyzing data by calculating body ratios, calculating external-body dimensions, calculating internal-body dimensions, calculating best-fit comfort zones, selecting best-fit postures, and calculating a best-fit body arrangement for the occupant for use during calculating of the seat solution as suggested in  FIG. 27 ; 
         FIG. 27  is a diagrammatic view showing that calculating the seat solution includes (i) calculating a best-fit seating solution, (ii) creating seat-adjustment instructions, and (iii) sending adjustment instructions by encrypting the adjustment instructions, sending the seat-adjustment instructions, and decrypting the seat-adjustment instructions, and showing that adjusting the vehicle seat includes (i) adjusting a position of the seat bottom per the seat-adjustment instructions, (ii) adjusting a position of the seat back per the seat-adjustment instructions, and (iii) adjusting a position of the other vehicle seat options; 
         FIG. 28  is a diagrammatic view of the system components acquiring, analyzing, and using occupant body specifications for improving seating structure and environment configuration; 
         FIG. 29  is a screen shot of a mobile terminal running at least one software application that is configured obtain vehicle data by scanning by scanning a QR Code so that the mobile terminal is able to lookup relevant vehicle data including vehicle seat type and other vehicle equipment capabilities or by manually inputting a vehicle VIN; 
         FIG. 30  is a view similar to  FIG. 29  showing that the QR Code has been accepted and that the associated vehicle VIN has been input; 
         FIG. 31  is a screen shot of the mobile terminal showing stored data associated with the vehicle VIN including at least one occupant profile that may contain occupant data, vehicle data, buttons that allow adding a new occupant profile, inputting occupant data, and managing other options including adding other functional programs; 
         FIGS. 32-34  provide a series of screen shots illustrating the user interface functionality provided by at least one software application and used to deliver optimized and/or customized vehicle seat parameters from a user&#39;s mobile terminal to the occupant&#39;s vehicle seat, wherein 
         FIG. 35  is another screen shot of a mobile terminal showing that after occupant data has been obtained, a best-fit arrangement of the vehicle seat is calculated and then instructions are communicated to a seat-movement system included in the vehicle seat that causes the vehicle seat to move to the best-fit arrangement; 
         FIG. 36  is a view showing that adjustment of the vehicle seat has been completed; 
         FIGS. 37 and 38  provide perspective illustrations of examples of control panels coupled to a vehicle seat; 
         FIG. 39  provides a screen shot illustrating the user interface provided functionality by at least one software application for enabling a user to select from one or more physical ailments or treatment conditions for which he is seeking assistance; 
         FIG. 40  provides a screen shot illustrating the user interface functionality provided by at least one software application for disseminating treatment information and/or recommendations for positioning of a vehicle seat; 
         FIGS. 41-43  provide screen shots illustrating the user interface functionality provided by at least one software application for enabling a user to select from one or more upgrade options for upgrading functionality provided by the occupant&#39;s vehicle seat via wireless Over The Air (OTA) configuration; 
         FIGS. 44 and 45  provide a series of screen shots illustrating the user interface functionality provided by at least one software application and used to deliver data and/or software programming associated with the upgraded functionality to the user&#39;s mobile terminal; 
         FIGS. 46 and 47  provide a series of screen shots illustrating the user interface functionality provided by at least one software application and utilized to deliver the data and/or software programming associated with the upgraded functionality from a user&#39;s mobile terminal to the occupant&#39;s vehicle seat; 
         FIG. 48  is a screen shot of the mobile terminal showing that the user can select from one of a Wellness Therapies button and a Pro Postures button and suggesting that the user has selected the Wellness Therapies button; 
         FIG. 49  is a view similar to  FIG. 48  showing that the user has selected a Shiatsu Massage application, a Workout Relief application, and the MicroFit application among various other Wellness Therapies; 
         FIG. 50  is a screen shot of the mobile terminal showing that the user has selected a Performance Drive application and a GPSFit application and that the user has pressed the Install Selections button causing the selected applications to be installed into the seat-movement system; 
         FIG. 51  is a view showing that the user selected applications are being sent to the vehicle seat for installation in the seat-movement system; 
         FIG. 52  is a view similar to  FIG. 51  showing that the installation of the selected applications are complete; 
         FIG. 53  is a diagrammatic view used to explain functionality that may be provided to a user via the system, methodologies and components for acquiring, analyzing and using occupant body specifications to provide for improved seating structure and environment configuration; 
         FIG. 54  is a diagrammatic view of another embodiment of an occupant-support system showing that the occupant-support system includes a front vehicle seat and a rear vehicle seat communicating between on another to achieve a best-fit arrangement of both the front and the rear vehicle seat; 
         FIGS. 55-57  provide various illustrative diagrams describing various configurations for providing certain communication functionality used by the system; 
         FIG. 58  is a diagrammatic view of another embodiment of an occupant-support system showing that the occupant-support system includes an illustrative mobile terminal, a server, a seat-movement system included in a vehicle seat, a personal computer and other equipment that may be used to provide communication between the equipment components. 
         FIGS. 59-67  are a series of views showing various embodiments and configurations of an occupant-support system including the configuration control system of  FIGS. 1-22 , an adjustable vehicle seat, and a pneumatic system, wherein: 
         FIG. 59  is a diagrammatic view of an illustrative occupant-support fitting process performed on the occupant-support system showing that the occupant-support fitting process includes acquiring data, calculating a body arrangement, calculating a seat solution, adjusting the vehicle seat, and adjusting the pneumatic system to achieve an optimum-fit arrangement of the occupant-support system; 
         FIG. 60  is a diagrammatic view of a second embodiment of an occupant-support system in accordance with the present disclosure showing that the occupant-support system includes the configuration control system, an adjustable vehicle seat in communication with the configuration control system, and a pneumatic system including a pair of pneumatic bladders and a single pressure sensor coupled to both pneumatic bladders to sense the air pressure in each pneumatic bladder in series one at a time; 
         FIG. 61  is a diagrammatic view of the pneumatic adjustment portion of the occupant-support fitting process showing that pneumatic adjustment is accomplished by inflating an air bladder included in the pneumatic system, sensing air pressure in the pneumatic bladder, determining if the air pressure is out of an acceptable range, maintaining the air pressure in the bladder if the air pressure is in the acceptable range, and correcting the air pressure in the bladder if the air pressure is out of the acceptable range; 
         FIG. 62  is an illustrative screen shot of a mobile terminal in which a user activates an application on the mobile terminal called MicroFit which, as an example, causes the seat-movement system to perform the pneumatic adjustment portion of the occupant-support fitting process that receives an air-pressure reading from the pneumatic bladder and commands a pressurized air source to adjust the air pressure in the pneumatic bladder to achieve the acceptable pressure range so that an interface pressure between the occupant and the pneumatic bladder is minimized; 
         FIG. 63  is a screen shot of the mobile terminal showing the MicroFit application beginning to start and showing that a plurality of pneumatic bladders coupled to the vehicle seat may be adjusted in (i) a momentary mode in which one or more pressure sensors included in the pneumatic system send air-pressure readings to the seat-movement system to cause the air pressures in the bladders to be adjusted to be in the acceptable pressure range once as shown in  FIG. 61  or (ii) a continuous mode in which the pressure sensors continuously send air-pressure readings to the seat-movement system and the system continuously maintains the pressure in the bladders in the acceptable pressure range as suggested in  FIG. 61  (in phantom); 
         FIG. 64  is a screen shot of the mobile terminal showing initial readings of the various pneumatic bladders and showing that both seat-back wing bladders and a middle lumbar bladder have very high pressure that should be reduced, that both seat-bottom wing bladders and a lower lumbar bladder have low pressure that should be increased, and that the upper lumbar bladder is in the acceptable pressure range; 
         FIG. 65  is a screen shot of the mobile terminal showing that the user has selected the continuous mode and that the seat-movement controller will cause the pneumatic system to continuously sense and adjust the pressure in the pneumatic bladders to maintain the pressure in the acceptable range as suggested in phantom in  FIG. 61 ; 
         FIG. 66  is another screen shot of the mobile terminal showing that the seat-movement system may be reset to its initial configuration when a user presses and holds a master-reset button and that pressure in each of the pneumatic bladders may be adjusted manually by the user; 
         FIG. 67  is a diagrammatic view of a third embodiment of an illustrative occupant-support system showing that the occupant-support system includes the configuration control system, the adjustable vehicle seat in communication with the configuration control system, and a pneumatic system that includes two pneumatic bladders that are coupled to two separate pressure sensors that are configured to sense air pressure in each pneumatic bladder in parallel; 
         FIGS. 68-76  are a series of views showing various embodiments and configurations of an occupant-support system including the configuration control system of  FIGS. 1-22 , an adjustable vehicle seat, a pneumatic system, and a prediction system that predicts a future position and speed of the vehicle and provides the future position and speed of the vehicle to the vehicle seat to cause the configuration control system and vehicle seat to calculate a predicted optimum-fit of the occupant-support system to support the occupant in the vehicle appropriately as the vehicle seat passes through the future position, wherein 
         FIG. 68  is a diagrammatic view of an illustrative occupant-support staging process performed on the occupant-support system showing that the occupant-support predicted fitting process includes acquiring data, calculating a body arrangement, calculating a seat solution, adjusting the vehicle seat, adjusting the pneumatic system, and staging the occupant-support system to achieve a predicted optimum-fit arrangement of the occupant-support system; 
         FIG. 69  is a diagrammatic view of a second embodiment of an occupant-support system in accordance with the present disclosure showing that the occupant-support system includes the configuration control system, an adjustable vehicle seat in communication with the configuration control system, the pneumatic system, and a prediction system that includes a Global Positioning System (GPS) unit and mapping unit that cooperate to predict the future position and speed of the vehicle as suggested in  FIG. 70 ; 
         FIG. 70  is a diagrammatic view of the staging the occupant-support system portion of the occupant-support predicted fitting process showing that staging the occupant-support system portion is determining an actual position of the vehicle, determining an actual speed of the vehicle, calculating a predicted future position of the vehicle, calculating a predicted future speed of the vehicle, calculating a predicted seat solution of the vehicle seat, adjusting the vehicle seat to achieve the predicted seat solution, adjusting the pneumatic system to establish a predicted optimum-fit arrangement of the occupant-support system; 
         FIG. 71  is a screen shot of a mobile terminal showing an initial arrangement of the vehicle seat and the pneumatic system that is associated with normal-driving conditions and showing that the vehicle seat and pneumatic system have not been adjusted because the vehicle is moving along a straight section of road; 
         FIG. 72  is a view similar to  FIG. 71  showing that the vehicle is about to enter a wavy portion and that the prediction system has provided a predicted future position and speed to the seat-movement system included in the vehicle seat that causes the vehicle seat to move its track position from 100 mm to 95 mm, a seat bottom included in the vehicle seat to decrease cushion tilt from −3.0 degrees to −1.0 degrees, and a seat back included in the vehicle seat to decrease the recline angle from 29 degrees to 27 degrees and simultaneously increasing lateral support from 20% to 40%; 
         FIG. 73  is a view similar to  FIG. 72  showing that the vehicle has exited the wavy portion and is about to enter a large right-hand curve and that the prediction system has provided another predicted future position and speed to the seat-movement system causing the vehicle seat to move its track position from 95 mm to 90 mm, the seat bottom to increase cushion tilt from −1.0 degrees to +1.0 degrees, and the seat back to increase the recline angle from 27 degrees to 29 degrees and simultaneously increasing lateral support from 40% to 45%; 
         FIG. 74  is a view similar to  FIG. 73  showing that the vehicle has exited the right-hand curve and is about to enter a left-hand turn and that the prediction system has provided another predicted future position and speed to the seat-movement system causing the vehicle seat to maintain the track position at 90 mm, the seat bottom to increase cushion tilt from +1.0 degrees to +3.0 degrees, and the seat back to maintain the recline angle at 29 degrees and simultaneously increasing lateral support from 45% to 100%; and 
         FIG. 75  is a view similar to  FIG. 74  showing that the vehicle has exited the left-hand curve and is about to enter a second straight portion and that the prediction system has provided another predicted future position and speed to the seat-movement system causing the vehicle seat to move its track position from 90 mm to 100 mm, the seat bottom to decrease cushion tilt from +3.0 degrees to −3.0 degrees, and the seat back to decrease the recline angle from 29 degrees to 25 degrees and simultaneously decreasing lateral support from 100% to 20%. 
     
    
    
     DETAILED DESCRIPTION 
     A configuration control system  10  is shown in  FIG. 2  and may be configured to perform an occupant-body fitting process  100  that is shown in  FIG. 1 . Configuration control system  10  may perform occupant-body fitting process  100  to determine a best-fit body arrangement for an occupant that maximizes occupant comfort and safety. 
     A first embodiment of an occupant-support system  200  is shown in  FIG. 24  and may be configured to perform a vehicle-seat fitting process  300  that is shown in  FIG. 23 . Occupant-support system  200  may perform vehicle-seat fitting process  300  to generate a best-fit seating solution so that a vehicle seat  202  included occupant-support system  200  may be arranged to cause an occupant sitting on vehicle seat  202  to be in the best-fit body arrangement. 
     A second embodiment of an occupant-support system  400  is shown in  FIG. 54 . Occupant-support system  400  may include front and rear vehicle seats  402 ,  404  and a sensor package  406  that cooperate together with configuration control system  10  to determine a best-fit seating solution for both vehicle seats  402 ,  404 . 
     A third embodiment of an occupant-support system  600  is shown in  FIG. 60  and may be configured to perform an occupant-support system fitting process  700  that is shown in  FIG. 59 . Occupant-support system  600  may further include a pneumatic system  606  that cooperates with a vehicle seat  604  and configuration control system  602  to perform occupant-support system fitting process  700  to cause vehicle seat  604  and pneumatic system  606  to be arranged in an optimum-fit arrangement that further maximizes comfort and safety of the occupant sitting on vehicle seat  604 . Pneumatic system  606  may be configured to control air pressure in multiple air bladders in series. 
     A fourth embodiment of an occupant-support system  800  is shown in  FIG. 67  in which occupant-support system  800  may include a different embodiment of a pneumatic system  806 . Pneumatic system  806  may be configured to control air pressure in multiple air bladders in parallel. 
     A fifth embodiment of an occupant-support system  1000  is shown in  FIG. 69  and may be configured to perform an occupant-support system predicted fitting process  900  as shown in  FIG. 68 . Occupant-support system  1000  may further include a prediction system  1002  that uses sensor information to determine a predicted future position of the vehicle to cause a predicted optimum-fit arrangement of vehicle seat  604  and pneumatic system  606  to be established before the vehicle arrives at the predicted future position. 
     Returning to  FIG. 2 , a configuration control system  10  may obtain anthropometric data about an occupant and calculates a best-fit arrangement of the occupant&#39;s body that maximizes comfort and safety for the occupant as suggested in that Fig. Configuration control system  10  may be configured to perform an occupant-body fitting process  100  as shown in  FIG. 1 . An occupant-support system  200  may include configuration control system  10  and a vehicle seat  202 . Occupant-support system  200  may be configured to perform a vehicle-seat fitting process  300  that may adjust and move vehicle seat  202  to a best-fit arrangement that causes the occupant&#39;s body to assume the best-fit body arrangement. 
     In accordance with the first embodiment, the equipment and processes for generating a best-fit seating solution may provide several advantages. First, a best-fit body arrangement may be determined for each occupant according to the occupant&#39;s anthropometric data, thus giving a best-fit arrangement for the occupant. Second, the data input to the body dimension calculation algorithm may be obtained using available mobile terminals and software or by manually measuring the relevant dimensions on the occupant, thus giving increased flexibility. Third, the user interface for inputting occupant metrics and/or occupant measurements may be provided in a mobile terminal included in the vehicle or separate from the vehicle, thus giving users increased flexibility. Fourth, body dimensions may be calculated using a minimized set of occupant data and sensor data, maximizing simplicity and usability of the process. Fifth, the determination of the best-fit body arrangement may be altered by changing the predetermined criteria to achieve optimum comfort, safety, and therapeutic benefit without requiring any other adjustments to hardware or software used to calculate the best-fit seating solution. 
     A configuration control system  10  may perform an occupant-body fitting operation  100  as shown in  FIGS. 1-3 . Configuration control system  10  may include a user interface  12  included in a terminal  16 , a computer  14 , and a communication unit  18  as shown in  FIG. 2 . User interface  12  may obtain occupant data that is associated with the occupant. Occupant data may include the occupant&#39;s weight, gender, and anthropometric measurements taken from the occupant&#39;s body. Occupant data may then be communicated to computer  14  by communication unit  18 . Computer  14  may be configured to provide means for receiving occupant data, calculating internal body dimensions of the occupant using the occupant data, and calculating a best-fit body arrangement of the occupant using the internal body dimensions along with other predetermined criteria. Occupant comfort and safety may be maximized when the occupant&#39;s body is arranged in the best-fit body arrangement. 
     Occupant-body fitting operation  100 , which may be performed by configuration control system  10 , may include the operations of acquiring data  102  and calculating a body arrangement  104  as shown in  FIG. 3 . Acquiring data  102  may be accomplished illustratively by initiating data acquisition  106 , accessing user interface  108 , inputting anthropometric data  110  associated with the occupant, optionally receiving sensor data  112 , and storing occupant data  114  for use in calculating body arrangement  104  as shown in  FIG. 4 . 
     Calculating a body arrangement  104  may be accomplished by sending data  116  and data analysis  118  as shown in  FIG. 5 . Sending data  116  in the illustrative embodiment may include the operations of encrypting data  119 , sending encrypted data  120 , authenticating data  122 , and decrypting data  124 . As an example, encrypting data  119  and sending encrypted data  120  may be performed on a terminal  16  (mobile or incorporated into a vehicle as explained herein) including user interface  12 . Authenticating data  122  and decrypting data  124  may be performed on computer  14  which is in communication with terminal  16 . 
     Data analysis  118  may include, for example, calculating body ratios  126 , calculating external-body dimensions  128 , calculating internal-body dimensions  130 , calculating best-fit comfort zones  132 , selecting a best-fit posture  134 , and calculating best-fit body arrangement  136  as shown in  FIG. 5 . Calculating body ratios  126  may be performed on computer  14  and may use, for example, the occupant data. Calculating external-body dimensions  128  may be performed on computer  14  and may use body ratios obtain during calculating body ratios  126 . Calculating internal-body dimensions  130  may be performed on computer  14  and may use external-body dimensions and the occupant data. Calculating best-fit comfort zones  132  may be performed on computer  14  and may use internal-body dimensions to calculate several body arrangements for various occupant postures. Selecting best-fit posture  134  may be performed on computer  14  and may use best-fit comfort zones, occupant data, and other predetermined criteria. Calculating best-fit body arrangement  136  may be performed on computer  14  and may use selected best-fit posture and other predetermined criteria to determine a best-fit body arrangement for the occupant. 
     Configuration control system  10  may include various components for acquiring, analyzing, and using occupant data for improved seating structure and environment configuration in accordance with the present disclosure. As shown in  FIG. 1 , terminal  16  may be used to communicate with, among other components, computer  14  by way of communication unit  18 . Communication unit  18  may be one or more public and/or private communication networks that may include any type of communications network including but not limited to a second Generation (2G) network, a 2.5 Generation network, a third Generation (3G) network using Global System for Mobile Communications (GSM), Wideband Code Division Multiplex Access (WCDMA), Code Division Multiplex Access (CDMA), or Time Division Multiplex Access (TDMA), General Packet Radio Services (GPRS), Universal Mobile Telephone System (UMTS). Further, the one or more communication networks may also include local area networks, such as Wireless Local Area Networks (WLAN), BLUETOOTH® (BT) and optionally use one or more other technologies, such as WiMax (Worldwide Interoperability for Microwave Access). 
     Communication unit  18  may also include any other type of network of interconnected devices or device networks, e.g., interconnected computers or computer networks. Communication unit  18  may also be a combination of a plurality of different types of networks forming one or more hybrid networks. 
     Terminal  16  may include user interface  12 . As shown for example in  FIG. 1 , terminal  16  may be a mobile terminal  16 . Mobile terminal  16  may communicate via communication unit  18  using a communication link  20 . Access to computer  14  may be also provided by communication unit  18  using another communication link  22 . Communication links  20 ,  22  need not be dedicated connections and may be conventionally understood transitory communication links that provide wireless transmission and reception of data for a communication session during the length of that session. Thus, in illustrative embodiments, one or more software applications which may be running on the mobile terminal  16  and other information to computer  14 . As an example, computer  14  may be at least one remote computer or server that may be spaced apart from mobile terminal  16 . Computer  14  may be configured to process data received via communication unit  18  from the mobile terminal  16  to provide various types of functionality. For example, as suggested in  FIG. 28 , computer  14  may be running a seat analytic, optimization and upgrade software suite  135  that includes various different types of software algorithms for performing analysis of received data and providing configuration data, upgrades and/or guidance to a user via the mobile terminal  16 . 
       FIG. 6  is an enlarged perspective view of a mobile terminal  16  running at least one software application configured to perform acquisition and analysis of occupant data for determining a best-fit body arrangement of the occupant in accordance with the present disclosure. As shown in  FIG. 6 , mobile terminal  16  may display user interface  12  that may be configured to display a short cut  26  associated with a main menu of services and functionality provided in accordance with the present disclosure. Thus, user interface  12  may be further configured to receive input from a user such activating shortcut  26 , e.g., by tapping on the graphic associated with shortcut  26 . As a result, activating shortcut  26  may trigger display of a main menu associated with the services and functionality provided in accordance with the present disclosure. 
     For example,  FIG. 7  provides an enlarged perspective view of mobile terminal  16  of  FIG. 6  displaying, on user interface  12 , a main menu of functions for acquiring, analyzing, and using occupant data for determining a best-fit body arrangement. Thus, a user may select the “Create a Tailored Fit” application  28  that is configured to acquire and analyze occupant data to provide a best-fit body arrangement for the occupant. The best-fit body arrangement may be used to adjust a vehicle seat in a vehicle so that the best-fit body arrangement is achieved or to adjust a position of other equipment in a seating environment. 
     A user may also select the “Choose a Targeted Therapy” application  30  to obtain guidance and expert advice regarding a particular physical condition or ailment that may be improved by positioning or repositioning of an occupant&#39;s vehicle seat or components of that vehicle seat. Further, the user may select a “Shop for New Features” application  32 , which may be configured to provide the option of purchasing one or more additional software implemented treatment applications or customized seating configurations associated with an occupant&#39;s physical condition(s) or interests. 
     As shown in  FIG. 8 , the mobile terminal illustrated in  FIG. 6  may include various hardware and software components configured to cooperate to support and implement the menu of functions for acquiring, analyzing, and using occupant data. Thus, mobile terminal  16  may include user interface  12  that is configured to provide the ability to input data and review outputted data from terminal  16 . Thus, user interface  12  may include a display screen such as a touch screen for review and manipulation of data by the user. Mobile terminal  16  may also include input/output capabilities by including a speaker/microphone control module  34  configured to enable input and output of audio data in communication with mobile terminal  16 . Mobile terminal  16  may also include one or more processors  36  configured to perform software instructions included in one or more software applications included in one or more memory units  38 . These software instructions may be application specific or may be associated with functionality of the mobile terminal  16  embodied, for example, as a mobile telephone, wireless Internet browser, etc. 
     Mobile terminal may also include a suite of sensors  40  used to obtain occupant data. Such sensors  40  may include a digital camera configured and operational to acquire image data under the direction of the user, one or more accelerometers configured to sense and quantify data regarding the acceleration experienced by the sensor when manipulated by the occupant (such accelerometers are conventionally included in mobile terminals that provide the ability to participate in video games provided by software applications running on an occupant&#39;s mobile terminal  16 ). Further, mobile terminal  16  may include a power module  42 , configured to govern the power requirements of mobile terminal  16  and provide power to the various components of mobile terminal  16 , as conventionally understood. 
     Mobile terminal  16  may be implemented as a Smartphone, feature rich mobile phone, lap top, PDA, multimedia computer, etc. Accordingly, mobile terminal  16  may include a processor connected to a user interface, computer readable memory and/or other data storage and a display and/or other output device. The mobile device may also include a battery, speaker and at least one antenna. The user interface may further include a keypad, a touch screen, a voice interface, one or more arrow keys, a joy-stick, a data glove, a mouse, a roller ball, a touch screen, or the like. 
     Accordingly, computer executable instructions and data used by a processor  36  and other components in mobile terminal  16  may be stored in the computer readable memory(ies)  38  included in mobile terminal  16 . Further, memory  38  may be implemented with any combination of read only memory modules or random access memory modules, optionally including both volatile and nonvolatile memory. Thus, software may be stored in the memory and/or storage to provide instructions to the mobile device&#39;s processor for enabling the mobile device to perform various functions. Alternatively, some or all of the mobile device computer executable instructions may be embodied in hardware or firmware (not illustrated). 
       FIGS. 9-20  provide a series of screen shots illustrating user interface  12  functionality provided by at least one software application to obtain occupant data that may be used to determine the best-fit body arrangement for the occupant. Thus, a user may select the “Create a Tailored Fit” application icon  28  from the main menu illustrated in  FIG. 7 , thereby causing a welcome screen to be generated and output on the user interface  12 , as illustrated in  FIG. 9 , providing directions  44  for beginning occupant-body fitting operation  100  as shown in  FIG. 1 . Subsequently, the user may be prompted by a series of input screens to input various pieces of information in various fields including an occupant&#39;s gender  46 , an occupant&#39;s height  48 , an occupant&#39;s weight  50 , etc. That information may be entered, for example, using check boxes and/or using a keyboard of the terminal as shown in  FIG. 10 . 
     Additionally, as illustrated in  FIGS. 11-18 , the user may be prompted by a series of screens to use the mobile terminal&#39;s digital camera to obtain images of the occupant so that occupant-body fitting operation  100  will have occupant data indicating the relative proportions of the occupant&#39;s body. Note, the occupant may be using the assistance of another person to take these photographs of the occupant. It should be appreciated that the user may be provided with preliminary instructions that may instruct the user on where to position the modeled occupant when the photographing user is taking photographic images. This may or may not be necessary depending on whether the software is configured to make a determination of distance between the occupant to be modeled and the photographing user and whether the software compensates for such information. 
     As illustrated in  FIG. 11 , the user may review instructions  52  for positioning the occupant&#39;s body to be photographed. As shown in  FIG. 9 , user interface  12  may be configured to prompt the user to locate the occupant&#39;s image  54  in a positioning outline  56  as close as possible based on instructions  58  generated by the software application running on mobile terminal  16 . User interface  12  may be further configured to receive inputs from the user that locates occupant&#39;s image  54  in positioning outline  56 . Once in that position, the user may be prompted to take the photographic image, which will trigger the storage of the image data in conjunction with the mobile terminal application. 
     Next, the user may be prompted by instructions  58 ,  60  to obtain various measurements on the occupant&#39;s body by adjusting the distance shown between the blades of a virtual caliper  62  displayed over the image  54 . The user may be able to adjust the caliper blade locations by using their finger to drag the caliper blades to the correct location. User interface  12  is configured to receive inputs from the user associated with adjusting virtual calipers  62 . As a result, the user may be prompted by user interface  12  to click on an OK icon when the user has positioned the calipers  62  to span a distance specified in the instructions  58 , e.g., head to seat dimension, as shown in  FIGS. 13 and 14 .  FIG. 13  illustrates a beginning location of the caliper blades and  FIG. 14  illustrates the final location of the caliper blades for that measurement. Likewise, the user may be prompted to click on an OK icon when the user has positioned the calipers  62  to span a distance specified in the instructions  58  for the back to knee dimension, as shown in  FIGS. 15 and 16 .  FIG. 15  illustrates a beginning location of the caliper blades.  FIG. 16  illustrates the final location of the caliper blades for that measurement. Also, the user is prompted to click on an OK icon when the user has positioned the calipers  62  to span a distance specified in the instructions  58 , e.g., knee to heal dimension, as shown in  FIGS. 17 and 18 .  FIG. 17  illustrates a beginning location of the caliper blades.  FIG. 18  illustrates the final location of the caliper blades for that measurement. 
     Subsequently, the user may be prompted by instructions  64  to perform various movements while holding the mobile terminal  16  as suggested in  FIG. 19 . This phase of the data acquisition subroutine may enable one or more accelerometers included in the mobile terminal  16  to obtain information regarding the arm length of the user based on the acceleration experienced by the accelerometer(s). 
     Once the data acquisition subroutine has obtained all the necessary data used for generating a data representation of the occupant, the user may be prompted by instructions  66  to input identifying information, e.g., a name, for the data representation as shown in  FIG. 20 . As an example, user interface  12  may include a keyboard  68  provided by mobile terminal  16 . 
     As another example, a user may input occupant data manually by logging into a user interface  12  with a user name  70  and a password  72  as shown in  FIG. 21 . As shown in  FIG. 22 , the user may then enter the occupant&#39;s gender  46  as well as anthropometric data  565  measured manually by the user as shown in  FIG. 22 . Thus, occupant data may be obtained by mobile terminal  16  without the use of sensors for measuring anthropometric data associated with the occupant. 
     As explained above, the software required to model the occupant via a data representation and associated occupant-body fitting may be performed using the software application running on mobile terminal  16  alone, or as illustrated in  FIG. 1 , in combination with a server-implementation using occupant-body fitting operation  100  (which may or may not be implemented as server software depending on the “fatness” of the mobile terminal application deemed acceptable). The mobile terminal application may rely on increasingly large amounts of software residing on a server, it the mobile terminal application is meant to be “thin,” i.e., requiring less memory on the mobile terminal for operation. 
     An occupant-support system  200  includes a configuration control system  210  and an adjustable vehicle seat  202  as shown in  FIG. 24 . The occupant-support system  200  is configured to implement a vehicle-seat fitting process  300  that provides a best-fit arrangement of vehicle seat  202  as suggested in  FIG. 23 . 
     Vehicle-seat fitting process  300  includes the operations of acquiring data  302 , calculating body arrangement  304 , calculating seat solution  338 , and adjusting vehicle seat  340  as shown in  FIG. 23 . Acquiring data  302  is accomplished by obtaining the occupant&#39;s anthropometric data and the vehicle&#39;s equipment data. The occupant data is then used in calculating body arrangement  304  and vehicle-equipment data is used in calculating seat solution  338  to determine how the vehicle&#39;s equipment should be positioned to achieve the best-fit arrangement described previously. Adjusting vehicle seat  340  uses the instructions generated in calculating seat solution  338  to adjust the position of the vehicle seat  202 . Adjusting vehicle seat  340  may also be used to adjust the position of a steering wheel, mirrors, heads-up display, and control pedals to further improve the fit to the occupant. 
     Acquiring data  302  may include the operations of acquiring occupant data  342  and acquiring vehicle data  344  as shown in  FIG. 25 . As shown there, acquiring occupant data  342  illustratively includes initiating data acquisition  306 , accessing user interface  308 , inputting anthropometric data  310 , optionally receiving sensor data  312 , and storing occupant data  314 . Acquiring vehicle data  344  illustratively includes obtaining vehicle-seat data  346 , obtaining other vehicle-equipment data  348 , and storing vehicle data  350  as shown in  FIG. 25 . 
     Initiating data acquisition  306  may be performed illustratively on mobile terminal  16  as discussed previously. Accessing user interface  308  may be performed by the user accessing user interface  12  included in mobile terminal  16  to input occupant data during the operation of inputting anthropometric data  310 . Inputting anthropometric data  310  may include inputting data which includes occupant&#39;s weight (W), occupant&#39;s height (H), and occupant&#39;s gender (G). Other body measurements may be input as well. Receiving sensor data  312  may include receiving data from sensors included in one of mobile terminal  16 , vehicle seat  202 , or a vehicle interior. Sensor data may include a measurement representative of a distance (A) between an occupant&#39;s head and an occupant&#39;s seat, a distance (B) between an occupant&#39;s back and an occupant&#39;s knee, and a distance (C) between an occupant&#39;s knee and an occupant&#39;s heel. Storing occupant data  314  may include storing the occupant data on mobile terminal  16 , in memory included in the vehicle, or remotely on computer  14 , which is also called server  14 . 
     Obtaining vehicle-seat data  346  may be performed illustratively by mobile terminal  16  communicating with vehicle seat  202  to determine a configuration and capability of vehicle seat  202 . Vehicle-seat configuration and capability may be stored on memory included in vehicle seat  202  or on memory included in the vehicle. Vehicle-seat configuration and capability may also be stored on server  14  or another server and retrieved through the use of a vehicle-seat identifier which may be associated with the vehicle-seat configuration and capability. 
     Obtaining other vehicle-equipment data  348  of vehicle-data acquisition may be performed illustratively by mobile terminal  16  communicating with the vehicle to determine a make and model of the vehicle so that internal cabin geometry may be determined. As an example, a profile of the windshield and a distance between the windshield and the floor of the vehicle may be obtained and used later during calculating seat solution  338 . Vehicle cabin data may be stored in memory included in the vehicle seat, memory included in the vehicle, or on server  14  and retrieved using a vehicle identifier which may be associated with the vehicle. As an example, the vehicle identifier may be a Vehicle Identification Number (VIN) of the vehicle. 
     Obtaining vehicle-seat data  346  and other vehicle-equipment data  348  may obtained from inputting manually a VIN  74  as shown in  FIG. 29 . The user may also hold a card having a QR code  76  thereon in front of a sensor included in mobile terminal  16 . The sensor may be a camera which scans the QR code and determines automatically vehicle data as suggested in  FIGS. 29 and 30 . Once the VIN is known and input into mobile terminal  16 , an occupant profile  78  including known occupant data, a vehicle picture  80 , a vehicle-seat picture  82 , and vehicle data  84  may be displayed as shown  FIG. 31 . 
     After the occupant data and vehicle data have been obtained during data acquisition  302 , the data may then be used during calculating body arrangement  304  as shown in  FIG. 26 . Calculating body arrangement  304  may include the operations of sending data  316  and data analysis  318 . Sending data  316  by way of illustration may include vehicle and occupant data encryption  319 , sending encrypted data  320 , data authentication  322 , and data decryption  324 . Sending data  316  may be used in the situation where data analysis  318  is not performed on the same device as data acquisition  302 . As an example, data acquisition  302  may be performed on mobile terminal  16  while portions of calculating body arrangement  304  may be performed by remote server  14 . Calculating body arrangement  304  may be performed on the same device as data acquisition  302  such that the operation of sending data  316  may not be performed. 
     Data analysis  318  may include the operations of calculating body ratios  326 , calculating external-body dimensions  328 , calculating internal-body dimensions  330 , calculating best-fit comfort zones  332 , selecting a best-fit posture  334 , and calculating best-fit body arrangement  336  as shown in  FIG. 26 . During data analysis  318 , the measurements and data taken during data acquisition  302  may be used to calculate a best-fit arrangement of the occupant&#39;s body which maximizes comfort and minimizes safety risks. The best-fit body arrangement may then be used during calculating seat solution  338  to generate seat-adjustment instructions which may be sent to various pieces of equipment for either manual or automatic adjustment during adjusting of vehicle seat  340 . Sending adjustment instructions  356  may include encrypting adjustment instructions  358 , sending encrypted instructions  360 , and decrypting vehicle adjustment instructions  362 . 
     During calculation of body ratios  326 , distances (A, B, and C) obtained during data acquisition  302  may be used to calculate a set of ratios. The ratios and the occupant data (weight W, height H, and gender G) obtained during inputting anthropometric data  310  may be provided as inputs to calculating external-body dimensions  328 . Calculating external-body dimensions  328  may produce additional dimensions beyond those measured during data acquisition  302 . 
     External-body dimensions may then be used as inputs during calculating internal-body dimensions  330  to calculate a set of internal-body dimensions. Calculating internal-body dimensions  330  may include a first operation, which is performed by estimating distances between an occupant&#39;s flesh and the occupant&#39;s bones included in the occupant&#39;s skeleton, and a second operation, which is performed by using the estimated flesh thicknesses to calculate a set of internal-body dimensions that may be associated with an occupant&#39;s skeleton. As an example, the first operation may calculate the thickness of flesh between an occupant&#39;s pelvis and an outer surface of the occupant&#39;s back and calculate the thickness of flesh between the occupant&#39;s knee joint and an outer surface of the occupant&#39;s knee. The second operation may then subtract the two thicknesses previously calculated to determine an internal body dimension associated with an occupant&#39;s femur. 
     At least one of the internal-body dimensions calculated during calculating internal-body dimensions  330  may then be used with predetermined criteria as inputs to calculating best-fit comfort zones  332  for the occupant as shown in  FIG. 26 . Calculating best-fit comfort zones  332  may include a first operation and a second operation. The first operation may be calculating all of the possible best-fit comfort zones that may be established for a particular occupant based on the occupant data obtained during data acquisition  302 . The second operation may include eliminating best-fit comfort zones based on the available positions in which the vehicle seat, vehicle pedals, and steering wheel may be arranged. As a result, a set of best-fit comfort zones may be established. Each best-fit comfort zone in the set may be associated with one of several seating postures that the occupant may assume while sitting in the vehicle. 
     During selection of best-fit posture  334 , one best-fit comfort zone may be selected from the set of best-fit comfort zones established during calculation of best-fit comfort zones  332 . As an example of selecting the best-fit posture, the best-fit comfort zone associated with a slouching posture and the best-fit comfort zone associate with an erect posture may be determined. An intermediate best-fit comfort zone associated with a moderate amount of slouch between the slouching posture and the erect posture may be chosen as the output of selecting best-fit posture  334 . 
     Finally, calculating a best-fit body arrangement  336  may use the best-fit posture determined during selection of the best-fit posture  334  to determine an arrangement of the occupant&#39;s body that maximizes comfort and minimizes risk to the occupant while sitting on vehicle seat  202 . The best-fit body arrangement may then be used during calculation of seat solution  338  as shown in  FIG. 27 . 
     Calculating seat solution  338  may include calculating best-fit seating solution  352 , creating adjustment instructions  354 , and sending adjustment instructions  356  as shown in  FIG. 27 . Calculating best-fit seating solution  352  may use the best-fit body arrangement and vehicle data to determine an arrangement of vehicle seat  202  and other vehicle equipment which allows the occupant&#39;s body to be in the best-fit body arrangement. After the best-fit seating solution  352  has been determined, the best-fit seating solution may be used to create adjustment instructions  354 . These instructions may be used to change the position of the vehicle seat, steering wheel, and vehicle pedals, among other equipment in the vehicle, to achieve the best-fit body arrangement determined earlier. After the adjustment instructions have been generated, the adjustment instructions may be communicated to vehicle seat  202  during sending adjustment instructions  356 . 
     Sending adjustment instructions  356  may include encrypting adjustment instructions  358 , sending encrypted instructions  360 , and decrypting adjustment instructions  362  as shown in  FIG. 27 . As an illustrative example, data analysis  318  may be performed on remote server  14 . As a result, adjustment instructions may be sent during sending adjustment instructions  356  to mobile terminal  16 . Remote server  14  may encrypt adjustment instructions  358  and send encrypted instructions  360 . Mobile terminal  16  may be used to receive the encrypted adjustment instructions and communicate those adjustment instructions to vehicle seat  202 . A control unit included in vehicle seat  202  may then decrypt the adjustment instructions. 
     In another embodiment of calculating body arrangement  304  and calculating seat solution  338 , data analysis  318  may be performed on mobile terminal  16  without any communication with remote server  14 . Mobile terminal  16  may perform data analysis  318 , calculating best-fit seating solution  352 , creating adjustment instructions  354 , encrypting adjustment instructions  358 , and sending encrypted instructions  360  to the control system of the vehicle seat or the vehicle. 
     Decrypted adjustment instructions may then be used by the control unit of the vehicle seat during adjusting vehicle seat  340  as shown in  FIG. 27 . Adjusting vehicle seat  340  may include adjusting a position of a seat bottom  364  included in the vehicle seat, adjusting a position of a seat back  366  included in the vehicle seat, and adjusting positions of other vehicle options  368 . As an example, other vehicle options could be other adjustments of the vehicle seat such as a movable headrest, adjustment of a steering wheel, and adjustment of vehicle pedals. The vehicle seat, steering wheel, and vehicle pedals may move automatically if powered. However, the vehicle seat, steering wheel, and vehicle pedals may be moved manually should the vehicle not be equipped with powered equipment. In that circumstance, decryption of the adjustment instructions may be performed by mobile terminal  16 . 
     Various embodiments may be implemented with a vehicle seat that includes various types of functionality including powered adjustable seatback angle, height adjust, cushion tilt, fore/aft slide, upper back angle, cushion length adjust, powered headrest etc. Additionally, such a seat may include a pneumatic system that includes, for example, upper side bolsters, cushion bolsters, 4-way lumbar adjust, a 10 point programmed massage system, etc. Further, such a seat may include various types of climate control functionality including seat heating, active cooling, ventilation, and/or a full seat memory system. Navigating all of these options is sometime overwhelming to a user; further, the user may not understand fully how the various setting interact with one another or which setting are objectively more beneficial for an occupant&#39;s body size, dimensions, and physical conditions. 
     As suggested in  FIGS. 11-19 , sensors included in mobile terminal  16  may be used to determine occupant data that can be used to model the occupant&#39;s body and proportions. Such sensors may include the camera provided in the mobile terminal, one or more accelerometers. Thus, one or more sensors included in mobile terminal  16  may work in conjunction with one or more software application running on mobile terminal  16  to obtain anthropometric data associated with occupant. In accordance with at least one embodiment, at least one sensor may be used in conjunction with a software application running on mobile terminal  16  and, optionally, sensors and/or transponders in the occupant&#39;s seating area to also provide anthropometric data associated with the occupant&#39;s body in relative relationship to the interior of a vehicle including the seating area. 
     Thus, in accordance with the present disclosure, a Graphical User Interface (GUI) and associated software application(s) may run on mobile terminal  16  and be configured to determine human body size and proportion data using the mobile terminal&#39;s camera and analyzing body segment lengths, height, weight, clothes size, etc. Software algorithms for performing analysis of the occupant&#39;s body size and proportion data may be running on the user&#39;s mobile terminal and/or in a server(s) accessible via the Internet that may receive raw or preliminarily analyzed data from the mobile terminal. That server(s) may run software configured to provide analytical functionality that may provide an optimized or customized fit for the occupant in the occupant&#39;s vehicle seat. Utility of the software for analyzing an occupant&#39;s size and proportional dimensions may also be used to improve or customize fit of seats other than automotive seats and may be used to improve seating in aircraft, watercraft, or motorcycles as well. Moreover, there is additional utility in using the software to optimize or customize a seat that is home or office furniture; additionally, such software may be used to improve fit of wheelchairs and other mobility assistance devices. 
     GUI and applications may be implemented on a PDA and/or via server-application context as shown in  FIG. 28 . Alternatively, or in addition, some or all of such applications may be implemented on or in connection with software and/or hardware provided on a vehicle. Thus, one or more software applications analyzing the determined human body size and proportion data may be used to select optimized seat adjustment parameters for comfort, fit, safety, etc. In an implementation where the collected data is acquired in relationship with the occupant&#39;s interaction with their vehicle, this software may optionally be configured to detect position(s) of view mirrors, operation peddles, steering wheel, heads up display, etc. to optimize occupant&#39;s experience. 
     As shown in  FIG. 28 , equipment and processes for adjusting user-adjustable equipment in a vehicle provides improved utility. First, the process for adjusting user-adjustable equipment provides instructions to the user that allows the user to customize the vehicle seat and other user-adjustable equipment so that safety and comfort is maximized. Second, the specific algorithms used to obtain the best-fit seating solution may be managed and updated on servers. Third, centrally locating the generation of the best-fit seating solution provides the ability to control dissemination of the algorithms used to generate the best-fit seating solution. Fourth, by generating the equipment-adjustment instructions and communicating them automatically to powered actuators included in the user-adjustable equipment, vehicles built to include best-fit seating solution technology may automatically respond to the instructions. Fifth, by generating the equipment-adjustment instructions and communicating them to a user in the field, all vehicle seats may be adjusted according to the presently disclosed process. Sixth, the process of generating a best-fit seating solution and generating equipment-adjustment instructions is done remotely from the equipment. As a result, equipment in other fields may be adjusted such as other vehicle seating (airplanes, trains, boats, motorcycles), wheel chairs, and office furniture. 
       FIGS. 32-36  provide a series of screen shots illustrating user interface functionality provided by at least one software application and used to deliver best-fit seating solution to vehicle seat  202 . As shown in  FIG. 32 , the mobile terminal  16  may provide the user with the option  204  of adjusting their vehicle seat  202  to provide the best-fit arrangement. If the user selects that option, mobile terminal  16  may provide a series of status messages  206  providing an indication of adjusting vehicle seat  340  as shown in  FIGS. 33 and 34 . Another indication of adjusting vehicle seat  340  is also shown  FIGS. 35 and 36 . 
     Vehicle seat  202  may include powered and/or manual adjustment mechanisms.  FIGS. 37 and 38  provide perspective illustrations of examples of on-seating unit control panels  208  provided in accordance with the present disclosure. On-seating unit control panels  208  may include a control panel  208  that includes adjustment controls  212  for adjusting the horizontal component of the vehicle seat, controls  214  for adjusting the vertical component of the vehicle seat, various massage/heating/cooling functionality controls  216 , controls  218  for adjusting the headrest of the vehicle seat, in addition to an indicator  220  of whether the vehicle seat is presently receiving or transmitting data and/or instructions via communication unit  18  to mobile terminal  16  or another component via a communication protocol such as a BLUETOOTH® system. Further, the control panel  208  also includes an indicator  222 , which is configured to signify whether the vehicle seat is in the best-fit arrangement as shown in  FIG. 38 . 
     Optionally, the seat connectivity interface may also be configured to provide communication and control interfaces that enable a user or the user&#39;s mobile terminal to interface with the occupant&#39;s vehicle seat or seating area to both acquire data (e.g., data from other products/zones than the vehicle seat including steering wheel, foot pedals, rear view mirrors, etc.) to control structural or environment configuration of the vehicle seat or seating area. 
     As explained above, services and functionality provided in accordance with the present disclosure may provide the user with the option of receiving expert guidance from one or more guidance sources regarding how the occupant&#39;s vehicle seat should be configured for one or more physical ailments or conditions or to provide a specified goal of the user. 
     Accordingly, as illustrated in  FIG. 39 , the user interface functionality provided by at least one software application may include selection of one or more items provided on a menu for enabling a user to select from one or more physical ailments or treatment conditions for which he is seeking assistance in accordance with the present disclosure. Such physical ailments or treatment conditions may include, for example, lower back pain  224 , numbness in seat  226 , leg discomfort  228 , stiffness of back  230 , headrest positioning  232  for increased safety or a stiff neck, thermal discomfort  234 , etc. 
     Once a user has selected from one of the displayed options, the mobile application may be configured to display expert guidance  236  pertaining to the selected condition in combination with educational information such as videos and/or audio programs  238  regarding treatment of the specified condition and/or positioning of the occupant&#39;s vehicle seat to obtain relief from certain symptoms or undesirable experiences.  FIG. 40  provides a screen shot illustrating the user interface functionality provided by at least one software application for disseminating treatment information and/or recommendations for positioning of a vehicle seat in accordance with the present disclosure. 
     As explained above with connection to the seat-fit optimization and transform software  140  illustrated in  FIG. 28 , the dissemination of interactive multimedia expert guidance may be performed in whole or in part by the mobile application(s) running on the mobile terminal  16 . However, it is also foreseeable in accordance with the present disclosure, that some portion of the functionality, e.g., storage, analysis, etc. may be performed using software running on a servers  14  accessible via one or more communication units  18  (also called networks  18 ) from the mobile terminal  16 , e.g., interactive multimedia expert guidance module software  145 . 
     As explained above, services and functionality provided in accordance with the present disclosure provide the occupant with the option of upgrading one or more features of the occupant&#39;s vehicle seat to provide increased comfort, physical therapies, optimized seating configurations for particular occupant activities or interests, etc. For example, the occupant may be provided with the opportunity to upgrade their vehicle seat features in conjunction with the dissemination of queried expert advice, e.g., “You should consider a lower back therapy treatment, downloadable for $2.99 to your mobile terminal as a source of relieve for your lower back pain.” 
       FIGS. 41-47  provide screen shots illustrating the user interface functionality provided by at least one software application for enabling a user to select from one or more upgrade options for upgrading functionality provided by the occupant&#39;s vehicle seat via wireless Over The Air (OTA) configuration in accordance with the present disclosure. 
     The menu of upgrade options may not be limited to therapeutic treatments as shown in  FIG. 41 , but may also include positioning application options  242  for optimizing certain aspects of the occupant&#39;s experience including driver performance, cruising comfort safety maximization, ease of entry, increased driver visual acuity, and motion comfort improvement, etc. The upgrade application and delivery software running on the mobile terminal may also be configured to provide additional information  244  explaining the performance, value or benefit resulting from the upgrade (see  FIG. 43 ). Moreover, the software application for providing various customization and/or upgrade options may, itself, be an upgradeable application. 
     Once the user has selected at least one upgrade from a menu of upgrades  240 , such upgrades may be downloaded to the occupant&#39;s mobile terminal  16 . As a result, such upgrades may be installed in the occupant&#39;s vehicle seat via communication unit  18 .  FIGS. 44 and 45  provide a series of screen shots illustrating the user interface functionality provided by at least one software application and used to deliver data and/or software programming associated with the upgraded functionality to the user&#39;s mobile terminal. 
       FIGS. 46 and 47  provide a series of screen shots illustrating the user interface functionality provided by at least one software application and used to provide status update information  246  regarding the delivery of the data and/or software programming associated with the upgraded functionality from an occupant&#39;s mobile terminal  16  to the occupant&#39;s vehicle seat. 
     Another series of screen shots illustrating the user interface functionality provided by at least one software application are shown in  FIGS. 48-53 . The user interface functionality enables a user to select from one or more upgrade options for upgrading functionality provided by the occupant&#39;s vehicle seat via the communication unit. A user may be presented with an option to select a Wellness Therapies button  568  or a Pro Postures button  569  as shown in  FIG. 48 . As an example, the user has selected Wellness Therapies button  568 . The user is then able to select one or more options to include in the occupant support system. As shown in  FIG. 49 , the user has selected a Shiatsu Massage application  570 , a Workout Relief application  571 , and MicroFit application  574  among various other Wellness Therapies. 
     The user may also select Pro Postures button  569 . As an example, the user may select a Performance Drive application  572  and the GPSFit application  576  as shown in  FIG. 50 . Once the user has selected the desired options, the user presses an Install Selections button  573  causing the selected options to be installed into the seat-movement system as suggested in  FIG. 51  and verified in  FIG. 52 . 
     As explained above with connection to the seat-fit optimization and transform software  140  illustrated in  FIG. 28 , the upgrade and application delivery functionality may be provided in whole or in part by the mobile application(s) running on the mobile terminal  16 . However, it is also foreseeable within the scope of the present disclosure that some portion of the functionality, e.g., storage, analysis, etc. may be performed using software running on a servers (e.g. server  14 ) accessible via communication unit  18  from the mobile terminal  16 , e.g., upgrade and application delivery engine software  155 . 
     As explained above, services and functionality provided in accordance with the present disclosure provide a vehicle seat that may include a plurality of sensors that monitor the health and well being of the user. The vehicle seat may transmit the monitored data to a server based application (either directly wirelessly or through a mobile terminal based software application) that provides analysis of the data to monitor the health and well being and/or provide further analysis regarding optimization and/or customization of one or more vehicle seat parameters. 
     Furthermore, the suite  135  may include biometric sensor suite software  150  configured to receive biometric data for the user acquired by sensors included within vehicle seat  202 . That biometric data may be analyzed by the software suite to diagnose a physical condition or ailment and/or provide recommendations for positioning or altering the position of the occupant&#39;s vehicle seat to address or remedy the physical condition or ailment. Additionally, the software  150  may also be configured to provide recommendations on one or more upgrades that may be made to the occupant&#39;s vehicle seat  202  via upgrade and application delivery engine software  155 , also included in the suite  135  (as explained herein in conjunction with  FIGS. 25-31 . 
     As explained above, services and functionality provided in accordance with the present disclosure provide the user with the option of optimizing or customizing their vehicle seat based on analysis performed by the seat-fit optimization and transform tool software (that may be implemented on server  14  and/or within an application running on the mobile terminal  16  illustrated in  FIG. 28 . 
     As explained above, a communication unit may be configured to provide communication and control interfaces that enable a user or the user&#39;s mobile terminal to interface with the occupant&#39;s vehicle seat or seating area to both acquire data (e.g., data from other products/zones than the vehicle seat including steering wheel, foot pedals, rear view mirrors, etc.) to control structural or environment configuration of the vehicle seat or seating area. This aspect may provide information to software included in the system for providing customization of seat positioning to enable optimization of seat positioning through feedback, as explained in  FIG. 53 . 
       FIG. 53  provides an illustrative diagram used to explain functionality that may be provided to a user via the system, methodologies and components for acquiring, analyzing and utilizing user body specifications to provide for improved seating structure and environment configuration. By using the main menu  248  of the software applications provided in the present disclosure as a mechanism to gather and analyze data regarding occupants&#39; experiences with vehicle seats and their associated physical conditions, the system can provide a mechanism for further analyzing occupant well being data as well as further improving upon seating technology. As a result, the main menu, and its associated back end software can be used to coordinate data acquisition for sensors  250  included in vehicle seats to provide additional information about the way that certain vehicle-seat settings and configurations affect the well being of the occupant. That information can then be output to the occupant&#39;s mobile terminal  16  to enable them to participate actively in the treatment and/or track the progress or regression of their physical conditions. 
     For example, if the vehicle seat were that of a long distance truck driver, sensors within the vehicle seat could be used to provide status information regarding the blood flow, temperature or other biometric data indicating his well being throughout his work day. Such information could be used to give recommendations for driving breaks, advice for alteration of the driver&#39;s vehicle seat parameters, application of heat or cold, etc. Furthermore, that data could also be used by one or more experts  252  to further optimize modeling and therapeutic treatments for individuals. As a result, the centralize function of the system services and functionality further improve the manner in which data is acquired, analyzed, and used to improve well being for individuals using seats of all kinds. 
     As shown for example in  FIG. 54 , another embodiment of an occupant-support system  400  may include configuration control system  10 , a front vehicle seat  402 , a rear vehicle seat  404 , and a sensor package  406 . Front and rear vehicle seats  402 ,  404  may be configured to communicate with communication unit  18  to achieve a best-fit arrangement of both the front and rear vehicle seat  402 ,  404 . Sensor package  406  may include a sensor integrated into the vehicle seat and configured to sense an occupant&#39;s anthropometric data and an occupant&#39;s comfort data, and a sensor integrated into a vehicle cabin and configured to receive an input from mobile terminal  16 , an input received from user interface  12 , and an input received from computer  14 . 
     As shown in  FIG. 54 , occupant-support system  400  may include front intelligent vehicle seat  402  and rear intelligent vehicle seat  404 . Front and rear intelligent vehicle seats  402 ,  404  may be coupled to communication unit  18  and configured to exchange data about the position and state of each vehicle seat  402 ,  404  with one another. As a result, intelligent vehicle seats  402 ,  404  act as sources of data which may then be used to calculate a best-fit arrangement of both vehicle seats  402 ,  404 . The best-fit arrangement of vehicle seats  402 ,  404  may be the arrangement of intelligent vehicle seats  402 ,  404  relative to one another that maximizes comfort and safety of each occupant sitting in his or her seat. 
       FIGS. 55-57  provide various illustrative diagrams describing various configurations for providing certain communication functionality provided in conjunction with an occupant&#39;s vehicle seat. As shown in  FIG. 55 , terminal  16  may communicate wirelessly with an occupant&#39;s vehicle communication and navigation system  256  that is coupled to the occupant&#39;s vehicle seat Electronic Control Unit (ECU)  258  via the CAN communication bus  260  (resident within the occupant&#39;s vehicle) to obtain sensor data from seat ECU  258  and provide configuration instructions to seat ECU  258  to optimize positioning and download upgrades. Alternatively, as shown in  FIG. 56 , mobile terminal  16  may communicate with a BLUETOOTH® radio  262  coupled to the Seat ECU  258  via the CAN communication bus  260 . Further, as shown in  FIG. 57 , mobile terminal  16  may communicate wirelessly with Bluetooth® radio  262 , which may be incorporated in the seat ECU  258  that is sitting on the CAN communication bus  260 . 
     As shown in  FIG. 58  another embodiment of a configuration control system  510  may include a first computational device  516 , a second computational device  514 , a third computational device  512 , a fourth computational device  520 , and a network  518 . First computational device  516  is illustratively a mobile terminal. Second computational device  514  may be illustratively a remote computer. Third computational device  512  may be illustratively a vehicle-seat electronic control unit. Fourth computational device  520  may be illustratively a personal computer. First, second, third, and fourth computational devices  512 ,  514 ,  516 ,  518  may communicate with one another through network  518 . 
     First computational device  516  may include a graphical user interface  522 , a sensor  524 , a processor  526 , a power module  528 , a memory  530 , and a communication unit  532  as shown in  FIG. 58 . Memory  530  could be implemented as discussed above. Power module  528  may be coupled to processor  526  to provide power thereto and to other components included in first computational device  516 . Graphical user interface  522 , sensor  524 , and communication unit  532  may be coupled to processor  526  to provide data to processor  526  for processing according to instructions stored in memory  530 . Additionally, data may also be stored in memory  530 . Graphical user interface  522  and communication unit  532  may also coupled to processor  526  to communicate calculated results and/or data from processor  526  to a user or to other computational devices  514 ,  512 ,  520 . 
     Second computational device  514  may include a processor  536 , a power module  538 , a memory  540 , and a communication unit  534  as shown in  FIG. 58 . Memory  540  could be implemented as discussed above. Power module  538  may be coupled to processor  536  to provide power thereto and to other components included in second computational device  514 . Communication unit  534  may be coupled to processor  536  to provide data from other computational devices  516 ,  512 ,  520  to processor  536  for processing according to instructions stored in memory  540 . Additionally, data may also be stored in memory  540 . The results of data calculated are communicated through communication unit  534 . 
     Third computational device  512  may include a processor  546 , a power module  544 , a memory  548 , and a communication unit  542  as shown in  FIG. 58 . Memory  548  could be implemented as discussed above. Power module  544  may be coupled to processor  546  to provide power thereto and to other components included in third computational device  512 . Communication unit  542  may be coupled to processor  546  to send data between other computational devices  516 ,  514 ,  520  and processor  546  for processing according to instructions stored in memory  548 . Additionally, data may also be stored in memory  548  for use at a later time. 
     Fourth computational device  520  may include a processor  554 , a power module  556 , a memory  558 , a graphical user interface  552 , and a communication unit  550  as shown in  FIG. 58 . Memory  558  could be implemented as discussed above. Power module  556  may be coupled to processor  554  to provide power thereto and to other components included in second computational device  520 . Communication unit  550  may be coupled to processor  554  to send data between other computational devices  516 ,  514 ,  512  to processor  554  for processing according to instructions stored in memory  558 . Additionally, data may also be stored in memory  558 . Data may also be displayed or input via graphical user interface  552  for use by processor  554 . 
     Configuration control system  510  may provide improved utility. First, a communication network and an intelligent vehicle seat facilitate multiple input and output methods for acquiring data about the occupant and modifying the arrangement of the vehicle seat. Second, each possible source of data and the intelligent vehicle seats may be configured as stand alone nodes on the communication network which facilitates simplified troubleshooting and communication across the network. Furthermore, interference with other equipment is minimized. Third, the user interface for inputting data and commands may be included in the vehicle, the mobile terminal, and the personal computer. As a result, convenience is maximized. Fourth, a communication network included in the vehicle provides the ability for intelligent equipment (e.g., front and rear vehicle seats), mobile terminals, and personal computers to communicate with one another and achieve an optimized arrangement of the entire vehicle cabin rather than just an optimized vehicle seat arrangement. Fifth, sensors included in the intelligent vehicle seats or vehicle cabin may provide feedback data to the remote server about changes in the occupant&#39;s anthropometric data and the occupant&#39;s comfort so that the best-fit seating solution may continually be updated. 
     An occupant-support system  600  in accordance with the present disclosure may include a configuration control system  602 , a vehicle seat  604 , and a pneumatic system  606  as shown diagrammatically in  FIG. 60 . Occupant-support system  600  may be configured to perform an occupant-support system fitting process  700  that provides an optimum-fit arrangement of occupant-support system  600 . 
     Vehicle seat  604  may be mounted on a vehicle frame  610  included in a vehicle to move relative to vehicle frame  610 . Vehicle seat  604  may include a seat bottom  626  coupled to vehicle frame  610  to slide back and forth relative to vehicle frame  610 , a seat back  628  coupled to seat bottom  626  to pivot back and forth about a seat-back pivot axis  618  relative to seat bottom  626 , and a seat-movement system  620  as shown in  FIG. 60 . Configuration control system  602  may provide instructions to seat-movement system  620  that causes seat-movement system  620  to move seat bottom  626  and seat back  628  to a best-fit arrangement associated with the occupant&#39;s anthropomorphic data. 
     Vehicle seat  604  may include additional functionality that includes height adjustment of vehicle seat  604 , tilt of seat bottom  626 , adjustment of upper back angle of seat back  628 , adjustment of seat bottom length, movement of the headrest, etc. These various adjustments may be powered, manually operated, or a combination of powered and manual features. Further, such vehicle seat may include various types of climate control functionality including seat heating, active seat cooling, ventilation, and/or a full seat memory system. 
     Configuration control system  602  may include mobile terminal  16 , remote computer  14 , and communication unit  18 . Mobile terminal  16  may include at least one software application that acquires the dimensions of an occupant using sensors included in mobile terminal  16 , manual input of data, or a combination of the two. Occupant data may be used to model a best-fit arrangement that may be transferred to seat-movement system  620  via wired and/or wireless communication unit  18 . As a result, seat-movement system  620  may move vehicle seat  604  to the best-fit arrangement associated with the occupant data collected previously. 
     Seat-movement system  620  may be able to move various portions of vehicle seat  504  because seat-movement system  620  illustratively includes a seat controller  640 , a seat-back actuator  642 , and a seat-bottom actuator  644  as shown diagrammatically in  FIG. 60 . Seat controller  640  may be a computer that may be in communication with seat-bottom actuator  644  and seat-back actuator  642 . Seat-bottom actuator  644  may be an electric motor that provides force necessary to move seat bottom  626  back and forth on seat tracks  646 . Seat-back actuator  642  may be an electric motor that provides force necessary to pivot seat back  628  back and forth relative to seat-back pivot axis  618 . 
     Pneumatic system  606  may include a pressurized air source  632 , at least one pressure sensor  634 , and at least one pneumatic bladder  611  as shown in  FIGS. 60 and 63 . As an illustrative example, pneumatic system  606  may include an upper lumbar bladder  611 , a middle lumbar bladder  612 , a lower lumbar bladder  613 , a left seat-back wing bladder  614 , a right seat-back wing bladder  615 , a left seat-bottom wing bladder  616 , and a right seat-bottom wing bladder  617 . Each pneumatic bladder  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  may be coupled to pressurized air source  632  to receive pressurized air therein to inflate or to exhaust air to deflate each of the pneumatic bladders  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617 . 
     Each pneumatic bladder  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  may be further coupled to at least one pressure sensor  634  that may be configured to measure the air pressure in each pneumatic bladder  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  and communicate that pressure to seat-movement system  620 . As a result, seat-movement system  620  may command pressurized air source  632  to inflate or deflate each pneumatic bladder  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  to cause the air pressure in each pneumatic bladder  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  to be in an acceptable pressure range as suggested in  FIG. 65 . As an example of use, pressure sensor  634  may sense a high pressure in middle lumbar bladder  612  and communicate the high pressure to seat-movement system  620  which in turn commands pressurized air source  632  to release air from middle lumbar bladder  612  causing the air pressure sensed in middle lumbar bladder  612  to decrease and be in the acceptable pressure range as suggested in  FIG. 65 . 
     As shown in  FIG. 60 , pneumatic system  606  may include pressurized air source  632 , a bladder system including a plurality of pneumatic bladders  611 ,  612 ,  61 N, a manifold  636  including separate valves associated with each bladder  611 ,  612 ,  61 N, a pressure sensor  634 , and an air-tubing system  638 . Air-tubing system  638  may be configured to interconnect manifold  636  to associated air bladders  611 ,  612 ,  61 N so that a common line from pressurized air source  632  may be used to supply manifold  636  with pressurized air. Air-tubing system  638  may be further configured to interconnect pressure sensor  634  to the common line so that the pressure in each bladder  611 ,  612 ,  61 N may be sensed using only one pressure sensor by opening one valve and closing the other remaining valves, thereby sensing the pressure in each bladder  611 ,  612 ,  61 N one at a time. 
     As a result of only one pressure sensor being used, the control of the air pressure in each bladder  611 ,  612 ,  61 N may be handled in a serial manner. As an example, the air pressure in first bladder  611  may be sensed by pressure sensor  634 . The pressure signal may then be communicated to seat-movement system  620  and seat-movement system  620  commands pressurized air source  632  to inflate, deflate, or maintain first pneumatic bladder  611  as required. Seat-movement system  620  may then command a first valve included in manifold  636  and associated with first bladder  611  to close and a second valve associated with second bladder  612  to open. The pressure in second bladder  612  may then sensed by pressure sensor  634 . The pressure signal associated with second bladder  612  may then communicated to seat-movement system  620  wherein seat-movement system  620  takes action to maintain second bladder  612  in the acceptable range. As shown by the example, all additional bladders must be cycled in series before seat-movement system  620  is updated with the air pressure in first bladder  611 . 
     Occupant-support system fitting process  700  may include acquiring data  702 , calculating body arrangements  704 , calculating seat solution  706 , adjusting vehicle seat  708 , and adjusting pneumatic system  710  as shown in  FIG. 59 . As discuss previously, acquiring data  702 , calculating body arrangement  704 , calculating seat solution  706 , and adjusting vehicle seat  708  may operate to arrange vehicle seat  604  in a best-fit arrangement of vehicle seat  604  so that occupant&#39;s body is supported on vehicle seat  604  is positioned in a best-fit body arrangement. Adjusting pneumatic system  710  may fit vehicle seat  604  to the occupant using pneumatic bladders  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  so that an optimum-fit arrangement of occupant-support system  600  is established. 
     Adjusting pneumatic system  710  may include inflating air bladders  712 , sensing air pressure in bladders  714 , determining if pressure is out of an acceptable range  716 , maintaining air pressure in the bladders  718  if the air pressure is in the acceptable range, and correcting air pressure in the bladders  720  if the air pressure is out of the acceptable range as shown in  FIG. 61 . Once the air pressure in the bladders has been maintained or corrected, the air pressure in the bladders may be sensed again as suggested in by phantom lines in  FIG. 61 . 
     As an example, a user accesses and uses occupant-support system fitting process  700  by accessing a MicroFit application  574  stored in memory included in mobile terminal  16  as shown in  FIG. 62 . After MicroFit application  574  has been launched, Graphical User Interface (GUI) may show that a user may select either a momentary mode  674  or a continuous mode  675  of operation as shown in  FIGS. 63 and 64 . Momentary mode  674  of operation may cause adjusting of pneumatic system  710  to be executed once by seat-movement system  620 . Continuous mode  675  of operation may cause adjusting of pneumatic system  710  to be executed continuously at predetermined intervals by seat-movement system  620 . 
     In an example of momentary mode  674 , during adjusting of pneumatic system  710 , sensing air pressure in bladders  714  may determine an initial pressure in each pneumatic bladder  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617 . Air pressure in bladders  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  may be maintained or adjusted as needed. 
     As an example, sensing air pressure in bladders  714  may display a relative pressure differential for each pneumatic bladder  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  as shown in  FIG. 64 . A first output  611 R associated with upper lumbar bladder  611  may show a pressure differential of +2 which is in the acceptable pressure range. A second output  612 R associated with middle lumbar bladder  612  may show a pressure differential of +10 which is above the acceptable pressure range. A third output  613 R associated with lower lumbar bladder  613  may show a pressure differential of −5 which is below the acceptable pressure range. A fourth output  614 R associated with left seat-back wing bladder  614  may show a pressure differential of +9 which is above the acceptable pressure range. A fifth output  615 R associated with right seat-back wing bladder  615  may show a pressure differential of +10 which is above the acceptable pressure range. A sixth output  616 R associated with left seat-bottom wing bladder  616  may show a pressure differential of −6 which less than the acceptable pressure range. A seventh output  617 R associated with the right seat-bottom wing bladder  617  may show a pressure differential of −5 which is below the acceptable pressure range. 
     These pressure signals may then be communicated to seat-movement system  620  which in turn commands pressurized air source  632  to adjust those pressure differentials outside of the acceptable pressure range to be within the acceptable pressure range. As an example, pressurized air source  632  may lower the air pressure in middle lumbar bladder  612  and in seat-back wing bladders  614 ,  615  so that the pressure differential returns to the acceptable range as shown in  FIG. 65 . Pressurized air source  632  may also increase the air pressure in lower lumbar bladder  613  and seat-bottom wing bladders  616 ,  617  so that the pressure differential returns to the acceptable range. At the same time, pressurized air source  632  may maintain the air pressure in upper lumbar bladder  611  as it is already in the acceptable range. 
     In an example of the continuous mode, during adjusting of pneumatic system  710 , sensing air pressure in bladders  714  may determine an initial pressure in each pneumatic bladder  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617 . Air pressure in bladders  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  may be maintained or adjusted as needed. Adjusting of pneumatic system  710  may then keep performing adjusting of pneumatic system  710  at a predetermined interval so that all bladders remain in the acceptable pressure range. 
     MicroFit application  574  may also include a manual mode in which the user can adjust the air pressure of each pneumatic bladder  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  and override the pre-defined acceptable pressure range as suggested in  FIG. 66 . As an example, the user may desire a lower pressure in the upper lumbar bladder  611 , a higher pressure in the middle lumbar bladder  612 , and the default acceptable pressure in the lower lumbar bladder  613 . The user may adjust manually the air pressure in each pneumatic bladder  611 ,  612 ,  613 ,  614 ,  615 ,  616 ,  617  by using associated controls  611 M,  612 M,  613 M,  614 M,  615 M,  616 M, and  617 M as shown in  FIG. 66 . 
     In one illustrative embodiment, a pneumatic system  806  may include pressurized air source  832 , a plurality of air bladders  811 ,  812 ,  81 N, a manifold  836  including separate valves associated with each bladder  811 ,  812 ,  81 N, a plurality of pressure sensors  834 ,  835 ,  83 N, and an air-tubing system  838  arranged to interconnect each bladder  811 ,  812 ,  81 N, pressurized air source  832 , and each pressure sensor  834 ,  835 ,  83 N. Each bladder  811 ,  812 ,  81 N may be coupled to pressurized air source  832  by a tube included in air-tubing system  838  so that each bladder  811 ,  812 ,  81 N can be inflated and deflated separately. Each pressure sensor  834 ,  835 ,  83 N may be coupled to a separate bladder  811 ,  812 ,  81 N by a tube so that the air pressure in each bladder  811 ,  812 ,  81 N can be monitored at the same time. Continuous pressure signals from separate pressure sensors  834 ,  835 ,  83 N may be sent to seat-movement system  620  causing seat-movement system  620  to continuously command pressurized air source  832  to continuously maintain the air pressure in each bladder  811 ,  812 ,  81 N in the acceptable range. As a result of having separate pressure sensors  834 ,  835 ,  83 N for each bladder  811 ,  812 ,  81 N, the control of the air pressure in each bladder  811 ,  812 ,  81 N may be handled in a parallel manner. 
     Another embodiment of an occupant-support system  1000  may include configuration control system  602 , vehicle seat  604 , pneumatic system  606 , and a prediction system  1002  as shown diagrammatically in  FIG. 69 . Occupant-support system  1000  may be configured to perform occupant-support system predicted fitting process  900  that that includes arranging vehicle seat  604  in an initial best-fit arrangement using configuration control system  602 , calculating a predicted future position of a vehicle using prediction system  1002 , and configuring both the position of vehicle seat  604  and pneumatic system  606  to cause the occupant to be supported appropriately when the vehicle moves through the predicted future position. 
     Prediction system  1002  may include a Global Positioning Satellite (GPS) unit  1004  and a mapping unit  1006 . As an example, GPS unit  1004  may be coupled to communicate with mapping unit  1006  and configured to determine a real-time position of the vehicle relative to earth and a real-time speed of the vehicle. GPS unit  1004  may transmit the real-time position and speed to mapping unit  1006 . Mapping unit  1006  may use the real-time position and speed to calculate a predicted future position and speed of the vehicle using map data stored in memory included in mapping unit  1006 . Mapping unit  1006  may be further coupled to communicate with seat-movement system  620  to send corresponding predicted future-position data and predicted future-speed data to seat-movement system  620  to cause vehicle seat  604  and pneumatic system  606  to be adjusted so that vehicle seat  604  and pneumatic system  606  may be in an optimum-fit arrangement appropriate for the predicted future position and speed. 
     In some embodiments, seat controller  640  of seat-movement system  620  may communicate with configuration control system  602  during the operations of staging occupant-support system  912  included in occupant-support system predicted fitting process  900 . As an example, prediction system  1002  may communicate a predicted future position and/or predicted future-position data to seat controller  640  that requires movement of seat bottom  626  forward relative to vehicle frame  610  which may cause an occupant&#39;s head to contact a roof of the vehicle. As a result, seat controller  640  may request a new best-fit arrangement for vehicle seat  604  that takes into account the desired change in the seat bottom location. In this scenario, staging-occupant support system  912  may further include a reconfiguring operation in which seat controller  640  sends revised vehicle data via communication unit  18  to remote computer  14  so that a revised optimum-fit arrangement may be determined and sent back to seat controller  640  by way of communication unit  18 . 
     As shown in  FIG. 68 , occupant-support system predicted fitting process  900  illustratively includes acquiring data  902 , calculating a body arrangement  904 , calculating a seat solution  906 , adjusting a vehicle seat  908 , adjusting a pneumatic system  910 , and staging occupant-support system  912  as shown in  FIG. 68 . As discussed previously, acquiring data  902 , calculating body arrangement  904 , calculating seat solution  906 , adjusting vehicle seat  908 , and adjusting pneumatic system  910  may operate to arrange vehicle seat  604  in an optimum-fit arrangement of vehicle seat  604  that arranges an occupant&#39;s body in a best-fit body arrangement while minimizing an interface pressure between the occupant and vehicle seat  604 . Staging occupant-support system  912  may arrange vehicle seat  604  and pneumatic system  606  so that the occupant is supported as the vehicle passes through a future position at a future speed. 
     Staging occupant-support system  912  may include the operations of determining actual vehicle position  914 , determining actual vehicle speed  916 , calculating predicted future position of the vehicle  918 , calculating predicted future speed of the vehicle  920 , calculating predicted seat solution  922 , adjusting vehicle seat  924 , adjusting pneumatic system  926 , and establishing optimum-fit arrangement  928  of occupant-support system  1000 . As an example, a user may access and use occupant-support system predicted fitting  900  by accessing a GPSFit application  576  stored in memory that may be included in mobile terminal  16 . After GPSFit application  576  has been launched, the GUI may show an initial arrangement of vehicle seat  604 , pneumatic system  606 , and a map  1048  showing the location of vehicle  1001  and surrounding roads and terrain. Activating GPSFit application  576  may cause occupant-support system predicted fitting  900  to start the staging occupant-support system process  912 . 
     Prediction system  1002  may include a data receiver  1008  that may be configured to obtain weather data and/or traffic data as suggested in  FIG. 69 . Data receiver  1008  may be coupled to seat-movement system  620  to provide the weather and/or traffic data to seat-movement system  620  to cause movement of vehicle seat  604  and pneumatic system  606  to be altered so that the occupant sitting in vehicle seat  604  may be positioned to respond appropriately for weather and traffic conditions associated with the weather and traffic data. 
     In an example of use, the user has activated the GPSFit application causing the occupant-support system predicted fitting  900  to begin. As shown in  FIG. 71 , vehicle  1001  may be traveling along a relatively straight section  1010  of a road  1012 . Staging occupant-support system  912  begins with vehicle seat  604  and pneumatic system in an initial optimum-fit arrangement that is suitable for typical driving conditions. As an example, a lateral-support output  1051  indicates that lateral support begins at 20%, a recline-angle output  1052  indicates that recline angle is at 25 degrees, a cushion-tilt output  1053  indicates that cushion tilt is at −3 degrees, and a track-position output  1054  indicates that track position is at 100 mm as shown in  FIG. 71 . 
     Staging occupant-support system  912  may calculate predicted future position and speed  918 ,  920  in which GPS unit  1004  and mapping unit  1006  look ahead and calculate that vehicle  1001  will be in a wavy portion  1014  of road  1012  as shown in  FIG. 72 . Prediction system  1002  may provide a predicted future position and speed to seat-movement system  620  causing vehicle seat  604  to move its track position from 100 mm to 95 mm as indicated by track-position output  1054 , seat bottom  626  to increase cushion tilt from −3.0 degrees to −1.0 degrees as indicated by cushion-tilt output  1053 , and seat back  628  to increase the recline angle from 25 degrees to 27 degrees as indicated by recline-angle output  1052 , and simultaneously increasing lateral support from 20% to 40% as indicated by lateral-support output  1051  as shown in  FIG. 72 . While vehicle  1001  may be in wavy portion  1014 , prediction system  1002  provides a new predicted future position and speed. 
     The new predicted future position and speed may be associated with a large right-hand curve  1016  as shown in  FIG. 73 . Prediction system  1002  may then send the third new future position and speed to seat-movement system  620  to cause vehicle seat  604  to move its track position from 95 mm to 90 mm as indicated by track-position output  1054 , seat bottom  626  to increase cushion tilt from −1.0 degrees to +1.0 degrees as indicated by cushion-tilt output  1053 , and seat back  6  to increase the recline angle from 27 degrees to 29 degrees as indicated by recline-angle output  1052  and simultaneously increasing lateral support from 40% to 45% as indicated by lateral-support output  1051  as shown in  FIG. 73 . 
     Prediction system  1002  may then calculate another new predicted future position and speed that may be associated with another left-hand turn  1018  in road  1012  as shown in  FIG. 74 . Prediction system  1002  may then send the newest predicted future position to seat-movement system  620  that causes vehicle seat  604  to maintain the track position at 90 mm as indicated by track-position output  1054 , seat bottom  626  to increase cushion tilt from +1.0 degrees to +3.0 degrees as indicated by cushion-tilt output  1053 , and seat back  628  to maintain the recline angle at 29 degrees as indicated by recline-angle output  1052 , and simultaneously increasing lateral support from 45% to 100% as indicated by lateral-support output  1051  as shown in  FIG. 74 . 
     Finally, prediction system  1002  may calculate yet another new predicted future position and speed that may be associated with another straight portion  1020  in road  1012  as shown in  FIG. 75 . The newest predicted future position and speed may then be sent to seat-movement system  620  to cause vehicle seat  604  to move its track position from 90 mm to 100 mm as indicated by track-position output  1054 , seat bottom  626  to decrease cushion tilt from +3.0 degrees to −3.0 degrees as indicated by cushion-tilt output  1053 , and seat back  628  to decrease the recline angle from 29 degrees to 25 degrees as indicated by recline-angle output  1052 , and simultaneously decreasing lateral support from 100% to 20% as indicated by lateral-support output  1051  as shown in  FIG. 75 . As vehicle  1001  remains on second straight portion  1020 , seat-movement system  620  may maintain the configuration of vehicle seat  604  and pneumatic system  606  as shown in  FIG. 75 . 
     Prediction system  1002  may also cause vehicle data to be updated by seat controller  640 . Prediction system  1002  may provide additional limitations to movement of vehicles eat  604  as a result of mapping unit  1006  of prediction system  1002  providing a predicted future position and speed to seat controller  640  that arranges the occupant&#39;s eyes at a specific location relative to the vehicle frame or windshield. As an example, traffic or weather data may suggest that the occupant have improved visibility requiring that the occupant&#39;s eyes be at a higher elevation thus improving visibility. As a result, a different set of adjustment instructions may be needed as a revised best-fit arrangement of vehicle seat  604  thus causing calculating body arrangement  904 , calculating seat solution  906 , and adjusting vehicle seat  908  to be re-initiated using the updated vehicle data. 
     Occupant-support systems  400 ,  600 ,  800 ,  1000  provide improved utility. First, communication unit  18  and vehicle seats  402 ,  404 ,  604  facilitate further customized seating fit to the occupant based on data provided by one or more sensors within the occupant&#39;s vehicle seat and/or vehicle. This customized seating fit can be provided optionally on a continuous basis. Second, the data used to customize the occupant&#39;s seating fit may be generated using professional personnel&#39;s manual measurement of the occupant&#39;s dimensions and inputting of that data into a customized computer application on behalf of the occupant, thereby improving ease of implementation. Third, Occupant-support systems  400 ,  600 ,  800 ,  1000  can compensate for sensed and/or predicted future physical conditions based on GPS detection of the location of the occupant&#39;s vehicle and mapping to vehicle road configurations and/or conditions so as to target the occupant&#39;s seating experience to compensate for predicted vehicle handling and speed. 
     The description of specific embodiments is not intended to be limiting of the present disclosure. To the contrary, those skilled in the art should appreciate that there are numerous variations and equivalents that may be employed without departing from the scope of the present disclosure. Those equivalents and variations are intended to be encompassed by the present disclosure. 
     In the following description of various present disclosure embodiments, reference is made to the accompanying drawings, which form a part hereof, and in which is shown, by way of illustration, various embodiments in which the present disclosure may be practiced. It is to be understood that other embodiments may be used and structural and functional modifications may be made without departing from the scope and spirit of the present disclosure. 
     Moreover, it should be understood that various connections are set forth between elements in the following description; however, these connections in general, and, unless otherwise specified, may be either direct or indirect, either permanent or transitory, and either dedicated or shared, and that this specification is not intended to be limiting in this respect. 
     While this present disclosure has been described in conjunction with the specific embodiments outlined above, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art. Accordingly, the various embodiments of the present disclosure, as set forth above, are intended to be illustrative, not limiting. Various changes may be made without departing from the spirit and scope of the present disclosure. 
     Additionally, it should be understood that the functionality described in connection with various described components of various present disclosure embodiments may be combined or separated from one another in such a way that the architecture of the present disclosure is somewhat different than what is expressly disclosed herein. Moreover, it should be understood that, unless otherwise specified, there is no essential requirement that methodology operations be performed in the illustrated order; therefore, one of ordinary skill in the art would recognize that some operations may be performed in one or more alternative order and/or simultaneously. 
     Further, it should be understood that, in accordance with at least one embodiment of the present disclosure, system components may be implemented together or separately and there may be one or more of any or all of the disclosed system components. Further, system components may be either dedicated systems or such functionality may be implemented as virtual systems implemented on general purpose equipment via software implementations. 
     Although the utility of various present disclosure embodiments has been described in connection with the distribution of promotional content, it should be understood that distributed information is not limited to promotional content but may also or alternatively include non-promotional material. 
     As a result, it will be apparent for those skilled in the art that the illustrative embodiments described are only examples and that various modifications can be made within the scope of the present disclosure as defined in the appended claims.