GB2638010A

GB2638010A - Controlling at least one display of a vehicle

Info

Publication number: GB2638010A
Application number: GB2401891.3A
Authority: GB
Inventors: Llewelyn-Overs Shelton; Pramanik Ranjan; Sapte Atharva
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2024-02-12
Filing date: 2024-02-12
Publication date: 2025-08-13
Also published as: GB202401891D0

Abstract

Aspects of the present invention relate to a control system and method for controlling at least one display of a vehicle. The control system comprising one or more processors collectively configured to determine, at least partly based on a received input signal, an occupancy status of at least one region of a seat of a vehicle. Responsive to the occupancy status being indicative of the at least one region of the seat being occupied, a first mode of the display is activated or maintained. Responsive to the occupancy status being indicative of the at least one region of the seat being unoccupied, a second mode of the display is activated or maintained. The display is configured to consume less energy in the second mode than in the first mode.

Description

CONTROLLING AT LEAST ONE DISPLAY OF A VEHICLE

TECHNICAL FIELD

The present disclosure relates to a system and method for controlling at least one display of a vehicle. Aspects of the invention relate to a control system, a vehicle system including such a control system, a vehicle including such a control system or vehicle system, a method, and computer readable instructions.

BACKGROUND

Vehicles are increasingly provided with display units. For example, it is known to provide a display unit in the rear of a front seat headrest, allowing a rear seat occupant to consume content via the display unit. One or more display units can also be positioned for viewing by front seat occupants in certain circumstances. Such display units consume power.

It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.

SUMMARY OF THE INVENTION

According to an embodiment of the invention, there is provided a control system for controlling at least one display of a vehicle, the control system comprising one or more processors collectively configured to: receive an input signal; determine, at least partly based on the input signal, an occupancy status of at least one region of a seat of a vehicle; responsive to the occupancy status being indicative of the at least one region of the seat being occupied, activate or maintain a first mode of the display; and responsive to the occupancy status being indicative of the at least one region of the seat being unoccupied, activate or maintain a second mode of the display, in which the display is configured to consume less energy than in the first mode.

This may reduce power consumption when no occupant is present, while increasing convenience for an occupant when they are present. Reducing power consumption is particularly desirable for electric vehicles.

The first mode may be a viewing mode. In that case, the second mode may optionally be a viewing mode in which image data is displayed at a lower brightness than in the first mode. Lower brightness can include reduced pixel brightness in the case of an emissive display, and reduced backlight brightness in the case of a backlit display. Alternatively, the second mode may be a non-viewing mode.

A brightness (or contrast, gamma, etc.) value of the first viewing mode can be set based on sensed ambient light intensity. Alternatively, the brightness (or contrast, gamma, etc.) can be set according to a default value(s).

The one or more processors may collectively be configured to: receive user input regarding the display while the display is in the first mode; and responsive to the user input, activate a higher-power viewing mode of the display.

This may allow better tailoring of display modes to minimize energy consumption and/or increase user convenience.

Optionally, such user input may be indicative of user interaction with a user interface (optionally including interaction with a touchscreen of the display) and/or pairing with a mobile device such as a mobile phone, laptop, tablet, wearable computer, or the like.

The first mode may be a non-viewing mode. In that case, the one or more processors may optionally be collectively configured to: receive user input regarding the display while the display is in the first mode; and responsive to the user input, activate a viewing mode of the display.

The input signal may be indicative of a mass of an object on the seat, the one or more processors being collectively configured to determine the occupancy status at least partly based on the mass of the object.

Optionally, the one or more processors may be configured to determine that the at least one region of the seat is occupied responsive to the mass exceeding a predetermined threshold. This may be based on, for example, a signal from one or more force sensors.

Determining occupancy status based on the mass of the object may allow for the display mode to be selected based on a likelihood of the object being a human. For example, if the mass of the object is below a threshold, it may be determined that the object is unlikely to be a human. Optionally, the threshold may be selected such that the occupancy status is set only if the mass exceeds a threshold (such as 30kg/66 Ibs) that at least implies a human occupant above a certain age.

The input signal may be indicative of a force applied to a region of the seat, and/or a portion of such a region. For example, the input signal may be indicative of a force applied to a bolster and/or any other part of a seat.

Each of the at least one displays may be associated with one or more of the at least one region of the seat, the one or more processors being collectively configured to: responsive to the occupancy status being indicative of one or more of the at least one region being occupied, activate or maintain the first mode of the at least one display that is associated with the at least one occupied region of the seat; and responsive to the occupancy status being indicative of one or more of the at least one region being unoccupied, activate or maintain the second mode of the at least one display that is associated with the at least one unoccupied region of the seat.

Associating a display with one or more regions allows the display mode to be activated only for displays associated with occupied region(s). This may offer reduced power consumption and/or an improved user experience, compared with activating display modes for all displays based on occupancy of any region, for example.

The input signal may be indicative of one or more of: image data captured by one or more cameras; a status of one or more seat belt latches; opening and/or closing of a door for accessing the seat; and a microwave or ultrasonic signal generated by one or more microwave of ultrasonic transducers.

The one or more processors may be collectively configured to determine the occupancy status responsive to receiving a signal indicative of possible ingress or egress of an occupant into or from the seat. For example, a signal from one or more of a door latch, door handle, and/or door position sensor can be used to determine whether a door has been opened and/or closed, and optionally whether the door was open for at least a predetermined period, based upon which it may be inferred that an occupant may have entered or left the seat.

According to a further embodiment of the invention, there is provided a vehicle system including the control system of a preceding aspect, at least one display, and at least one sensor for generating the input signal.

The at least one sensor can comprise one or more of: an image capture device; a seathelt latch sensor; a door latch, door handle, and/or door position sensor; a microwave sensor; an ultrasonic sensor; and a pressure sensor.

According to a further embodiment of the invention, there is provided a vehicle comprising the control system of a preceding aspect, or a vehicle system of a preceding aspect.

According to a further embodiment of the invention, there is provided a method of controlling at least one display of a vehicle, the method comprising: receiving an input signal; determining, at least partly based on the input signal, an occupancy status of at least one region of a seat of a vehicle; responsive to the occupancy status being indicative of the at least one region of the seat being occupied, activating or maintaining a first mode of the display; and responsive to the occupancy status being indicative of the at least one region of the seat being unoccupied, activating or maintaining a second mode of the display, in which the display consumes less energy than when it is in the first mode.

According to a further embodiment of the invention, there are provided computer readable instructions that, when executed by one or more processors, cause the one or more processors to perform the method of a preceding aspect.

The seat may be a rear seat. A front seat occupant, such as a driver, may not be aware of the status of a rear seat entertainment system comprising the display due to it being out of their direct view. As such, the front seat occupant may be less likely to manually change a state (and therefore a power consumption) of a display that is accessible by a rear seat occupant.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a schematic view of a control system according to an embodiment of the in invention; Figure 2 shows a perspective view of a vehicle according to an embodiment of the invention; Figure 3 shows a top-down schematic representation of the vehicle of Figure 2; Figure 4 shows a schematic representation of a display unit for use with the control system of Figure 1 and the vehicle of Figure 2; Figure 5 is a flowchart showing a method of controlling at least one display unit of a vehicle, according to an embodiment of the invention; Figure 6 is a flowchart showing a further method of controlling at least one display unit of a vehicle, according to an embodiment of the invention; Figure 7 is a flowchart showing a further method of controlling at least one display unit of a vehicle, according to an embodiment of the invention; Figure 8 is a flowchart of a method of controlling at least one display unit of a vehicle, according to an embodiment of the invention; Figure 9 is a state diagram showing operation of a vehicle system, according to an embodiment of the invention; Figure 10 is a state diagram showing operation of a vehicle system, according to a further embodiment of the invention; and Figure 11 is a state diagram showing operation of a vehicle system, according to a further embodiment of the invention.

DETAILED DESCRIPTION

A control system in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figure 1. As shown in Figures 2 and 3, the control system is installed in a vehicle 200.

With reference to Figure 1, there is illustrated a control system 100 for a vehicle, such as the vehicle 200. The control system 100 comprises one or more controller 102.

The control system 100 is configured to receive an input signal 104 from one or more sensors 106 and determine, at least partly based on the input signal 104, an occupancy status of at least one region of a rear seat of a vehicle, as described in more detail below. The control system 102 may then, responsive to the occupancy status, output a control signal 108 to activate or maintain a mode of a display of the vehicle, again as described in more detail below.

The control system 100 as illustrated in Figure 1 comprises one controller 102, although it will be appreciated that this is merely illustrative. The controller 102 comprises processing means 110 and memory means 112. The processing means 110 may be one or more electronic processing device 110 which operably executes computer-readable instructions. The memory means 112 may be one or more memory device 112. The memory means 112 is electrically coupled to the processing means 110. The memory means 112 is configured to store instructions, and the processing means 110 is configured to access the memory means 112 and execute the instructions stored thereon.

The controller 102 comprises an input means 114 and an output means 116. The input means 114 may comprise an electrical input 114 of the controller 102. The output means 116 may comprise an electrical output 116 of the controller 102. The input 114 is arranged to receive the input signal 104 from the one or more sensors 106, as described in more detail below. The input signal 104 is an electrical signal that is indicative of an occupancy status of at least one region of a seat of a vehicle. The output 116 is arranged to output the control signal 108 to activate or maintain a mode of a display, as described in more detail below. The control signal 108 is an electrical signal.

The control system 100 can be substantially or completely implemented within a single vehicle system, such as an infotainment system, a display unit, or any other vehicle control system. Alternatively, the components and/or functionality of the control system 100 can be distributed across two or more such vehicle systems. For example, part of the components and functionality can be disposed within an infotainment system, and some or all of the remaining components and functionality can be disposed within one or more display units. Alternatively, the components and functionality of the control system 100 can be distributed across several vehicle systems, optionally including systems and circuitry associated with sensors used in occupancy sensing.

Turning to Figure 3, there is shown a schematic overhead view of the vehicle 200. The vehicle 200 includes a driver's seat 202, a front passenger seat 204 beside the driver's seat 202, and a rear seat 206. The driver's seat 202 comprises a base 208, and a backrest 210 extending generally upwards from the base 208. A headrest 212 is disposed on top of the backrest 210. A display in the form of a display unit 214 is positioned at the rear of the headrest 212, for viewing by one or more rear seat occupants as described in more detail below. The passenger seat 204 similarly comprises a base 218, and backrest 220 extending generally upwards from the base 218. A headrest 222 is disposed on top of the backrest 220. A display unit 224 is positioned at the rear of the headrest 212, for viewing by one or more rear seat occupants as described in more detail below.

Although not shown, one or more additional display units can be disposed for viewing by an occupant of either or both of the front seats 202, 204, such as on, in, or adjacent to a dashboard of the vehicle or a door of the vehicle, and/or on a support. All elements of the following description can be applied to display units viewable from the front seats 202, 204. It will be appreciated there may be legal and/or safety reasons for constraining the circumstances in which the use (or at least certain uses) of such displays is allowed.

Turning to Figure 4, each of the display units 214, 224 includes a display panel 266. In the embodiment of Figure 3, the display panel 266 is an organic light-emitting diode (OLED) display, but other display technologies such as such as LCD (liquid crystal display) can be used. An OLED display uses an array of multi-coloured light emitting diodes, grouped into pixels. The display panel 266 is driven by a display driver 268 in a manner known to the skilled person. If the display panel 266 uses a backlit technology such as LCD, then a backlight 282 is provided, and may be controlled by the display driver 268 as shown (or alternatively by a processor 270 or any other suitable circuit).

Image data to be displayed is supplied to the display driver 268 from a processor 270. The processor 270 is coupled to a memory 280, which stores operating and program data as required. The processor 270 receives display input data from a vehicle system, such as an infotainment system 272, via an I/O module (not shown). The processor 270 is also optionally coupled with a user interface 274, including, for example, one or more buttons, sliders, touch surfaces, dials, or the like (not shown), with which a user can interact to control operation of the display 214, 224.

The processor 270 is also optionally coupled with a sound interface module 276, which outputs sound via a wired or wireless protocol (such as the Bluetooth® protocol), and/or receives sound from a microphone (not shown).

The processor 270 is also optionally coupled with a camera 278, which can be mounted within the display unit 214, 224 so as to capture images of the occupant of one or more of the regions 228, 230, 232.

The display panel 266 can comprise a touch-sensitive surface, such as a capacitive touch surface, for allowing user interaction and control.

As described herein, the term "display refers to an apparatus for displaying images to a user. A display includes some form of visual output surface, such as the display panel 266 described above (which can incorporate a touch-sensitive surface). A display can also include supporting circuitry, such as the display driver 268, backlight 282, the (local) processor 270, the user interface 274, the sound interface module 276, and the camera 278, noting that not all display units will include all of these features.

In general, each display unit incorporates the display panel 266 and supporting circuitry as part of an integrated module. However, in other implementations, some or all of the supporting circuitry does not form part of an integrated module, and is instead located remotely and is operatively coupled to the display unit. As such, when relative power consumption of different modes is described herein, it is to be understood that even supporting circuitry that is not disposed within the display unit can be controlled in accordance with the various modes.

Each of the display units 214, 224 is coupled to receive the control signal 108 from the control system 100, as described in more detail below. Optionally, the processor 270 is, or forms part of, the control system 100, in which case the control signal 108 may be generated and used internally by the processor 270. Alternatively, as shown in Figure 4, the processor 270 can receive the control signal 108 from the control system 100.

The rear seat 206 comprises a base 226 that is configured to allow three people to sit abreast of each other, at respective right-hand, central and left-hand regions 228, 230, 232. The base 226 can take the form of a single bench as shown (albeit divided into regions as discussed below), or two or more sub-bases, typically one per user. A backrest 234 extends generally upwards from a rear of the base 226. As with the base 226, the backrest can take the form of a single backrest panel, or two or more backrest panels, typically one per user. The use of multiple sub-bases and/or panels can allow for individual occupant adjustment and/or improved occupant comfort.

Each of the display units 214, 224 is associated with at least one region of the rear seat 206. For example, in Figure 3, the display unit 214 is associated with the right-hand region 228 and the display unit 224 is associated with the left-hand region 232. In other embodiments, the display unit 214 can also be associated with the central region 230 and/or the right-hand region 232, and/or the display unit 224 can also be associated with the central region 230 and/or the left-hand region 228. In yet other embodiments, the entire back seat 206 can be a single region, which is associated with either or both of the display units 214, 224.

The embodiment of Figure 3 shows several different sensors, signals from which can comprise the input signal 104. Other embodiments may only include only a single sensor, such as any of the sensors shown in Figure 3 and described in more detail below, or any suitable combination of sensors, including sensors of types not specifically mentioned or described.

An image capture device in the form of a camera 236 is positioned so as to capture images indicative of occupancy of the rear seat 206. In the embodiment of Figure 3, the camera 236 is located generally centrally on the ceiling of the cabin of the vehicle 200, facing towards the rear seat. The viewing angle of the camera 236 is shown by dashed lines 256. The camera 236 can capture one or more images of the rear seat, and output a camera signal based on the images as part of input signal 104 to the control system 100.

The camera signal can comprise image data at least partly based on the captured images. For example, the camera signal can comprise one or more images in a suitable video or still image format, which form part of the input signal 104. Any such image(s) can be visible spectrum images, but can also be images relating to any part of the electromagnetic spectrum, including, for example, the infrared and ultraviolet regions.

The camera signal is processed by the control system 100 in order to determine whether one or more of the regions 228, 230, 232 is occupied. Processing of the image data can be performed using machine leaming or any other suitable image processing technique. The occupancy can be determined as a simple "yes/no" for each region. Alternatively, other information about the occupancy can be determined from the image data. For example, an age of an occupier can be estimated based on the occupant's size as estimated from the image data. Alternatively, if the occupant is known to, and identified by, the control system 100, then the occupant's identity or related information can be form part of the input signal 104, for use as described below.

In other embodiments, such processing of the image data can at least partly be performed within the camera 236, in which case the camera signal can comprise, for example, a simple yes/no for each region, or an age or identity of an occupier as described above.

A right-hand seathelt latch 238 includes a seatbelt latch sensor 240 configured to output a Boolean signal indicative of whether the right-hand seatbelt (not shown) is latched by the right-hand seatbelt latch 238. The seatbelt latch sensor 240 can comprise a switch, such as a retractive switch, the status of which changes from open to closed depending upon whether the seatbelt (not shown) is latched by the right-hand seathelt latch 238. Any other form of switch or sensor, such as a Hall effect sensor or a reed switch, can also be used. The signal output by the seatbelt latch sensor 240 forms part of input signal 104 to the control system 100. Each of the other regions can include a similar seatbelt latch sensor (not shown), each of which outputs a seathelt latch signal forming parting of the input signal 104 as described above for the seatbelt latch sensor 240.

A door latch 242 that holds a right-hand rear door 244 of the vehicle 200 closed includes a door latch sensor 246 configured to output a Boolean signal indicative of whether the door 244 is in the latched (i.e., closed) or unlatched (i.e., open) position. The portion of the door latch 242 that includes the door latch sensor 246 can be disposed in the door 244 or, as shown in Figure 3, on a portion of the door latch 242 with which the door 244 interacts during opening and closing. The door latch sensor 246 can comprise a switch (not shown), such as a retractive switch, the status of which changes from open to closed depending upon whether the door 244 is latched by the door latch sensor 246. Any other form of switch or sensor, such as a Hall effect sensor or a reed switch, can also be used. The signal output by the door latch sensor 240 forms part of input signal 104 to the control system 100.

A door handle 248 includes a door handle sensor 250 configured to output a Boolean signal indicative of whether the door handle 248 is being used to unlatch the door 244 from outside the vehicle 200. For example, when a user approaches the vehicle, they pull the door handle 248 to unlatch the door 244 and open it. Movement of the door handle 248 causes the door handle sensor 250 to output a signal indicating that the door handle 248 is in use. Based on this signal, it can be determined that a user may have entered the vehicle 200 on the side of the vehicle 200 having the door handle 248 that was interacted with. The door handle sensor 250 can comprise a switch, such as a retractive switch that changes from open to closed depending upon whether the door handle 248 is in use. Any other form of switch or sensor, such as a Hall effect sensor or a reed switch can also be used. The signal output by the door latch sensor 240 forms part of input signal 104 to the control system 100.

A door handle 284 and associated door handle sensor 286 can be installed inside the door 244 to output a Boolean signal indicative of whether the door handle 284 is being used to unlatch the door 244 from inside the vehicle 200. This is of less potential use as an indication of whether a user has entered the vehicle 200, since an internal door handle is generally used to exit the vehicle (unless someone inside the vehicle is opening the door to allowed someone else into the vehicle). Nevertheless, information about a user potentially exiting the vehicle 200 may be useful as an input to a hysteresis loop, as described in more detail below with reference to Figure 6. It may also be used as an input when checking for the likelihood of occupant egress from the vehicle, for example as described in more detail below with reference to Figure 11. Any other form of switch or sensor, such as a Hall effect sensor or a reed switch can also be used. The signal output by the latch sensor 240 forms part of input signal 104 to the control system 100.

A door position sensor 252 is disposed on the door 244 and/or a portion of the vehicle 200 adjacent to the door 244. The door position sensor 252 is configured to sense either an actual position of the door 244 (i.e., an angular position), or at least whether the door is open or closed. Movement of the door from open to closed, and vice versa, causes the door position sensor 252 to output a corresponding signal. Based on this signal, it can be inferred that an occupant may have entered or exited the vehicle 200 through the door 244. Any other form of switch or sensor, such as a Hall effect sensor or a reed switch, or a rotary encoder or variable resistance where the angular position is to be determined, can also be used. The signal output by the door position sensor 252 forms part of input signal 104 to the control system 100.

Although only the rear right-hand door 244 is shown as having various sensors, it will be appreciated that any or all other doors of a vehicle can have similar sensors that operate in a similar manner.

A microwave sensor 254 is positioned so as to capture information regarding occupancy of the rear seat 206. In the embodiment of Figure 3, the microwave sensor 254 is located generally centrally on the ceiling of the cabin of the vehicle 200, facing towards the rear seat. The microwave sensor 254 comprises a microware transmitter (not shown) for transmitting microwaves in the direction of the rear seat, and a microwave receiver (not shown) for capturing reflections. The microwave sensor 254 outputs a microwave sensor signal based on the captured reflections, which forms part of the input signal 104 to the control system 100. The microwave sensor signal can comprise reflection data at least partly based on the captured reflections. In other embodiments, processing of reflection data can at least partly be performed within the microwave sensor 254, in which case the microwave sensor signal can comprise, for example, a simple yes/no for each region.

An ultrasonic sensor 258 is positioned so as to capture information regarding occupancy of the rear seat 206. In the embodiment of Figure 3, the ultrasonic sensor 258 is located generally centrally on the ceiling of the cabin of the vehicle 200, facing towards the rear seat. The ultrasonic sensor 258 comprises an ultrasonic transmitter (not shown) for transmitting ultrasonic sounds waves in the direction of the rear seat, and an ultrasonic receiver (not shown) for capturing reflections. The ultrasonic sensor 258 outputs a ultrasonic sensor signal based on the captured reflections, which forms part of the input signal 104 to the control system 100. The ultrasonic sensor signal can comprise reflection data at least partly based on the captured reflections. In other embodiments, processing of reflection data can at least partly be performed within the ultrasonic sensor 258, in which case the ultrasonic sensor signal can comprise, for example, a simple yes/no for each region.

Right-hand, central, and left-hand seat pressure sensors 260, 262, 264 are disposed within the base 226 of the rear seat 206, the seat pressure sensors 260, 262, 264 being associated with the respective right-hand, central and left-hand regions 228, 230, 232. Each pressure sensor 260, 262, 264 is configured to output a Boolean signal indicative of whether the corresponding right-hand, central and left-hand region 228, 230, 232 is occupied. Each of the seat pressure sensors 260, 262, 264 comprises a switch, such as a retractive switch, the status of which changes from open to closed depending upon whether sufficient pressure is placed within a sensing area of the seat pressure sensor 260, 262, 264. Any other form of switch or sensor can also be used. The signal output by each seat pressure sensor 260, 262, 264 forms part of input signal 104 to the control system 100.

For each seat pressure sensor 260, 262, 264, the pressure can be indicative of a mass of an occupant of the corresponding region 228, 230, 232. For example, the seat pressure sensors 262, 262, 264 can be calibrated to output a Boolean "occupied" signal when pressure corresponding to a weight exceeding, say, 30 kg (66 Ibs) is sensed.

In other implementations, different and/or additional seat pressure sensors can be provided, each providing a signal that forms part of input signal 104 to the control system 100. Such different and/or additional seat pressure sensors can, for example, be located in different parts of the rear seat 206. For example, one or more seat pressure sensors can be positioned within one or more bolsters of a rear seat 206, and/or within the backrest 234 of the rear seat 206. The signals from different combinations of seat pressure sensors can be processed to draw conclusions about the occupancy of regions of the rear seat 206. For example, if a seat pressure sensor in a region of the base of the seat 206 registers a pressure above a threshold, but a seat pressure sensor in the adjacent backrest does not, it may be determined that an item is placed on the seat rather than the seat being occupied by a human.

In other implementations, the one or more seat pressure sensors can output a seat pressure signal indicative of a pressure (or mass) being applied to it. In this way, the control system 100 can distinguish between different types of occupants, such as adults and children for example. As described in more detail below, different behaviours can be implemented for different types of occupants.

Although not shown in Figure 3, if either or both of the display units 214, 224 includes the camera 278, the camera 278 can capture one or more images of the rear seat, and output a camera signal based on the images as part of input signal 104 to the control system 100, in a similar manner as was described in relation to camera 236.

Although sensors are shown as being connected directly to the controller 100, it will be appreciated that signals from one or more of the sensors can be provided to the controller 100 using any suitable protocol and/or transmission method. For example, such signals can be the result of processing by circuitry of the associated sensor into a format that is more suitable for use by controller 128. Such a format can include, for example, one or more analogue values (such as voltages) or digital values (such as a numbers) that can be received and processed by controller 128. Alternatively, the controller 128 can receive raw signal(s) from the sensor(s), sample them, and process them (if necessary) in the digital domain.

Signals can be sent over a direct connection, a bus, a network such as a LAN or WLAN, and/or a direct wireless connection using a protocol such as the Bluetooth@ protocol.

The embodiment of Figures 1 to 3 shows the displays 214, 224 mounted within the headrests 212, 222. In other implementations, one or more displays can be positioned elsewhere for viewing within the vehicles. Non-exhaustive examples of such locations include between the front seats, in the backrests 210, 220, mounted to the underside of the roof within the cabin, or on a mounting member connected to and extending from any suitable portion of the interior of the vehicle 200.

Turning to Figure 5, there is shown a flowchart of the steps implemented by the control system 100 for controlling at least one display unit 214, 224 of the vehicle 200. The steps in the flowchart of Figures 5 and 6 are performed by software and/or hardware of the control system 100. The described steps need not correspond to any particular hardware or software module or process. Although described in terms of only one display being controlled by the control signal, it will be understood that two or more displays can be controlled by the control signal. Alternatively, or in addition, individual display(s) can be controlled by more than one control signal.

Figure 5 shows an embodiment of the invention. Initially, vehicle 200 is in an "off' mode 300, in which vehicle electrical systems are not powered up. Next, the vehicle 200 is placed into an "on" mode 302. This can be responsive to, for example, a driver using a key in an ignition or interacting with a key fob. Altematively, or in addition, the "on" mode can be initiated automatically, for example responsive to a key fob or an authorised mobile device approaching and/or entering the vehicle 200. Alternatively, or in addition, the "on" mode can be initiated responsive to visual and/or speech recognition, fingerprint identification, or any other biometric means for authorising a user of the vehicle, whether provided via an interface on the vehicle, or via an interface forming part of an app on a mobile device, for example.

Once placed into the "on" mode, electrical systems of the vehicle 200 are initiated. In some cases, this is just a matter of providing power to the system. In other cases, such as for control system 100, an initiation or boot sequence takes place, in which software and hardware are initiated after power-up in accordance with one or more software routines.

Once the electric systems of the vehicle 200 have been initiated, it is determined 304 whether one or more regions 228, 230, 232 of the rear seat 206 are occupied. This can be determined in any suitable way. For example, signals from any one or more of the sensors described above can be processed to establish whether one or more of the regions 228, 230, 232 is occupied. The determination can be a binary determination. That is, the determination can be that there is, or is not, a human occupant in the or each region. Alternatively, certain signals can include additional information regarding the occupant(s) of one or more of the regions 228, 230, 232. For example, camera signal data can be analysed to determine a size and/or age of an occupant of one or more of the regions 228, 230, 232. Similarly, pressure and/or mass data from one or more of the seat pressure sensors 260, 262. 264 can be analysed to determine a mass (and, optionally, a likely age or age range) of an occupant of one or more of the regions 228, 230, 232.

If it is determined at 304 that one or more of the regions 228, 230, 232 is occupied (= "0"), then a first mode of one or more displays associated with that region(s) is activated or maintained 306. If it is determined at 304 that one or more of the regions 228, 230, 232 is unoccupied (= "U"), then a second mode of one or more displays associated with that region(s) is activated or maintained 308. The display(s) are configured to consume less energy in the second mode than in the first mode.

The first and second modes can vary depending upon the embodiment.

For example, in one embodiment, the first mode is a viewing mode. In this context, "viewing mode" means a mode in which the display unit 214, 224 shows visible imagery on the display panel 266. Depending upon the implementation, the display panel 266 may show the imagery at a lower brightness than would otherwise be the case. For example, for ordinary viewing (i.e., where a user is watching content on the display unit 214, 224), the brightness, and optionally other settings (such as contrast, gamma, etc.), may be set based on a combination of user preference and ambient lighting conditions. For example, if ambient light within the cabin is low (e.g., when driving at night), the values for brightness and other settings may be lower than if ambient light within the cabin is high (e.g., when driving during the day). The first mode can involve displaying imagery at a lower brightness than would be the case for ordinary viewing.

In other embodiments, the brightness and other settings in the first mode correspond with those of the ordinary viewing mode. In yet other embodiments, the brightness (etc.) is set to a default value, such as a brightness of 40%.

When the first mode is a viewing mode, the second mode can also be a viewing mode. However, the display unit consumes less power in the second mode. This can be achieved in any suitable way. For example, the brightness of the display can be reduced in the second mode relative to the first mode. Where the display panel 266 uses an emissive display technology such as OLED, the brightness of individual pixels can be reduced in the second mode relative to the first mode. Where the display panel 266 uses a transmissive display such as LCD, the brightness of the backlight 282 can be reduced in the second mode relative to the first mode.

It will also be appreciated that, although a particular mode can be activated for a particular display unit based on the input signal, the occupant is then free to further adjust parameters of the display unit to suit their preferences. For example, if the user is elderly and has low contrast sensitivity, they may prefer a higher brightness (or contrast, gamma, etc.) than defaulted to in the first mode.

Alternatively, or in addition, other mechanisms can be employed for reducing power consumption in the second mode relative to the first mode. For example, the second mode can employ a lower frame or refresh rate, or a lower resolution, to reduce power consumption. Power consumption can also be reduced by only showing an image in a sub-region of the display, rather than using the whole display. In the case of a backlit screen, illumination can be limited to that sub-region, whereas in an emissive display, only pixels within the sub-region are turned on. In either case, a larger image can optionally be scaled or sub-sampled to fit the region.

When the first mode is a viewing mode, the second mode can be a non-viewing mode. For example, the second mode can be a standby mode, in which display panel 266 does not display images, but in which the processor 270 and/or other circuitry of the display unit 214, 224 are enabled. In this context, "enabled" means that the processor 270 and/or other circuitry are powered (and have completed a boot-up sequence, where needed), or in a low-power mode. Alternatively, the second mode can be an "off" or disabled mode, in which the display panel 266 does not display images, and in which the processor 270 and/or other circuitry of the display unit 214, 224 are powered down.

Optionally, while the display is in the first mode at 306, the control system 100 can receive 310 user input regarding the display unit 214, 224. For example, the user input can be indicative of a user interacting with the user interface 274 and/or a touch surface of the display panel 266. Alternatively, or in addition, such user input may be received based on user interaction with an app or other interface of a mobile device such as a mobile phone, laptop, tablet, wearable computer, or the like.

In yet other embodiments, user input can be inferred based on pairing with a mobile device such as a mobile phone, laptop, tablet, wearable computer, or the like. For example, a user's mobile device pairing with a display unit 214, 224 via the Bluetooth® protocol can be interpreted as user input associated with that display.

Responsive to receiving the user input, a higher-power mode of the display unit 214, 224 is activated at 312. Typically, the higher-power mode involves a higher display brightness than the first mode. However, the values of other parameters, such as contrast and gamma, may also be modified in such a way that greater power is consumed.

Optionally, the higher-power mode of the display unit 214, 224 is activated only in the event the user input is received while the associated region is determined as being occupied.

For example, if the first mode involves a lower brightness than would be the case for ordinary viewing (as described above), then the higher-power viewing mode of the display unit 214, 224 activated at 312 can be the ordinary viewing mode. That is, the control system 100 receiving the user input regarding the display unit 214, 224 indicates that the user wishes the display unit 266 to exit the first mode (optionally a dimmed viewing mode) into which the display unit 266 was placed when the vehicle 200 was initially turned on, and to begin viewing the display at its ordinary brightness (etc.) setting.

In an alternative embodiment, the first mode is a non-viewing mode. For example, the first mode can be a standby mode, such as that described above. The second mode can then be a further mode such as a further, lower power standby mode, or an "off' or disabled mode, such as that described above. Optionally, while the display is in this first (non-viewing) mode, the control system 100 can receive 310 user input regarding the display unit 214, 224, as described above. Responsive to receiving the user input, a higher-power mode of the display unit 214, 224 is activated at 312. For example, the higher-power mode in this instance can be a dimmed viewing mode or an ordinary viewing mode.

Optionally, the control system 100 can continue to monitor the occupancy of the one or more regions, and modify the power consumption of the display 214, 224 accordingly.

In another embodiment, one or more types of hysteresis can be employed. For example, Figure 6 describes a further embodiment of the invention, in which steps in common with the embodiment of Figure 5 are indicated with like reference signs.

In the embodiment of Figure 6, while the display unit 214, 224 is in the first mode at 306, the occupancy status of the corresponding region 228, 230, 232 of the rear seat 206 is monitored 314. While the occupancy status remains "occupied" (= "0") based on the input signal 104, then the first mode is maintained. If the occupancy status changes to "unoccupied" (= "U") based on the input signal 104, a timer is initiated at 316 and then the occupancy status is monitored at 318 while the timer operates.

If the occupancy status changes back "occupied" (= "0") before the timer expires, then the first mode is maintained at 306. As a result, the user will experience no change in operation of the display 214, 224. If the occupancy status remains 'unoccupied" (= "U") until expiry of the timer, then the display unit 214, 224 can be placed into a lower power mode. Figure 6 shows the display unit 214, 224 returning to the second mode at 308, but the display unit 214, 224 can alternatively be placed into another mode having lower power consumption than the first mode that was exited.

The timer at 316 can be set for any suitable duration, such as between 2 and 30 seconds, or between 3 and 10 seconds, for example.

The embodiment of Figure 6 prevents the display mode changing prematurely as a result of a user leaving their seat temporarily, which could include the user moving or otherwise causing one or more of the sensors to output a signal indicative of the region being unoccupied. For example, the user could move, or allow something to move in front of them, which could confuse the camera or the microwave/ultrasonic sensor(s) (if used). Alternatively, or in addition, the user could lift themselves off the seat or lean sideways, temporarily removing their weight from one or more seat pressure sensors. By allowing the seat to be unoccupied for a predetermined period before exiting the ordinary viewing mode, the user will not be inconvenienced by having to change modes again.

Typically, the use of a timer such as that initiated in block 316 is more effective when the first mode is a viewing mode, and particularly when the first mode is the ordinary viewing mode. This is because prematurely exiting a viewing mode is of potentially greater annoyance to a user than moving from a non-viewing mode to a further non-viewing mode. That said, the first mode in Figure 6 can also be a non-viewing mode, such as a standby mode.

Figure 7 shows the application of a further timer to the embodiment of Figure 5. The occupancy status is monitored 314 while the display 214, 224 is in the further viewing mode (which can be an ordinary viewing mode, for example) initiated in block 312. While the occupancy status remains "occupied" (= "0") based on the input signal 104, then the further mode of block 312 is maintained. If the occupancy status changes to "unoccupied" (= "U") based on the input signal 104, a timer is initiated at 316 and then the occupancy status is monitored at 318 while the timer operates.

If the occupancy status changes back "occupied" (= "01 before the timer expires, then the further viewing mode is maintained at 312. As a result, the user will experience no change in operation of the display 214, 224. If the occupancy status remains "unoccupied" (= "U") until expiry of the timer, then the display unit 214, 224 can be placed into a lower power mode. Figure 7 shows the display unit 214, 224 returning to the second mode at 308 in this scenario, but the display unit 214, 224 can alternatively be placed into another mode having lower power consumption than the further mode that was exited. For example, the display 214, 224 can be returned to the first mode at 306, as that is a lower power mode than the ordinary viewing mode at 310.

Additional hysteresis may optionally be employed. For example, after the timer at 318 expires, a further timer can be initiated while continuing to monitor the occupancy status. If the further timer expires and the occupancy status remains "unoccupied", then the display unit 214, 224 can be placed into a further mode having an even lower power consumption. For example, if the display unit 214, 224 is in the second mode 308 at this point, then it can be placed into a standby mode or other low power mode, including an "off' mode for example. If the display unit 214, 224 is in a standby mode, then it can be placed into a further low power mode, including an "off" mode for example. The further timer can optionally be of longer duration than the initial timer. For example, if the initial timer is, say, 5 seconds, then the further timer can be 60 seconds, for example.

Optionally, one or more additional timers can be used to sequentially implement display modes of decreasing power consumption. Each of such additional times can be of any suitable duration, such as 60 seconds for example.

The control signal 108 can take any suitable form, depending upon the requirements of any particular implementation. For example, the control signal 108 can take the form of an "enable" signal, which is supplied from the control system 100 to one or more of the display units 214, 224. Such an arrangement requires no modification to existing display units that already have an "enable" input. Alternatively, the control signal 108 can take a more complex form. For example, it can indicate a specific mode that the display unit should activate or maintain.

Figure 8 illustrates a method 400 according to an embodiment of the invention. The method 400 is a method of controlling at least one display of a vehicle, such as the vehicle 200 illustrated in Figure 2. The method 400 may be performed by the control system 100 illustrated in Figure 1. In particular, the memory 130 may comprise computer-readable instructions that, when executed by the processor 120, perform the method 400 according to an embodiment of the invention.

The method 400 comprises receiving 402 an input signal, such as the input signal 104, and determining 404, at least partly based on the input signal, an occupancy status of at least one region of a rear seat of the vehicle. Responsive to the occupancy status being indicative of the at least one region of the rear seat being occupied (= "0"), a first mode of the display is activated or maintained 406. Responsive to the occupancy status being indicative of the at least one region of the rear seat being unoccupied (= "U"), a second mode of the display is activated or maintained 408. The display consumes less energy in the second mode than in the first mode.

Figure 9 is a state diagram 500 showing operation of a vehicle system according to an embodiment of the invention. The vehicle can be vehicle 200, for example.

The flow of the state diagram 500 starts at box 502, in which the vehicle 200 is placed into an "on" mode (for example as described above in relation to box 302 of Figure 5) causing a central electronic control unit (ECU) of the vehicle to be initiated. The control system described above can be incorporated within the ECU, or another system coupled for communication with the ECU, such as an infotainment unit.

Upon initiation of the ECU, a rear seat entertainment status is set at box 504 in accordance with an initial configuration defined by input 506. The configuration defined by input 506 includes a parameter for the displays 214, 224 corresponding to a relatively low energy mode, which can correspond with the second mode described above. For example, the illumination (e.g., backlighting or pixel brightness) of the displays 214, 224 can be tumed OFF, minimizing their power consumption.

Input 506 can also include configuration parameters for one or more other components related to rear seat entertainment. For example, the configuration parameters can include settings for: * ambient lighting in and/or around the rear seats (e.g., ambient lighting = OFF) * touchscreen (e.g., touchscreen = INACTIVE) * loudspeakers (e.g., loudspeakers = OFF) * climate screen (e.g" climate screen = OFF) (a climate screen is an optional control screen accessible by rear seat occupants, allowing control of the rear seat climate system. In other implementations, a similar system can be used to control other systems such as lighting, audio, etc.) A vehicle mode is set at box 508 in accordance with a vehicle mode signal from input 510. The vehicle mode can be set based on user input, and/or can include an automatically determined component. For example, the vehicle mode can be indicative of what state the vehicle is in. Non-limiting examples of such modes/states include: * Off * Sleep * Charging * On but plugged in * On and Driving The vehicle mode can also be indicative of whether the vehicle is occupied, and what driving mode (such as Sport, Comfort, Eco, Maximum Range, etc.) the vehicle is in.

Next, it is determined at decision 512, based on the output of box 508, whether the vehicle 200 is in an ultra low power mode. For example, if the vehicle mode indicates that the driver, or the vehicle itself, has determined that there is a need to maximise range, the vehicle 200 is placed into an ultra low-power mode in which non-essential components, such as rear seat entertainment (including displays 214, 224 in the implementation described above), are placed into a low-power or OFF state.

If the decision 512 is yes ("Y'), then no further action is taken, and the flow terminates at 514. If the decision 512 is no ("N"), then at box 516, a status of one or more rear doors is determined, based on a door signal from input 518. The door signal can include, for example, signals from: * one or more door position sensors (such as the door position sensor 252 described above) * one or more door latch sensors (such as the door latch sensor 246 described above) * one or more door handle sensors (such as the door handle sensor 250 and/or 286 described above) It is determined at decision 520, based on the output of box 516, whether there has been potential ingress or egress of a rear seat passenger. This may be based on, for example, a determination, based on the door signal, that a rear door has opened (and optionally then closed, optionally with at least a minimum time between the opening and closing).

If no likelihood of ingress/egress is determined at decision 520 ("N"), then the rear seat entertainment OFF state is maintained at box 522, and the flow returns to box 516 to continue monitoring the door signal from input 518. If likelihood of ingress/egress is determined at decision 520 ("Y"), then an occupant check protocol is initiated at box 524. Upon initiation of the occupant check protocol at box 524, the occupant state is checked at box 526. Box 526 accepts as inputs signals from one or more sensors, such as: * one or more seat pressure sensors (such as one or more of seat pressure sensors 260, 262, 264 described above), as shown by input 528 * one or more seatbelt latch sensors (such as seatbelt latch sensor 240 described above), as shown by input 530 * one or more cameras (such as one or more of the cameras 236, 278 described above), microwave sensors (such as microwave sensor 254 described above), and/or ultrasonic sensors (such as ultrasonic sensor 258 described above), as shown by input 532.

Any or all of these signals can be processed as described above, in order to determine whether an occupant is present. If it is determined at decision 534 that an occupant is not present ("N"), then the flow returns to box 522, in which the current rear seat entertainment state is maintained. If it is determined at decision 534 that an occupant is present ("Y"), then the rear seat entertainment is placed into a further configuration, such as an ON configuration, at box 536, based on input 538.

The configuration defined by input 538 includes a parameter for the displays 214, 224 corresponding to a higher energy consumption of the displays 214, 224 as compared with the lower energy consumption mode described above. For example, the illumination of displays 214, 224 can be tamed or maintained OFF.

Input 538 can also include configuration parameters for one or more other components related to rear seat entertainment. For example, the configuration parameters can include settings for: * ambient lighting in and/or around the rear seats (e.g., ambient lighting = ON) * touchscreen (e.g., touchscreen = ACTIVE) * loudspeakers (e.g., loudspeakers = ON) * climate screen (e.g" climate screen = LOW (e.g., 25% brightness) Once the rear seat entertainment has been placed into the ON configuration at box 536, an occupant interaction check is initiated at box 540. Box 540 accepts as inputs signals regarding: * touchscreen interaction (e.g., indicating that the touchscreen has been touched, or interacted with in a predetermined manner, such as a swipe), as shown by input 542; and/or * mobile device interaction (e.g., indicating that a mobile device, such as a phone, tablet, or other device, has paired with a system within the vehicle 200), as shown by input 544 Based on the output of box 540, a decision 546 is made as to whether occupant interaction has been detected. If it is determined at decision 546 that occupant interaction has not been detected ("N"), then the current rear seat entertainment configuration is maintained at box 548, and optionally a delay 550 (of one second, for example) is implemented before the flow retums to box 540 and continues.

If it is determined at decision 546 that occupant interaction has been detected ("Y'), then the rear seat entertainment is placed into an IN-USE configuration at box 552, based on input 554.

The configuration defined by input 554 includes a parameter for the displays 214, 224 corresponding to an IN-USE configuration that involves (or at least permits) potentially higher energy consumption than the previous lower and higher relative energy consumption modes. For example, the illumination of displays 214, 224 can be set to a default IN-USE brightness, such as 75% brightness.

Alternatively, the IN-USE brightness can be set dynamically based on ambient light levels, as discussed above.

Input 554 can also include IN-USE configuration parameters for one or more other components related to rear seat entertainment. For example, the configuration parameters can include settings for: * ambient lighting in and/or around the rear seats (e.g., ambient lighting = ON) * touchscreen (e.g., touchscreen = ACTIVE) * loudspeakers (e.g., loudspeakers = ON) * climate screen (e.g., climate screen = IN-USE (e.g., 75% brightness) While the rear seat entertainment system is in the IN-USE configuration, the state of the display (e.g., displays 214, 224) is checked periodically at box 556, based on input 558, to determine whether the display remains in use. Input 558 can include indications such as whether: * video is playing * audio is playing * a navigation or other app is in use 40 If the display is not used for a predetermined period (such as 60 seconds, for example), then the flow returns to decision 512 and continues.

Decision 560 continuously or periodically determines whether the display is in use. If so ("Y'), then the IN-USE configuration of the rear seat entertainment is set or maintained. If not ("N"), then the flow returns to block 536 and continues.

Either or both of the relatively low power mode set in box 504 and the relatively high power mode set in box 536 can be considered to correspond with the second mode, and the IN-USE mode can be considered to correspond with the first mode.

Turning to Figure 10, there is shown a state diagram 600 showing operation of a vehicle system. The state diagram 600 of Figure 10 shares much functionality with the state diagram 500 of Figure 9, and elements performing similar functions are indicated with like reference signs.

In the state diagram 600, the output of box 556 (relating to whether the display remains in use) is provided as an input to decision 560, rather than to decision 512 as is the case in state diagram 500. The connection of the "N" output of decision 560 in state diagram 600 is modified relative to that of decision 560 in state diagram 500. In particular, in state diagram 600, if the output of decision 560 is no ("N") (i.e., the screen is not in use), then the flow moves to a box 562, which establishes a time-out period of, for example, 30 seconds. The flow then moves to a decision 564, in which it is determined whether the time-out period has expired. If so ("Y") (i.e., the screen was not interacted with during the time-out period), then the rear seat entertainment OFF state is set at box 522, and the flow returns to box 512 (to check whether the vehicle is in ultra low power mode). If it is determined at decision 564 that the screen was interacted with during the time-out period ("N"), then the flow returns to box 540 (occupant interaction check).

Another difference in state diagram 600 relative to state diagram 500 is that, in state diagram 600, the flow moves from box 548 (current rear seat entertainment configuration is maintained) to box 562 (establish time-out period).

Turning to Figure 11, there is shown a state diagram 700 showing operation of a vehicle system. The state diagram of Figure 11 shares much functionality with the state diagrams 500 and 600 of Figures 9 and 10 respectively, and elements performing similar functions are indicated with like reference signs.

In the state diagram 700, the output of box 556 (relating to whether the display remains in use) is provided as an input to box 566, at which a status of one or more rear doors is determined, based on a door signal from input 568. The door signal can include, for example, signals from: * one or more door position sensors (such as the door position sensor 252 described above) * one or more door latch sensors (such as the door latch sensor 246 described above) * one or more door handle sensors (such as the door handle sensor 250 and/or 286 described above) Any or all of these signals can be processed in a similar manner to as was described above (with reference to boxes 516 and 518), in order to determine whether occupant egress may have occurred. At decision 570, if it was determined that occupant egress is not likely to have occurred ("N"), then the flow returns to box 560 (determine whether screen is use) and the flow continues from there as described above. If it was determined at decision 570 that occupant egress is likely to have occurred ("Y'), then the flow moves to box 572, where, after a delay (of 30 seconds, for example), occupant presence is again checked. This may be a similar check to that performed at box 566, for example. This additional check of occupant presence allows for a case where, for example, an occupant briefly exits the vehicle, perhaps to retrieve something, then retums before the delay period expires.

Following box 572, if occupant egress is confirmed ("Y") in decision 574, the flow returns to box 522 (set or maintain RSE OFF state), and then retums to box 508 (determine mode/state of vehicle). If occupant egress is not confirmed ("N") in decision 574, the flow returns to box 552 (set or maintain RSE IN-USE configuration).

By using door signals (which are typically already generated and used for other purposes) as an indication of possible ingress and/or egress, occupancy state can be checked only when there is a reason to suspect that the occupant may have entered or left the vehicle.

This may reduce the amount of energy consumed by sensors that are used to check occupancy state. This is particularly useful when several sensors are used to check the occupancy state, and/or when such sensor(s) consume significant amounts of power.

Although the embodiments above describe a single rear seat comprising three seating positions, it will be appreciated that other embodiments can employ different arrangements and configurations. For example, one or more additional rows of rear seats can be provided. The number of sealing positions for the/each seat can be selected to suit the implementation.

It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

CLAIMS1. A control system for controlling at least one display of a vehicle, the control system comprising one or more processors collectively configured to: receive an input signal; determine, at least partly based on the input signal, an occupancy status of at least one region of a seat of a vehicle; responsive to the occupancy status being indicative of the at least one region of the seat being occupied, activate or maintain a first mode of the display; and responsive to the occupancy status being indicative of the at least one region of the seat being unoccupied, activate or maintain a second mode of the display, in which the display is configured to consume less energy than in the first mode.
2. The control system of claim 1, wherein the first mode is a viewing mode.
3. The control system of claim 2, wherein the second mode is a viewing mode in which image data is displayed at a lower brightness than in the first mode.
4. The control system of claim 2 or 3, wherein the one or more processors are collectively configured to: receive user input regarding the display while the display is in the first mode; and responsive to the user input, activate a higher-power viewing mode of the display.
5. The control system of claim 1, wherein the first mode is a non-viewing mode.
6. The control system of claim 5, wherein the one or more processors are collectively configured to: receive user input regarding the display while the display is in the first mode; and responsive to the user input, activate a viewing mode of the display.
7. The control system of any preceding claim, wherein the input signal is indicative of a mass of an object on the seat, the one or more processors being collectively configured to determine the occupancy status at least partly based on the mass of the object.
8. The control system of claim 7, wherein the one or more processors are configured to determine that the at least one region of the seat is occupied responsive to the mass exceeding a predetermined threshold.
9. The control system of any preceding claim, wherein each of the at least one displays is associated with one or more of the at least one region of the seat, the one or more processors being collectively configured to: responsive to the occupancy status being indicative of one or more of the at least one region being occupied, activate or maintain the first mode of the at least one display that is associated with the at least one occupied region of the seat; and responsive to the occupancy status being indicative of one or more of the at least one region being unoccupied, activate or maintain the second mode of the at least one display that is associated with the at least one unoccupied region of the seat.
10. The control system of any preceding claim, wherein the input signal is indicative of one or more of: image data captured by one or more cameras; a status of one or more seat belt latches; opening and/or closing of a door for accessing the seat; and a microwave or ultrasonic signal generated by one or more microwave transducers or ultrasonic transducers.
11. The control system of any preceding claim, wherein the one or more processors are collectively configured to determine the occupancy status responsive to receiving a signal indicative of possible ingress or egress of an occupant into or from the seat.
12. A vehicle system including the control system of any preceding claim, at least one display, and at least one sensor for generating the input signal.
13. A vehicle comprising the control system of any one or claims 1 to 12, or the vehicle system of claim 12.
14. A method of controlling at least one display of a vehicle, the method comprising: receiving an input signal; determining, at least partly based on the input signal, an occupancy status of at least one region of a seat of a vehicle; responsive to the occupancy status being indicative of the at least one region of the seat being occupied, activating or maintaining a first mode of the display; and responsive to the occupancy status being indicative of the at least one region of the seat being unoccupied, activating or maintaining a second mode of the display, in which the display consumes less energy than when it is in the first mode.
15. Computer readable instructions that, when executed by one or more processors, cause the one or more processors to perform the method according to claim 14.