Patent Publication Number: US-11027628-B2

Title: Vehicle having rail-mounted components

Description:
FIELD OF THE DISCLOSURE 
     The present disclosure generally relates to a vehicle. More specifically, the present disclosure relates to a vehicle that has rail-mounted components. 
     BACKGROUND OF THE INVENTION 
     Vehicles are often provided with some degree of adjustability in a cabin of the vehicle. For example, components of the vehicle that are provided in the cabin (e.g., seating assemblies) can be adjusted to meet the preferences of occupants of various sizes. Additionally, in some examples, vehicles are capable of adjustments to components of the cabin to increase a cargo area of the vehicle. However, additional solutions are needed that enable increased adjustability in the cabin of the vehicle while further improving the utility of the vehicle. 
     SUMMARY OF THE INVENTION 
     According to a first aspect of the present disclosure, a vehicle includes a cabin and a track assembly. The track assembly is coupled to a portion of the cabin. The track assembly includes one or more retention structures and one or more carriage structures. Each of the one or more carriage structures can extend through one of the one or more retention structures to create carriage assemblies. The track assembly further includes one or more rail assemblies. The rail assemblies receive the carriage assemblies such that the carriage assemblies slidably couple with the rail assembly. The rail assembly defines an interior aperture. The interior aperture is inaccessible from a top side, a first lateral side, and a second lateral side of the rail assembly. 
     Embodiments of the first aspect of the present disclosure can include any one or a combination of the following features:
         the one or more rail assemblies are installed in at least one of a floor and a ceiling of the cabin;   a storage unit coupled to one or more of the one or more carriage structures such that actuation of the associated one or more of the one or more carriage structures along the one or more rail assemblies results in actuation of the storage unit within the cabin;   the storage unit includes a plurality of storage compartments;   a plurality of storage units independently coupled to one or more of the one or more rail assemblies;   each of the plurality of storage units is coupled to an associated one of the one or more carriage structures;   each of the plurality of storage units is coupled to a plurality of the carriage structures, wherein each of the carriage structures is positioned on a separate one of the one or more rail assemblies;   at least one of the plurality of storage units is capable of being actuated along the one or more rail assemblies by a tractor assembly;   a first external channel defined by the first lateral side of the rail assembly and a carriage power conductor received within the first external channel;   a second external channel defined by the second lateral side of the rail assembly and a carriage data conductor received within the second external channel;   a first interior channel defined by the first lateral side of the rail assembly and positioned within the interior aperture and a tractor power conductor received within the first interior channel;   a second interior channel defined by the second lateral side of the rail assembly and positioned within the interior aperture and a tractor data conductor received within the second interior channel;   a tractor assembly that movably couples with the rail assembly within the interior aperture;   a plurality of access doors on at least one side of the vehicle such that the cabin of the vehicle can be accessed by a user;   the plurality of access doors include three individual access doors that are selectively actuated to grant access to a front portion, a middle portion, or a rear portion of the cabin; and   the individual access doors are horizontally offset from adjacent others of the individual access doors such that actuation of one of the individual access doors results in adjacent individual access doors overlapping with one another.       

     According to a second aspect of the present disclosure, a vehicle includes a cabin and a track assembly. The track assembly is coupled to a portion of the cabin. The track assembly includes a rail assembly. The rail assembly defines an interior aperture. The interior aperture is inaccessible from a top side, a first lateral side, and a second lateral side of the rail assembly. The rail assembly defines a first external channel in the first lateral side and a second external channel in the second lateral side. The first and second external channels receive a carriage power conductor and a carriage data conductor, respectively. 
     Embodiments of the second aspect of the present disclosure can include any one or a combination of the following features:
         a first interior channel defined by the first lateral side of the rail assembly and positioned within the interior aperture and a tractor power conductor received within the first interior aperture;   a second interior channel defined by the second lateral side of the rail assembly and positioned within the interior aperture and a tractor data conductor received within the second interior channel; and   a tractor assembly that movably couples with the rail assembly within the interior aperture, wherein the tractor assembly indirectly couples with rail-mounted components to actuate the rail-mounted components along the rail assembly.       

     These and other aspects, objects, and features of the present disclosure will be understood and appreciated by those skilled in the art upon studying the following specification, claims, and appended drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       In the drawings: 
         FIG. 1  is a top view of a cabin of a vehicle, illustrating rail-mounted components, according to one example; 
         FIG. 2  is a top view of the cabin of the vehicle, illustrating track assemblies that the rail-mounted components couple to, according to one example; 
         FIG. 3  is a side perspective view of the track assembly, illustrating various components of the track assembly, according to one example; 
         FIG. 4  is a cross-sectional view of the track assembly, taken along line IV-IV of  FIG. 3 , illustrating an engagement between a rail assembly, a carriage assembly, and a tractor assembly, according to one example; 
         FIG. 5  is a cross-sectional view of the track assembly, taken along line IV-IV of  FIG. 3 , illustrating a retention structure in an at least partially-lowered position, according to one example; 
         FIG. 6  is a cross-sectional view of the track assembly, taken along line IV-IV of  FIG. 3 , illustrating the engagement between the rail assembly, the carriage assembly, and the tractor assembly, according to another example; 
         FIG. 7  is a side perspective view of the rail assembly, illustrating an engagement between a carriage data conductor and a carriage data brush assembly, an engagement between a tractor power conductor and a tractor power brush assembly, and an engagement between a tractor data conductor and a tractor data brush assembly, according to one example; 
         FIG. 8  is a side perspective view of the track assembly, illustrating various components of the track assembly, according to another example; 
         FIG. 9  is an end-on or front view of the track assembly, illustrating the engagement between various components of the track assembly, according to one example; 
         FIG. 10  is a side view of the track assembly, illustrating a carriage structure passing through the retention structure, according to one example; 
         FIG. 11  is an expanded view of the track assembly, taken at section XI of  FIG. 6 , illustrating the engagement between conductive members and brushes, according to one example; 
         FIG. 12  is a side perspective view of the tractor assembly, illustrating components of the tractor assembly, according to one example; 
         FIG. 13  is a side perspective view of the vehicle, illustrating a plurality of access doors, according to one example; 
         FIG. 14A  is a top view of the cabin of the vehicle, illustrating storage units in a configuration that provides a front aisle, according to one example; 
         FIG. 14B  is a top view of the cabin of the vehicle, illustrating the storage units in a configuration that provides a front-middle aisle, according to one example; 
         FIG. 14C  is a top view of the cabin of the vehicle, illustrating the storage units in a configuration that provides a rear-middle aisle, according to one example; 
         FIG. 14D  is a top view of the cabin of the vehicle, illustrating the storage units in a configuration that provides a rear aisle, according to one example; 
         FIG. 15  is a side perspective view of the vehicle, illustrating the rail assemblies in a floor and a ceiling of the vehicle, according to one example; 
         FIG. 16  is a front perspective view of the storage unit, illustrating storage compartments, according to one example; and 
         FIG. 17  is a front perspective view of one of the storage compartments, according to one example. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     For purposes of description herein, the terms “upper,” “lower,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” and derivatives thereof shall relate to the concepts as oriented in  FIGS. 3 and 4 . However, it is to be understood that the concepts may assume various alternative orientations, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise. 
     The present illustrated embodiments reside primarily in combinations of method steps and apparatus components related to a vehicle. Accordingly, the apparatus components and method steps have been represented, where appropriate, by conventional symbols in the drawings, showing only those specific details that are pertinent to understanding the embodiments of the present disclosure so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein. Further, like numerals in the description and drawings represent like elements. 
     As used herein, the term “and/or,” when used in a list of two or more items, means that any one of the listed items can be employed by itself, or any combination of two or more of the listed items, can be employed. For example, if a composition is described as containing components A, B, and/or C, the composition can contain A alone; B alone; C alone; A and B in combination; A and C in combination; B and C in combination; or A, B, and C in combination. 
     In this document, relational terms, such as first and second, top and bottom, and the like, are used solely to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between such entities or actions. The terms “comprises,” “comprising,” or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by “comprises . . . a” does not, without more constraints, preclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element. 
     As used herein, the term “about” means that amounts, sizes, formulations, parameters, and other quantities and characteristics are not and need not be exact, but may be approximate and/or larger or smaller, as desired, reflecting tolerances, conversion factors, rounding off, measurement error and the like, and other factors known to those of skill in the art. When the term “about” is used in describing a value or an end-point of a range, the disclosure should be understood to include the specific value or end-point referred to. Whether or not a numerical value or end-point of a range in the specification recites “about,” the numerical value or end-point of a range is intended to include two embodiments: one modified by “about,” and one not modified by “about.” It will be further understood that the end-points of each of the ranges are significant both in relation to the other end-point, and independently of the other end-point. 
     The terms “substantial,” “substantially,” and variations thereof as used herein are intended to note that a described feature is equal or approximately equal to a value or description. For example, a “substantially planar” surface is intended to denote a surface that is planar or approximately planar. Moreover, “substantially” is intended to denote that two values are equal or approximately equal. In some embodiments, “substantially” may denote values within about 10% of each other, such as within about 5% of each other, or within about 2% of each other. 
     As used herein the terms “the,” “a,” or “an,” mean “at least one,” and should not be limited to “only one” unless explicitly indicated to the contrary. Thus, for example, reference to “a component” includes embodiments having two or more such components unless the context clearly indicates otherwise. 
     Referring to  FIGS. 1-17 , reference numeral  20  generally designates a vehicle. The vehicle  20  includes a cabin  24 . A track assembly  28  can be coupled to a portion of the cabin  24 . In various examples, the track assembly  28  can include a retention structure  32 , a carriage structure  36 , and a rail assembly  40 . The carriage structure  36  may extend through the retention structure  32 . The rail assembly  40  can receive the retention structure  32  and the carriage structure  36  such that the retention structure  32  and the carriage structure  36  slidably couple with the rail assembly  40 . The retention structure  32  and the carriage structure  36  can together define a carriage assembly  42 . The rail assembly  40  defines an interior aperture  44 . The interior aperture  44  may be inaccessible from a top side  48 , a first lateral side  52 , and a second lateral side  56  of the rail assembly  40 . A first external channel  60  may be defined by the first lateral side  52  of the rail assembly  40 . A carriage power conductor  64  can be received within the first external channel  60 . A second external channel  68  may be defined by the second lateral side  56  of the rail assembly  40 . A carriage data conductor  72  can be received within the second external channel  68 . In various examples, a first interior channel  76  may be defined by the first lateral side  52  of the rail assembly  40 . Alternatively, the first interior channel  76  may be defined by the top side  48  or a bottom side  80  of the rail assembly  40 . In some examples, the first interior channel  76  may be angularly displaced relative to the top side  48 , the first lateral side  52 , the second lateral side  56 , and/or the bottom side  80  (see  FIGS. 8-9 ). Accordingly, it is contemplated that the first interior channel  76  may be defined by more than one of the top side  48 , the first lateral side  52 , the second lateral side  56 , and the bottom side  80  of the rail assembly  40 . A tractor power conductor  84  can be received within the first interior channel  76 . In various examples, a second interior channel  88  may be defined by the second lateral side  56  of the rail assembly  40 . As with the first interior channel  76 , alternative examples may provide the second interior channel  88  as defined by the top side  48  or the bottom side  80  of the rail assembly  40 . In some examples, the second interior channel  88  may be angularly displaced relative to the top side  48 , the first lateral side  52 , the second lateral side  56 , and/or the bottom side  80  (see FIGS.  8 - 9 ). Accordingly, it is contemplated that the second interior channel  88  may be defined by more than one of the top side  48 , the first lateral side  52 , the second lateral side  56 , and the bottom side  80  of the rail assembly  40 . It is further contemplated that the first interior channel  76  and the second interior channel  88  may be defined by a single side (e.g., the top side  48 , the first lateral side  52 , the second lateral side  56 , or the bottom side  80 ) of the rail assembly  40  without departing from the concepts disclosed herein. The first and second interior channels  76 ,  88  are each positioned within the interior aperture  44  of the rail assembly  40 . A tractor data conductor  92  can be received within the second interior channel  88 . A tractor assembly  96  can movably couple with the rail assembly  40  within the interior aperture  44 . 
     Referring again to  FIGS. 1 and 2 , the vehicle  20  can be provided with a plurality of rail-mounted components  100 . In examples, the rail-mounted components  100  may be, but are not limited to, seating assemblies, floor consoles, center consoles, storage units that include multiple storage compartments, and the like. In various examples, the rail-mounted component  100  can removably couple with the track assembly  28  and/or the rail assembly  40 . For example, the rail-mounted component  100  can removably couple with the carriage structure  36  ( FIG. 3 ) such that actuation of the carriage structure  36  along the rail assembly  40  results in corresponding actuation of the associated rail-mounted component  100 . In some examples, the rail-mounted component(s)  100  can be coupled to more than one of the carriage structures  36  such that coordinated actuation of the plurality of carriage structures  36  results in corresponding actuation of the associated rail-mounted component(s)  100 . The vehicle  20  can be provided with one or more of the track assemblies  28 . The track assemblies  28  can be arranged along longitudinal, lateral, and/or angular (e.g., diagonal) directions within the cabin  24 . In the depicted example, the track assemblies  28  are aligned in a longitudinal direction within the cabin  24  and the track assemblies  28  are arranged with centerlines  104  that are parallel to a longitudinal axis of the vehicle  20 . 
     Referring now to  FIGS. 3-9 , the top side  48  and the bottom side  80  are positioned opposite one another on the rail assembly  40 . Similarly, the first and second lateral sides  52 ,  56  are positioned opposite one another. While described and depicted as top and bottom sides  48 ,  80  relative to their orientation in  FIGS. 3-9 , the present disclosure is not so limited. The bottom side  80  may alternatively be referred to as a vehicle-mounting side. Said another way, the bottom side  80  can directly abut a portion of the vehicle  20  upon which the track assembly  28  is mounted. Accordingly, in examples where the track assembly  28  is mounted to a floor of the cabin  24  of the vehicle  20 , the bottom side  80  can be oriented vertically below the top side  48 . Similarly, in examples where the track assembly  28  is mounted to a ceiling or roof of the cabin  24  of the vehicle  20 , the bottom side  80  can be oriented vertically above the top side  48  as the bottom side  80  is mounted to the vehicle  20 . It is contemplated that the bottom side  80 , or vehicle-mounting side, may be coupled to sides of the vehicle  20  rather than to the floor or the ceiling of the vehicle  20 . Accordingly, in such examples, the top and bottom sides  48 ,  80  may be oriented as lateral sides. While these various orientations and arrangements of the track assembly  28  within the cabin  24  of the vehicle  20  are contemplated and in keeping with the concepts disclosed herein, for the sake of brevity and clarity, the track assembly  28  is primarily discussed with reference to the orientation of the track assembly  28  when the track assembly  28  is coupled to the floor of the cabin  24 . 
     Referring again to  FIGS. 3-9 , the bottom side  80  can be provided with one or more flanges  108  that extend radially outward from a body  112  of the rail assembly  40 . The flanges  108  can provide lateral stability to the rail assembly  40 . For example, the flanges  108  can provide lateral stability to the rail assembly  40  when forces are applied to the rail assembly  40  (e.g., by the retention structure  32  and/or the carriage structure  36 ) during normal operation and/or in the event of an impact (e.g., vehicle-to-vehicle and/or cargo impacting a rail-mounted component  100 ). The flanges  108  can provide lateral stability in a direction that is angularly offset from the direction of travel along the rail assembly  40  (e.g., perpendicular to a direction of travel along the rail assembly  40 ). Additionally, in some examples, the flanges  108  can be utilized as a coupling portion that receives one or more fasteners  116  that secure the rail assembly  40  to the vehicle  20  (see  FIGS. 6-7 ). In examples that do not utilize the flanges  108  for receiving fasteners  116  to secure the rail assembly  40  to the vehicle  20 , the bottom side  80  of the rail assembly  40  can define a coupling slot  120 . The coupling slot  120  can receive anchors  124  that retain the rail assembly  40  to a portion of the vehicle  20 . Additionally or alternatively, the anchors  124  can retain a drive rack  128  to the rail assembly  40 . Accordingly, the anchors  124  can extend through a portion of the bottom side  80  into the interior aperture  44  such that the anchors  124  can engage with the drive rack  128  (e.g., threadably engage) and ultimately retain the drive rack  128  in a desired position within the interior aperture  44 . The bottom side  80  can define a drive rack receiving slot  132  that receives the drive rack  128 . In various examples, the drive rack receiving slot  132  can have a tapered cross-section such that an interference fit is provided with the drive rack  128 . For example, the drive rack receiving slot  132  may have a generally pyramidal cross-section that is complementary to a cross-section of the drive rack  128  such that, upon inserting the drive rack  128  into the drive rack receiving slot  132 , the drive rack  128  is retained in a vertical direction and/or a horizontal direction that is non-parallel with a direction of travel along the rail assembly  40  (e.g., left-to-right as oriented in  FIGS. 3-9 ). Such retention of the drive rack  128  in vertical and/or horizontal directions that are non-parallel with the direction of travel along the rail assembly  40  may be accomplished in the absence of the anchors  124 . In some examples, the anchors  124  can retain the drive rack  128  in a desired position in a horizontal direction that is parallel or substantially parallel to the direction of travel along the rail assembly  40 , even if the anchors  124  do not threadably engage with the drive rack  128 . The anchors  124  can engage with an underside of the drive rack  128 . The underside of the drive rack  128  can be defined as a side that is opposite teeth  140  of the drive rack  128 . 
     Referring further to  FIGS. 3-8 , the teeth  140  of the drive rack  128  can be engaged by the tractor assembly  96  such that the tractor assembly  96  can move along the drive rack  128  and ultimately traverse the length of the rail assembly  40 . For example, a worm gear  144  can engage with the teeth  140  on the drive rack  128  such that rotation in a first rotational direction (e.g., clockwise) results in the tractor assembly  96  actuating, or climbing, in a first linear direction (e.g., forward); and rotation in a second rotational direction (e.g., counterclockwise) results in the tractor assembly  96  actuating, or climbing, in a second linear direction (e.g., rearward). In various examples, the tractor assembly  96  can be provided with one or more guide members  148  that can engage with a portion of the rail assembly  40  within the interior aperture  44  such that the tractor assembly  96  maintains a desired positioning within the interior aperture  44 . Accordingly, binding, sticking, and/or rattling of components of the track assembly  28  can be reduced in frequency of occurrence and/or severity. The guide members  148  can aid in vertical and/or horizontal positioning of the tractor assembly  96  within the interior aperture  44 . The guide members  148  can also decrease a level of felt friction that the tractor assembly  96  may experience as the tractor assembly  96  traverses the rail assembly  40 . The decreased level of felt friction by the tractor assembly  96  as a result of the guide members  148  being made of a low friction and/or self-lubricating material (e.g., ultra-high molecular weight polyethylene). The guide members  148  can engage with protruding features  152  of the rail assembly  40  that extend inwardly from the sides of the rail assembly  40  into the interior aperture  44 . For example, the protruding features  152  can extend inwardly from the first and second lateral sides  52 ,  56  toward the interior aperture  44 . The engagement between the guide members  148  and the protruding features  152  can facilitate and/or aid in retaining a horizontal and/or vertical position of the tractor assembly  96  within the interior aperture  44 . 
     Referring still further to  FIGS. 3-9 , in examples that utilize more than one guide member  148 , a guide member biasing member  156  can be provided that allows the guide members  148  to move between extended and retracted positions. For example, the guide member biasing member  156  can bias the guide members  148  to an extended position such that the guide members  148  are actively pressed into engagement with the protruding features  152 . In various examples, the guide member biasing member  156  can be a compression spring, a coil spring, a leaf spring, elastomeric tubing, polymeric tubing, rubber tubing, or any other suitable structure or feature that biases the guide members  148  to an extended position. Movement of the guide members  148  can be constrained by adjacent portions of a tractor frame  160  positioned generally parallel to one another and extending along an extension axis of the guide members  148 . As depicted, the extension axis may be a horizontal axis. The tractor frame  160  in the region of the guide members  148  can define one or more guide member shoulders  164 . The guide member shoulders  164  can extend inwardly toward the guide members  148  and be positioned between the guide members  148 . The guide member shoulders  164  can provide an innermost stop for the retracted position of the guide members  148 . Additionally or alternatively, the guide member shoulders  164  can provide a region of narrower inner diameter that can aid in retention of the guide member biasing member  156  while also aiding in guiding compression and/or extension of the guide member biasing member  156 . 
     Referring yet again to  FIGS. 3-9 , the tractor assembly  96  can be provided with one or more electromagnets  168 . At least one of the electromagnets  168  is provided with electrical leads  172  that can receive power from a power supply, such as a vehicle battery. Accordingly, the electromagnet(s)  168  can be selectively energized to introduce a magnetic field when desired. The introduction of the magnetic field can be utilized to disengage or unlock the retention structure  32  and transmit motion of the tractor assembly  96  to the retention structure  32  and/or carriage structure  36 , as will be discussed in more detail below. The power received by the electromagnet(s)  168  can be transmitted from the power supply by the tractor power conductor  84 . The tractor power conductor  84  can also provide power from the power supply to run a drive motor  176  (see  FIG. 12 ) that drives the worm gear  144  to rotate. One or more tractor power brush assemblies  180  can engage with the tractor power conductor  84 . The vehicle  20  and the tractor assembly  96  can exchange data and/or information by way of the tractor data conductor  92 . The tractor assembly  96  includes tractor data brush assemblies  184  that engage with the tractor data conductor  92 . The data and/or information that the vehicle  20  and the tractor assembly  96  exchange can include, but is not limited to, positional information about a present location of the tractor assembly  96  within the rail assembly  40 , instructions about a desired location of the tractor assembly  96  within the rail assembly  40  for the tractor assembly  96  to move to, instructions about a number and direction of rotations of the worm gear  144  to achieve the desired location from the present location, instructions about engaging and/or disengaging the electromagnet(s)  168 , a status or health of the tractor assembly  96  (e.g., are components of the tractor assembly  96  operating as expected and/or intended), a coupled or decoupled state of the tractor assembly  96  with a rail-mounted component  100 , and/or whether the retention structure  32  has been successfully placed in the engaged or disengaged position. Accordingly, the vehicle  20  can relay information about the interaction of various components of the track assembly  28  to other components of the track assembly  28  and/or other components of the vehicle  20 . Therefore, improved integration of components of the vehicle  20  can be achieved while providing improved monitoring of the components of the vehicle  20 . The tractor power and data brush assemblies  180 ,  184  will be discussed in more detail below. 
     Referring further to  FIGS. 3-9 , the carriage structure  36  can be provided with one or more carriage power brush assemblies  188  and/or one or more carriage data brush assemblies  192 . The carriage power brush assembly  188  engages with the carriage power conductor  64  such that rail-mounted components  100  that are coupled to the carriage structure  36  can receive power from the power supply. In examples where the rail-mounted component  100  is a seating assembly, the power received from the power supply by the carriage power brush assembly  188  can transmit power to seat-mounted components that can include, but are not limited to, safety devices, safety restraints, seat-mounted airbags, occupancy status sensors/indicators, comfort components, seat heating components, seat ventilation components, seat articulation motors (e.g., seat back reclining, extension of lower leg support, adjustment of side bolsters, adjustment of headrest position, swivel of seating assembly relative to vehicle  20 , and/or armrest deployment/stowage), charging stations for electronic devices, and/or seat-mounted entertainment solutions (e.g., audio and/or visual entertainment). In examples where the rail-mounted components  100  are consoles (e.g., floor consoles or center consoles), the power received from the power supply by the carriage power brush assembly  188  can transmit power to console components. The console components that receive power can include, but are not limited to, light sources (e.g., incandescent bulbs and/or LEDs), compartment locks, thermal management systems (e.g., for cup holders and/or storage compartments), charging stations for electronic devices, and/or actuation motors (e.g., for storage compartment lids/covers). In examples where the rail-mounted components  100  are storage units or rows of lockers, the power received from the power supply by the carriage power brush assembly  188  can transmit power to storage unit components. The storage unit components can include, but are not limited to, light sources (e.g., incandescent bulbs or LEDs), locks for individual storage compartments of the storage units, thermal management systems (e.g., temperature controlled storage compartments for transport of perishable foods and/or transport of delivered hot foods), charging stations for electronic devices, stored item sensors/indicators (e.g., weight sensors, optical sensors, cameras, and/or photoelectric sensors), and/or actuation motors for doors on individual storage compartments. 
     Referring still further to  FIGS. 3-9 , the carriage data brush assembly  192  engages with the carriage data conductor  72  such that the rail-mounted components  100  and the vehicle  20  can communicate status, health, and/or instructions to one another. In examples where the rail-mounted components  100  are seating assemblies, the data communicated between the carriage data conductor  72  and the carriage data brush assembly  192  can include, but is not limited to, position along the rail assembly  40 , rotational position of actuation motors, rotational position of seat components relative to one another (e.g., seat back, seat, lower leg support, headrest, armrests, and/or side bolsters), a swivel rotational position relative to the vehicle  20 , health of the actuation motors (e.g., presence of binding, sticking, or other departures from expected/intended operation), occupancy status, on/off state of seat-mounted components (e.g., heating, ventilation, actuation motors, and/or entertainment solutions), engaged vs. disengaged state of safety restraints (e.g., buckled vs. unbuckled), health of safety devices, and/or health of seat-mounted airbags. In examples where the rail-mounted components  100  are consoles (e.g., floor consoles or center consoles), the data communicated between the carriage data conductor  72  and the carriage data brush assembly  192  can include, but is not limited to, position along the rail assembly, open vs. closed status of lids or covers to storage compartments, on/off status of light sources, locked vs. unlocked status of compartment locks, on/off status of thermal management systems, thermal status of thermal management systems (e.g., providing heated vs. cooled environment), and/or utilization state of charging stations (e.g., electronic device connected vs. no electronic device connected). In examples where the rail-mounted components  100  are storage units or rows of lockers, the data communicated between the carriage data conductor  72  and the carriage data brush assembly  188  can include, but is not limited to, on/off status of light sources, locked vs. unlocked status for individual storage compartments, on/off status of thermal management systems, thermal status of thermal management systems (e.g., providing heated vs. cooled environment), utilization state of charging stations (e.g., electronic device connected vs. no electronic device connected), and/or item stored vs. empty status of a given storage compartment. 
     Referring further to  FIGS. 3-9 , the carriage power conductor  64 , the carriage data conductor  72 , the tractor power conductor  84 , and the tractor data conductor  92  are each provided with conductive members  194 . The conductive members  194  are engaged by corresponding brushes  196  in each of the brush assemblies. For example, the conductive members  194  in the carriage power conductor  64  are engaged by brushes  196  in the carriage power brush assemblies  188 , the conductive members  194  in the carriage data conductors  72  are engaged by brushes  196  in the carriage data brush assemblies  192 , the conductive members  194  in the tractor power conductors  84  are engaged by brushes  196  in the tractor power brush assemblies  180 , and the conductive members  194  in the tractor data conductors  92  are engaged by brushes  196  in the tractor data brush assemblies  184 . In some examples, such as those depicted in  FIGS. 4, 5, 8, and 9 , a biasing member  198  can be provided that biases one or more of the conductive members  194  to an extended position. Additionally or alternatively, the biasing member  198  can be provided such that one or more of the brushes  196  is biased to an extended position. For example, see  FIG. 6  where the biasing members  198  are provided behind one or more of the brushes  196  such that the associated brushes  196  are biased to the extended position while the biasing members  198  are omitted from the conductive members  194 ; as well as  FIG. 9  where the biasing members  198  are provided behind one or more of the conductive members  194  and one or more of the brushes  196 . Accordingly, active engagement between the conductive members  194  and the brushes  196  can be maintained such that power and/or data may be transferred between the vehicle  20  and the carriage assembly  42  by way of the rail assembly  40 . 
     Referring again to  FIGS. 3-9 , the carriage structure  36  can be provided with upper rollers  200  and/or lower rollers  202 . The upper and lower rollers  200 ,  202  cooperate to retain a vertical position of the carriage structure  36  relative to the rail assembly  40 . While the upper and lower rollers  200 ,  202  are described as retaining a vertical position of the carriage structure relative to the rail assembly  40 , the present disclosure is not so limited. Rather, the upper and lower rollers  200 ,  202  can more broadly be described as retaining the carriage structure  36  to the rail assembly  40  in a direction that is non-parallel with the direction of travel along the rail assembly  40 . Accordingly, the upper and lower rollers  200 ,  202  retain the carriage structure  36  to the rail assembly  40  while allowing for actuation along the rail assembly  40  to occur. The upper rollers  200  slidably engage with a surface of the top side  48  of the rail assembly  40 . The lower rollers  202  can slidably engage with surfaces that are defined by the first lateral side  52 , the second lateral side  56 , and/or the top side  48 . For example, the lower rollers  202  can slidably engage with an underside of rail shoulders  204  that are defined by the rail assembly  40 . The rail shoulders  204  can be defined by a difference in a distance between exterior surfaces of the first and second lateral sides  52 ,  56  and an overall width of the top side  48 . The upper and lower rollers  200 ,  202  can be, but are not limited to, wheels, bearings, and/or glide bars (e.g., low friction non-rotating structures). In various examples, the lower rollers  202  can engage with a component that is inserted or otherwise provided in or proximate to the rail shoulders  204 . For example, the lower rollers  202  can slidably engage with a locking rail  208 . 
     Referring further to  FIGS. 3-9 , the locking rail  208  can be T-shaped with a leg  212  and a cross-member  216 . The locking rail  208  can be received within a locking rail channel  220  that is defined by the rail assembly  40 . For example, the locking rail channel  220  can be defined by one or more of the top side  48 , the first lateral side  52 , and the second lateral side  56 . The locking rail channel  220  is complementarily shaped to receive the locking rail  208 . Accordingly, the cross-member  216  can provide lateral retention forces to retain the locking rail  208  within the locking rail channel  220  during normal operation. In various examples, the leg  212  of the locking rail  208  can define recesses  224  that receive a portion of the retention structure  32 . The retention structure  32  can be provided with locking pawls  228  that engage with the recesses  224 . The locking pawls  228  can extend downwardly from an upper portion  232  of the retention structure  32  toward the rail assembly  40 . The locking pawls  228  include an engagement end  236  that engages with the recesses  224  in the locking rail  208 . In various examples, the engagement ends  236  can be arcuate in shape such that the engagement ends  236  engage with an underside of the locking rail  208 . The underside of the locking rail  208  can define the recesses  224  that receive the engagement ends  236  of the locking pawls  228 . In some examples, the locking pawls  228  may aid in retention of the carriage structure  36  such that the lower rollers  202  may be omitted. 
     Referring yet again to  FIGS. 3-9 , the retention structure  32  is operable between raised and lowered positions. The raised position, in one example, is depicted in  FIG. 4 . An at least partially-lowered position, in one example, is depicted in  FIG. 5 . In some examples, the engagement end  236  of the locking pawl  228  does not fully exit a depth of the recess  224  in the locking rail  208  prior to movement of the retention structure  32  and the carriage structure  36  along the rail assembly  40 . In such an example, the recesses  224  in the locking rail  208  may be interconnected with adjacent others of the recesses  224  by a groove that extends along the locking rail  208 , where the groove has a depth that is shallower or less than the depth of the recesses  224 . Accordingly, the locking rail  208  may permit actuation along the rail assembly  40  while preventing unintentional decoupling of the retention structure  32  from the rail assembly  40  in directions that are non-parallel to the direction of actuation of the carriage assembly  42  along the rail assembly  40 . In other examples, the engagement end  236  of the locking pawl  228  fully exits the recess  224  in the locking rail  208  prior to movement of the retention structure  32  and the carriage structure  36  along the rail assembly  40 . In either example, regardless of whether the engagement end  236  fully exits the recess  224  prior to actuation of the retention structure  32  and the carriage structure  36 , the dimensions and/or materials of the retention structure  32 , the carriage structure  36 , and/or the rail assembly  40  can prevent unintentional decoupling of the retention structure  32  from the rail assembly  40 . For example, in the event that the engagement end  236  fully exits the recess  224  prior to actuation along the rail assembly  40 , the size and positioning of the retention structure  32  relative to the rail assembly  40  can prevent unintentional decoupling by the engagement ends  236  contacting the first or second lateral sides  52 ,  56  depending on the direction of an external force. Accordingly, the retention structure  32  can be prevented from unintentional decoupling from the rail assembly  40 . The same fit and prevention of unintentional decoupling can also be provided in examples where the engagement ends  236  do not fully exit the depth of the recesses  224  prior to actuation along the rail assembly  40 . 
     Referring still further to  FIGS. 3-9 , the electromagnet  168  can induce motion of the retention structure  32  such that the retention structure  32  is moved between the raised and lowered positions. The movement induced by the electromagnet  168  of the tractor assembly  96  is indirect. That is, no direct physical contact is made between the tractor assembly  96 , the electromagnet  168 , and the retention structure  32 . Additionally, no intermediate physical contact is made between the retention structure  32 , the tractor assembly  96 , and the electromagnet  168  by way of an intermediate portion of the track assembly  28 , such as a cam or connecting member. Rather, the motion of the retention structure  32  induced by the electromagnet  168  to move the retention structure  32  from the raised to the lowered position is accomplished by a magnetic field selectively provided by the electromagnet  168 . In operation, the tractor assembly  96  is actuated to a location along the rail assembly  40  where one of the carriage assemblies  42  is located. When the electromagnet  168  is activated, the magnetic field provided by the electromagnet  168  can cause the retention structure  32  to move the engagement ends  236  of the locking pawls  228  to the lowered or disengaged position relative to the recesses  224  such that the carriage assembly  42  can be actuated along the rail assembly  40 . For example, the magnetic force provided by the electromagnet  168  can act against biasing members, such as lock springs  240 , which bias the retention structure  32  to the raised or engaged position with the recesses  224 . In various examples, the retention structure  32  can be made of a magnetically-susceptible material (e.g., steel) such that the magnetic field provided by the electromagnet  168  can attract the retention structure  32  toward the tractor assembly  96  and effect the disengagement of the engagement ends  236  from the recesses  224 . The movement of the retention structure  32  between the raised and lowered positions is noted with arrow  244 . Actuation of the retention structure  32  to the lowered or disengaged position permits actuation of the carriage assembly  42  along the rail assembly  40 , as denoted with arrow  248 . In some examples, the retention structure  32  may be made from a material that is not susceptible to a magnetic field. In such an example, the retention structure  32  can be provided with an insert  252  or a portion that is susceptible to magnetic fields. Accordingly, the electromagnet  168  can actuate the retention structure  32  by way of the insert  252  or magnetically susceptible portion. 
     Referring again to  FIGS. 3-9 , the carriage structure  36  can be at least partially made from a magnetically susceptible material (e.g., steel) or provided with an insert that is magnetically susceptible, similar to the example outlined above for the retention structure  32 . When the electromagnet  168  is engaged below the carriage assembly  42 , the carriage structure  36  can be indirectly coupled to the tractor assembly  96  that carries the engaged electromagnet  168 . However, the carriage structure  36  does not vertically actuate relative to the rail assembly  40  due to the support provided by the upper rollers  200 . Of course, it is contemplated that some degree of vertical movement of the carriage structure  36  may occur due to the activation of the electromagnet  168 , however, this minor vertical movement can be restricted to the clearances provided between components of the carriage assembly  42 . It is also contemplated that in many situations, the rail-mounted components  100  may have a sufficient amount of weight to result in the taking-up of tolerances between components of the carriage assembly  42  prior to, and independent of, activation of the electromagnet  168 . While little to no vertical movement of the carriage structure  36  relative to the rail assembly  40  may occur as a result of the activation of the electromagnet  168 , once the electromagnet  168  is activated and the magnetic field interacts with the carriage structure  36 , then subsequent movement or actuation of the tractor assembly  96  relative to the rail assembly  40  is imparted to the carriage structure  36  and ultimately results in the actuation of the carriage assembly  42  along the rail assembly  40 , as indicated by arrow  248 . 
     Referring yet again to  FIGS. 3-9 , a method of coupling the carriage assembly  42  and the tractor assembly  96  to the rail assembly  40  will now be described according to one example. The carriage assembly  42  is aligned with an end of the rail assembly  40  such that the rail assembly  40  is generally collinear with a space between the carriage power brush assembly  188  and the carriage data brush assembly  192 , as well as a space between the locking pawls  228  of the retention structure  32 . In some examples, a portion of the locking rail  208  that is proximate a loading end of the rail assembly  40  can provide the recesses  224  as a continuous groove of the same or similar depth as the recesses  224  such that coupling of the carriage assembly  42  can be accomplished without compressing the lock springs  240 . In such an example, the carriage assembly  42  can be coupled to the rail assembly  40  prior to the coupling of the tractor assembly  96  to the rail assembly  40  and without the exertion of additional energy by an assembler or by equipment used to compress the lock springs  240 . Alternatively, during assembly, a magnetic field can be applied as the carriage assembly  42  is being coupled to the rail assembly  40  such that the retention structure  32  compresses the lock springs  240  and the carriage assembly  42  is free to slide along the rail assembly  40 . The magnetic field in such an example may be provided by the tractor assembly  96  or by a piece of equipment utilized by the assembler. For example, an electromagnet that is separate from the tractor assembly  96  can be placed within the interior aperture  44  at the loading end of the rail assembly  40  and as the carriage assembly  42  is being aligned with the rail assembly  40 , the electromagnet that is separate from the tractor assembly  96  can be utilized to compress the lock springs  240 . It is also contemplated that the loading end of the rail assembly  40  can omit the locking rail  208  such that the engagement ends  236  of the locking pawls  228  slide within the locking rail channel  220  while the lock springs  240  remain in an extend position that corresponds with the raised position of the retention structure  32 . Once the carriage assembly  42  has been assembled to the rail assembly  40 , the tractor assembly  96  can be utilized to move the carriage assembly  42  along the rail assembly  40  to a desired location. Coupling the tractor assembly  96  to the rail assembly  40  can be done by aligning the tractor assembly  96  with the interior aperture  44  and compressing the guide member biasing member  156  such that the guide members  148  fit within the dimensions of the interior aperture  44 . Next, the tractor assembly  96  can be inserted into the interior aperture  44  and ultimately engaged with the drive rack  128 . In some examples, the protruding features  152  within the interior aperture  44  can taper toward the loading end of the rail assembly  40  such that the guide member biasing member  156  need not be compressed prior to inserting the tractor assembly  96  into the interior aperture  44 . In such an example, as the tractor assembly  96  is actuated along the drive rack  128  along the rail assembly  40 , the protruding features  152  can taper inward such that the guide members  148  are actuated toward one another and the guide member biasing member  156  is compressed. 
     Referring further to  FIGS. 3-9 , a method of operating the track assembly  28  will now be described according to one example. Once the tractor assembly  96  has been coupled to the rail assembly  40 , the tractor assembly  96  can be utilized to adjust the position of one or more carriage assemblies  42  along the rail assembly  40 . Once one of the carriage assemblies  42  has been coupled to the rail assembly  40 , the tractor assembly  96  can be positioned below the carriage assembly  42  and the electromagnet(s)  168  can be engaged. The engagement of the electromagnet(s)  168  can transition the retention structure  32  from the raised position to the lowered position such that the engagement ends  236  disengage from the recesses  224  to an extent that permits actuation of the carriage assembly  42  along the rail assembly  40 . The engagement of the electromagnet(s)  168  can also result in a magnetic coupling between the tractor assembly  96  and the carriage assembly  42  such that movement of the tractor assembly  96  along the rail assembly  40  results in corresponding movement of the carriage assembly  42  along the rail assembly  40 . It is the magnetic coupling between the carriage assembly  42  and the tractor assembly  96  that enables the use of a slot-less approach to the rail assembly  40  while maintaining the ability to actuate rail-mounted components  100  to various locations within the cabin  24 . The magnetic coupling also enables a contact-free actuation of the carriage assembly  42  along the rail assembly  40 . The unlocking of the retention structure  32  and the magnetic coupling between the carriage assembly  42  and the tractor assembly  96  can occur simultaneously. Once the tractor assembly  96  has indirectly (e.g., magnetically) coupled with the carriage assembly  42 , the tractor assembly  96  can actuate the carriage assembly  42  to the desired location along the rail assembly  40 . Once the carriage assembly  42  has reached the desired location, the tractor assembly  96  can disengage the electromagnet(s)  168 , which decouples the tractor assembly  96  from the carriage assembly  42  and allows the retention structure  32  to assume its raised or locked position with the engagement ends  236  entering one or more of the recesses  224 . The tractor assembly  96  can then actuate to another location along the rail assembly  40  (e.g., back to the loading end) to similarly engage with another carriage assembly  42  to then actuate the next carriage assembly  42  to its associated desired location. Accordingly, each rail assembly  40  can be provided with a single tractor assembly  96  that is responsible for the adjustment of the positions of multiple carriage assemblies  42  coupled to the given rail assembly  40 . In some examples, movement of the tractor assembly  96  in one rail assembly  40  can be synchronized with movement of the tractor assembly  96  in another rail assembly  40  to effect movement of rail-mounted components  100  that are coupled to a plurality of the rail assemblies  40  (e.g., storage units, lockers, consoles, seating assemblies, etc.). 
     Referring now to  FIGS. 3-10 , the carriage structure  36  can extend through the retention structure  32 . For example, the retention structure  32  can define slots  256  that arms  260  of the carriage structure  36  extend through such that the carriage power and data brush assemblies  188 ,  192 , which are carried by the arms  260 , can engage with the carriage power conductor  64  and the carriage data conductor  72 , respectively. Such an arrangement of the carriage assembly  42  enables continuous contact between the carriage power conductor  64  and the carriage power brush assembly  188 , as well as the carriage data conductor  72  and the carriage data brush assembly  192 , while permitting dynamic actuation of the retention structure  32  relative to the carriage structure  36 . Additionally, the carriage structure  36  is able to provide a bearing surface for the retention structure  32  to act upon when the retention structure is actuated between the raised and lowered positions. The lock springs  240  can be positioned between a portion of the retention structure  32  and a portion of the carriage structure  36  such that the lock springs  240  are sandwiched between the two components. In some examples, the lock springs  240  may be positioned on or over a protrusion  262  that retains a lateral position of the lock springs  240  relative to the carriage assembly  42  as the lock springs  240  are actuated between compressed and extended positions. The protrusions  262  can be sized to fit within an inner diameter of the lock springs  240 . 
     Referring to  FIG. 11 , the carriage power conductor  64  is received within the first external channel  60 . The carriage power conductor  64  is provided with retention lips  264  that extend into corresponding portions of the first external channel  60  such that the carriage power conductor  64  is retained within the first external channel  60 . The carriage power conductor  64  can be provided with a first thickness from which the retention lips  264  extend to define a second thickness that is greater than the first thickness. In the depicted example, the conductive members  194  are positioned within conductive member channels  268  that are defined by a body  272  of the carriage power conductor  64 . The body  272  defines peripheral portions  276  that flank a central portion  280 . The peripheral portions  276  and the central portion  280  each define one or more retaining protrusions  284  that aid in retention of the conductive members  194  within the conductive member channels  268 . The retaining protrusions  284  on the peripheral portions  276  extend inwardly toward the central portion  280 . Similarly, the retaining protrusions  284  on the central portion  280  extend outwardly toward the peripheral portions  276 . The retaining protrusions  284  extend over shoulders  288  of the conductive members  194  such that an interference fit is provided between the retaining protrusions  284  and the shoulders  288 . Accordingly, the conductive members  194  are retained within the conductive member channels  268  in directions that are non-parallel to a direction of travel of rail-mounted components  100  along the rail assembly  40 . The peripheral portions  276  and the central portion  280  can include one or more tapered edges  292 . The tapered edges  292  can aid in locating or receiving engagement portions  296  of the brushes  196  that are provided in the carriage power brush assembly  188 . Said another way, upon misalignment of the brushes  196  relative to the conductive members  194 , the engagement portion  296  of the brushes  196  may contact the tapered edges  292  of the peripheral and/or central portions  276 ,  280 . In such a situation, the tapered edges  292  can aid in guiding the engagement portions  296  into contact with the conductive members  194  such that a connection is established between the carriage power brush assembly  188  and the carriage power conductor  64 . The brushes  196  can include shoulders  300 , similar to the shoulders  288  of the conductive members  194 , which extend outwardly from a thickness of the engagement portion  296  of the brushes  196 . Accordingly, the engagement portion  296  defines a first thickness of the brush  196  and the shoulders  300  define a second thickness of the brushes  196 , where the second thickness is greater than the first thickness. Similar to the body  272  of the carriage power conductor  64 , the carriage power brush assembly  188  can include retaining protrusions  304  that are defined by a body  308  of the carriage power brush assembly  188 . The retaining protrusions  304  extend over the shoulders  300  of the brushes  196  such that the brushes  196  are retained within brush slots  310  that are defined by the body  308  of the carriage power brush assembly  188 . The relative dimensions of the brushes  196  and the brush slots  310  can provide for actuation of the brush  196  relative to the associated brush slot  310 . For example, the biasing members  198  in the carriage power brush assembly  188  can bias the brush  196  to an extended position such that the brush  196  is encouraged to actively engage with the conductive member  194  in the carriage power conductor  64 . The engagement portion  296  of the brush  196  can have length that is longer than a length of the portion of the brush  196  that has the second thickness that defines the shoulders  300 . Additionally, the brush slot  310  can be provided with dimensions that are greater than the length of the portion of the brush  196  that defines the shoulders  300 . Accordingly, if the engagement portion  296  wears over time such that the length of the engagement portion  296  decreases as a function of time, the biasing members  198  can bias the brush  196  to the extended position such that the engagement portion  296  remains capable of contacting the conductive members  194 . As with the body  272  of the carriage power conductor  64 , the body  308  of the carriage power brush assembly  188  can define retention lips  312  that engage with a corresponding portion of a housing  314  of the carriage power brush assembly  188  such that the body  308  is retained within the carriage power brush assembly  188  in directions that are non-parallel to a direction of actuation along the rail assembly  40 . 
     Referring now to  FIG. 12 , the tractor assembly  96  includes one or more of the electromagnets  168 . In the depicted example, the electromagnets  168  are positioned proximate to ends of the tractor assembly  96  with the worm gear  144  and the drive motor  176  positioned between the electromagnets  168 . The worm gear  144  and the drive motor  176  are coupled to one another by way of a drive shaft  316  that transmits rotational motion imparted by the drive motor  176  into rotational motion of the worm gear  144 . The worm gear  144  and the drive motor  176  are rotatable in at least one of a clockwise and a counter-clockwise direction. In various examples, rotation of the worm gear  144  in one of the clockwise and the counter-clockwise direction results in actuation of the tractor assembly  96  in a first direction (e.g., forward) while rotation of the worm gear  144  in the other of the clockwise and the counter-clockwise direction results in actuation of the tractor assembly  96  in a second direction (e.g., rearward). The worm gear  144  is provided with teeth  320  that engage with the teeth  140  on the drive rack  128 . The engagement between the teeth  320  on the worm gear  144  and the teeth  140  on the drive rack  128  enables the rotational motion imparted to the worm gear  144  by the drive motor  176  to be translated into linear motion of the tractor assembly  96  along the drive rack  128 . The components of the tractor assembly  96  can be contained within a housing  324 . The housing  324  can be provided with, or define, open regions that are positioned near the one or more electromagnets  168 . These open regions in the housing  324  can receive a glide cap  328 . The glide cap  328  can be coupled to the housing  324  with protrusions that engage with apertures  332  that are defined by the housing  324 . Coupling the glide caps  328  to the housing  324  can be accomplished by pressing the glide caps  328  onto the housing  324  where the open regions are provided, at which point, the glide cap  328  can slightly and momentarily deform or expand. Once the protrusions provided on the glide cap  328  co-localize with the apertures  332  in the housing  324  of the tractor assembly  96 , the glide cap  328  can reassume its designed shape while being retained to the housing  324  of the tractor assembly  96 . Said another way, the slight and momentary deformation of the glide cap  328  can store an amount of restorative energy that is ultimately released upon the coupling of the protrusions with the apertures  332 . 
     Referring again to  FIG. 12 , the glide cap  328  is made from a material that has a low coefficient of friction with the material of the rail assembly  40 . The glide caps  328  are positioned over the electromagnets  168  such that the glide caps  328  contact the rail assembly  40  upon activation of the electromagnets  168  rather than the electromagnets  168  or the housing  324  of the tractor assembly  96 . Upon activation of the electromagnets  168 , the magnetic field provided by the electromagnets  168  results in an attractive force with at least a portion of the carriage assembly  42  (e.g., the retention structure  32  and/or the carriage structure  36 ). Accordingly, the tractor assembly  96  may be lifted within the interior aperture  44  such that direct physical contact is made with an underside of the top side  48  of the rail assembly  40 . Therefore, the glide caps  328  provide a low-friction engagement between the tractor assembly  96  and the rail assembly  40  that does not impede actuation of the tractor assembly  96  along the interior aperture  44  of the rail assembly  40 . In various examples, the glide caps  328  are removable such that as the material of the glide caps  328  wears over time, the glide caps  328  can be rapidly serviced and/or replaced. Additionally, the removable nature of the glide caps  328  can allow for utilization of the tractor assembly  96  in a variety of rail assemblies  40  that may be made from materials that have varying coefficients of friction relative to one another such that a single material choice for the glide caps  328  may not be optimal for each of the rail assemblies  40 . Accordingly, different glide caps  328  can be interchanged based on the rail assembly  40  material that is present in a given configuration. In some examples, the housing  324  may be made of the material that the glide caps  328  would be made of such that the glide caps  328  may be omitted and the surface of the housing  324  may provide the decreased coefficient of friction with the underside of the top side  48  of the rail assembly  40 . In such an example, tractor assemblies  96  with different materials for the housing  324  may be provided and/or utilized such that a sufficiently low coefficient of friction is provided between the tractor assembly  96  and the rail assembly  40 . The teeth  320  on the worm gear  144  can be provided with a sufficient depth that, upon activation of the electromagnet(s)  168  and raising of the tractor assembly  96  within the interior aperture  44 , the teeth  320  on the worm gear  144  do not become decoupled from the teeth  140  on the drive rack  128 . The teeth  320  on the worm gear  144  extend from a portion of the housing  324 . In some examples, the tractor assembly  96  can be provided with one or more glide bars  336 . The glide bars  336  can carry a load or weight of the tractor assembly  96  such that components of the tractor assembly  96  do not stick or bind in the teeth  140  of the drive rack  128  while also providing a wear-resistant and low-friction engagement between the tractor assembly  96  and the drive rack  128 . Said another way, the glide bars  336  can support the tractor assembly  96  on the drive rack  128  in a low-friction manner similar to the engagement of the glide caps  328  with the rail assembly  40 . Additionally, the glide bars  336  carry and distribute the weight of the tractor assembly  96  such that the worm gear  144  does not carry vertical loads that result from the weight of the tractor assembly  96 . Rather, the worm gear  144  carries loads along the direction of actuation (e.g., see arrow  248 ). Additionally, an amount of output torque required by the drive motor  176  may be decreased due to friction between the worm gear  144  and the drive rack  128  being decreased with the worm gear  144  not being pressed into the teeth  140  of the drive rack  128  by the weight of the tractor assembly  96 . 
     In some examples, vehicles are provided with rails or rail assemblies that allow for macro or micro adjustments of seating assemblies that are mounted to the rails or rail assemblies. However, the present disclosure provides an improved track assembly  28  with a rail assembly  40  that is slot-less. The term slot-less is intended to refer to the absence of a slot in one or more sides of the rail assembly  40  that permits access to an interior of the rail assembly  40 . Said another way, the rail assembly  40  is slot-less in that a user cannot access the interior aperture  44  from the top side  48 , the first lateral side  52 , the second lateral side  56  or the bottom side  80  when the rail assembly  40  is mounted to the vehicle  20 . Accordingly, the interior components of the track assembly  28  that are provided in the interior aperture  44  are protected from debris, cargo items, and undesireable intrusion by a user (e.g., a finger of a user, a heal of a user&#39;s dress shoe, etc.) that can cause damage to the track assembly  28  and/or injury to the user. Therefore, the track assembly  28  of the present disclosure provides a robust solution to actuation of the rail-mounted components  100  that is well-suited for automated environments. The track assembly  28  can be oriented in various directions within the vehicle  20  (e.g., longitudinally, laterally, angularly, and/or diagonally). Additionally, the track assembly  28  can be arranged in a network such that the rail-mounted components  100  can traverse the cabin  24  in a variety of directions rather than a binary actuation in fore-aft or side-to-side direction. Instead, it is within the scope of the present disclosure for the rail-mounted components  100  to be able to transition between track assemblies  28  that are arranged at angles to one another (e.g., from longitudinal to lateral, from lateral to longitudinal, from longitudinal to angular, from angular to longitudinal, from lateral to angular, from angular to lateral, and so on). 
     Referring to  FIGS. 13-15 , in various examples, the vehicle  20  can be a delivery or secure-access vehicle that is either driverless or driver-isolated. The term driverless is intended to refer to the absence of a driver physically located within the vehicle  20  such that the vehicle  20  is an autonomous vehicle  20 . The term driver-isolated is intended to refer to a driver being present physically within the vehicle  20  but unable to access cargo items stored within the storage or cargo area of the vehicle  20 . Additionally, the term driver-isolated is intended to refer to examples where the driver is remote-controlling the vehicle  20  from a location that is physically separate from the vehicle  20 . In such an example, the driver may be alternatively referred to as an operator. In the depicted example, the vehicle  20  is provided with a plurality of wheels  340  to allow the vehicle  20  to travel to various locations for pickup and delivery activities. The vehicle  20  can include a plurality of windows  344  positioned about the vehicle  20  such that the driver, operator, and/or vehicle  20  can monitor the environment or surroundings of the vehicle  20  for the purpose of operating and maneuvering the vehicle  20  in a safe and effective manner. For example, camera mounted within the cabin  24  of the vehicle  20  can be oriented to view out of the windows  344  for security, safety, operating, and/or maneuvering purposes. 
     Referring again to  FIGS. 13-15 , the vehicle  20  is provided with a plurality of access doors  348 . The plurality of access doors  348  are provided on at least one side of the vehicle  20  such that a user or delivery-recipient can access stored items in the cabin  24 . In various examples, the plurality of access doors  348  can be provided on a first side  352  and a second side  356  of the vehicle  20 . One or more of the access doors  348  can be provided with a viewing panel  360  that can be transitioned between a viewing state and a privacy state. The viewing state of the viewing panel  360  can allow the user or delivery-recipient to see through the viewing panel  360  into the cabin  24 . Accordingly, the viewing state of the viewing panel  360  can provide the viewing panel  360  as transparent or translucent. Various approaches can be utilized to accomplish the viewing state of the viewing panel  360 . For example, the viewing panel  360  may be tinted such that the cabin  24  of the vehicle is obscured from view when interior lights within the cabin  24  are not illuminated. In such an example, the privacy state can be accomplished by turning off the interior lights within the cabin. Additionally or alternatively, the viewing panel  360  can be provided with a privacy shade either within the viewing panel  360  or on an interior side of the access doors  360  that is operable between open and closed positions (e.g., raised and lowered positions). Utilizing the privacy shade, either instead of tinting or in addition to tinting, can be beneficial in concealing whether or not a user is in the cabin  24 , as well as concealing what the user may be retrieving from the cabin  24 . Accordingly, in the event that another person was lying in wait to ambush the user that is retrieving an item from the cabin  24 , then the person lying wait would not know what the user had retrieved or when the user might be exiting the vehicle  20 . In some examples, the viewing panel  360  may be an electronic viewing panel  360 . For example, the electronic viewing panel  360  may be a monitor that displays an image of the cabin  24  immediately interior of the viewing panel  360  such that the viewing state is accomplished by the displaying of the image of the cabin  24  and the privacy state is accomplished by not displaying the image of the cabin  24 . In such an example, the privacy state may provide the viewing panel  360  a blank screen or may display a message upon the screen (e.g., in-use, occupied, out-of-service, an advertisement, etc.). Alternatively, the electronic viewing panel  360  may be a dimmable glass (e.g., a smart window). In one example, the dimmable glass may include a thin layer of gel between two glass plates. Upon application of an electrical current to the gel layer, a chemical reaction occurs that alters the opacity of the gel layer and ultimately the viewing panel  360 . In another example, the dimmable glass may be made from a transparent indium tin oxide that is modified with platinum nanoparticles such that the viewing panel  360  is conductive. Upon application of an electrical current, at least one metallic material (e.g., copper) can flood the viewing panel  360  such that the metal ions saturate the conductive viewing panel  360  and physically block light to provide the privacy state. In some examples, the windows  344  may also be provided with security measures to provide privacy to the cabin  24  of the vehicle  20 . For example, the cabin  24  of the vehicle  20  may not be visible from the windows  344  due to a physical barrier, such as the privacy shade, a wall of the cabin  24 , a structure within the cabin  24  (e.g., an exterior surface of a storage unit), dimmable glass, or the like. Cameras that may be provided within the cabin  24  of the vehicle  20  may be positioned or oriented such that a line-of-sight or viewing angle of the camera is not effected by the physical privacy barrier. 
     Referring further to  FIGS. 13-15 , each of the access doors  348  can be independently operable such that the user or delivery-recipient can enter through any of the access doors  348 . However, depending on a current configuration of the cabin  24  of the vehicle  20 , the user or delivery-recipient may only be able to access the cabin  24  through some of the access doors  348 . Accordingly, the access doors  348  can communicate to the user or delivery-recipient which of the access doors  348  should be used to access the cabin  24  of the vehicle  20 . In examples where the viewing panel  360  is a display or screen, the display may be illuminated or the display can present a message to the user or delivery-recipient (e.g., “Enter Here). In other examples, interior lights within the cabin  24  may be illuminated such that an area of the cabin  24  immediately behind one of the access doors  348  where the user or delivery-recipient can successfully access the cabin  24  is illuminated. Accordingly, the available access door(s)  348  may be at least partially backlit or illuminated relative to the remaining access door(s)  348 . In some examples, the viewing panel  360  may be provided with a light source  364  that extends about a perimeter of the viewing panel  360 . The light source  364  can be utilized to indicate which of the access doors  348  to utilize in accessing the cabin  24 . In various examples, the access doors  348  can be provided with labels (e.g., door  1 , door  2 , door  3 , front, rear, middle) and the user or delivery-recipient can be informed by way of an electronic communication (e.g., email, text message, phone call, application notification) as to which of the access doors  348  to utilize in accessing the cabin  24 . The access doors  348  can each be provided with an access panel  368 . The access panel  368  grants access to the user or intended delivery-recipient. The access panel  368  can be utilized to actuate the associated access door  348  while the remaining access doors  348  remain in a closed position. The access panel  368  can take many forms. For example, the access panel  368  can be, but is not limited to, a key reader, a code reader, a near-field communication (NFC) reader, a radio frequency reader, an encrypted code reader, and/or a keypad. The vehicle  20  can communicate a one-time access code to the user or delivery-recipient by way of a pin, an encrypted signal, or another unique and secure access code that is provided in an electronic communication. Alternatively, the user or delivery-recipient can create a personalized access code that is entered or otherwise communicated to the access panel  368  such that the associated access door  348  can be opened. In some examples, the access panel  368 , rather than the viewing panel  360 , can be utilized to indicate which of the access doors  348  the user or delivery-recipient is to utilize to access the cabin  24  of the vehicle  20 . For example, the access panel  368  may be illuminated or a cover may be opened that can be provided on the access panel  368 . The cover on or over the access panel  368  can protect the access panel  368  from environmental conditions when the cover is in a closed position. 
     Referring still further to  FIGS. 13-15 , the plurality of access doors  348  can include three individual access doors  348 . For example, the plurality of access doors  348  can include a front door  372 , a middle door  376 , and a rear door  380 . The access doors  348  can be selectively actuated to grant access to a portion of the cabin  24  while other portions of the cabin  24  remain inaccessible to the user or delivery-recipient. For example, actuation of the front door  372  to an open position can grant access to a front portion of the cabin  24  (see  FIG. 14A ), actuation of the middle door  376  can grant access to a middle portion of the cabin  24  (see  FIGS. 14B and 14C ), and actuation of the rear door  380  can grant access to a rear portion of the cabin  24  (see  FIG. 14D ). The individual access doors  348  can be horizontally offset from adjacent others of the individual access doors  348  such that actuation of one of the individual access doors  348  results in adjacent individual access doors  348  overlapping with one another. For example, actuation of the front door  372  to the open position, as shown in  FIG. 14A , results in the front door  372  and the middle door  376  overlapping with one another. Similarly, actuation of the middle door  376  to the open position results in the middle door  376  overlapping with the rear door  380  (see FIG.  14 B) or results in the middle door  376  overlapping with the front door  372  (see  FIG. 14C ), depending on the configuration of the cabin  24  and which arrangement of the doors results in easier ingress/egress for the user or delivery-recipient. Also, actuation of the rear door  380  to the open position results in the rear door  380  overlapping with the middle door  376  and may additionally result in the front door  372  and the rear door  380  being temporarily adjacent to one another (see  FIG. 14D ). 
     Referring yet again to  FIGS. 13-15 , the cabin  24  can be provided with one or more of the rail assemblies  40  coupled thereto. The rail assemblies  40  receive the carriage assemblies  42  and the tractor assemblies  96  such that the cabin  24  is provided with one or more of the track assemblies  28 . The rail assemblies  40  can be coupled to, or installed in, at least one of a floor  384  of the cabin  24  and a ceiling  388  of the cabin  24 . Accordingly, the rail-mounted components  100  can be coupled to the vehicle  20  by way of the floor  384  and/or the ceiling  388 . It may be beneficial to couple the rail-mounted components  100  to a plurality of the rail assemblies  40 , whether that be a plurality of rail assemblies  40  in the floor  384 , a plurality of rail assemblies  40  in the ceiling  388 , or rail assemblies  40  in the floor  384  and rail assemblies  40  in the ceiling  388 , as the additional contact points with the vehicle  20  may offer greater stability to the rail-mounted components  100  while also decreasing the load felt by individual rail assemblies  40 , carriage assemblies  42 , and/or tractor assemblies  96 . When the rail-mounted components  100  are coupled to a plurality of the rail assemblies  40 , the tractor assemblies  96  in each of the rail assemblies  40  that a given rail-mounted component  100  is coupled to can be synchronized with one another such that actuation of the rail-mounted component  100  is carried out effectively, efficiently, and in a manner that prevents the track assemblies  28  from binding or sticking due to unsynchronized movement of the rail-mounted component  100 . Unsynchronized movement of the rail-mounted component  100  when the rail-mounted component  100  is coupled to a plurality of the rail assemblies  40  can result in binding, sticking, misalignment and/or damage to the track assemblies  28  or its components. 
     Referring further to  FIGS. 13-15 , the rail-mounted components  100  can be storage units  392 . Individual storage units  392  can be coupled to one or more of the carriage assemblies  42 . For example, the storage unit  392  can be coupled to one or more of the carriage structures  36  provided in the cabin  24 . Accordingly, actuation of the associated carriage assemblies  42  along the rail assembly  40  or rail assemblies  40  results in actuation of the storage unit  392  within the cabin  24 . The storage units  392  can be provided with longitudinal walls  396  and/or lateral walls  400 . The longitudinal walls  396  can extend parallel to a longitudinal axis of the vehicle  20  and the lateral walls  400  can extend parallel to a lateral axis of the vehicle  20 . The longitudinal walls  396  and/or the lateral walls  400  define storage compartments  404  within the storage units  392 . The longitudinal walls  396  and/or the lateral walls  400  can be arranged to provide consistently sized storage compartments  404  within a single storage unit  392 . Alternatively, the longitudinal walls  396  and/or the later walls  400  can be arranged to provide storage compartments  404  of various sizes within a single storage unit  392 . The storage units  392  that are forward-most and rearward-most in the cabin  24  of the vehicle  20  may remain stationary relative to the vehicle  20  once the storage units  392  have been installed in the vehicle  20 . The storage units  392  that are not moved during reconfigurations of the cabin  24 , such as those depicted in  FIGS. 14A-14D , may be referred to as static storage units  392 . The static storage units  392  may be capable of movement by one of the tractor assemblies  96 , however movement of the static storage units  392  may not be needed to grant access to the storage compartments  404  provided therein. The storage units  392  that are positioned between the forward-most and the rearward-most storage units  392  may be moved regularly by the tractor assemblies  96 . Accordingly, the storage units  392  that are positioned between the forward-most and the rearward-most storage units  392  may be referred to as dynamic storage units  392 . In an effort to increase storage capacity and security, the dynamic storage units  392  can be actuated to present the user or delivery-recipient with accessible sides of adjacent storage units  392  such that an aisle is defined by the adjacent storage units  392 . The access door  348  that the user or delivery-recipient is directed to is chosen to grant the user or delivery-recipient an easy ingress to the cabin  24  and egress from the cabin  24 . By limiting access to as few of the storage compartments  404  as possible when a person is within the cabin  24 , security for the remaining storage compartments  404  is increased while also providing the ability to transport a greater number of delivery items. Combining the physical impedance of the storage units  392  being actuated so close to one another that a person cannot fit between adjacent storage units  392  that are not intended to be accessed at that time with the limited access provided by the access doors  348  provides a highly secure and highly efficient delivery vehicle. 
     Referring again to  FIGS. 13-15 , the arrangement of the storage units  392  within the cabin  24  can be accomplished while the vehicle  20  is traveling between drop-off or pick-up locations such that the cabin  24  is in the necessary configuration for the user or delivery-recipient to access the storage compartment(s)  404  that are intended for that given user or delivery-recipient. Alternatively, the arrangement of the storage units  392  within the cabin  24  can be accomplished once the vehicle  20  has arrived at the drop-off or pick-up location. In one example, the storage units  392  can be arranged once the vehicle  20  has verified that the user or delivery recipient that is intended for the given drop-off or pick-up is present. For example, upon verification of the presence of the intended user or delivery-recipient (e.g., by the vehicle  20  receiving a security code from the user or delivery recipient) the storage units  392  can be arranged to grant access to the storage compartment(s)  404  that are intended for the given drop-off or pick-up. The arrangement of the storage units  392  within the cabin  24  may occur simultaneously to the opening of the associated access door  348  that will allow the user or delivery-recipient to access the necessary storage compartment(s)  404 . In some examples, the storage units  392  may be actuated to a security position while the vehicle  20  is in transit between drop-off or pick-up locations. In one example, the security position of the storage units  392  can provide the storage units  392  as spaced apart from one another to an extent that would not allow an unauthorized user to physically fit between adjacent storage units  392  and/or spaced apart from one another to an extent that would not allow doors of the storage compartments  404  to be fully opened due to physical contact or interference with adjacent storage units  392 . Such an arrangement could prevent unauthorized access to the storage compartments  404  by would-be thieves that may attempt to break into the vehicle  20  between delivery and/or pick-up locations (e.g., in transit) or jobs (e.g., while the vehicle  20  waits for the intended user or delivery-recipient or after the intended user or delivery-recipient exits the vehicle  20 ). 
     Referring now to  FIGS. 14A-14D , examples of accessing various storage compartments  404  of the storage units  392  will now be discussed. For the user or delivery-recipient to access storage compartments  404  in either of the two forward-most storage units  392 , the cabin  24  is arranged as depicted in  FIG. 14A  where the two forward-most storage units  392  define either side of a front aisle. The storage units  392  can be actuated, for example, by the tractor assemblies  96  provided in the track assemblies  28  to assume the configuration shown in FIG.  14 A. Once the vehicle  20  verifies that the intended user or intended delivery-recipient is present (e.g., by input of a security code on the indicated access door  348  or access panel  368 ), then the vehicle  20  can open the front door  372  on at least one of the sides of the vehicle  20  (e.g., the first side  352 ). For the user or delivery-recipient to access the storage compartments  404  in either of the two storage units  392  positioned immediately rearward of the forward-most storage unit  392 , as depicted in  FIG. 14B , the second and third storage units  392  from a front of the vehicle  20  are separated from one another such that the second and third storage units  392  define the sides of a front-middle aisle. The storage units  392  can be actuated, for example, by the tractor assemblies  96  provided in the track assemblies  28  to assume the configuration shown in  FIG. 14B . Once the vehicle  20  verifies that the intended user or intended delivery-recipient is present (e.g., by input of a security code on the indicated access door  348  or access panel  368 ), then the vehicle  20  can open the middle door  376  in a rearward direction on at least one of the sides of the vehicle  20  (e.g., the first side  352 ) to grant access to the front-middle aisle. For the user or delivery-recipient to access the storage compartments  404  in either of the two storage units  392  positioned as the third and fourth storage units  392  rearward of the forward-most storage unit  392 , as depicted in  FIG. 14C , the third and fourth storage units  392  from the front of the vehicle  20  are separated from one another such that the third and fourth storage units  392  define the sides of a rear-middle aisle. The storage units  392  can be actuated, for example, by the tractor assemblies  96  provided in the track assemblies  28  to assume the configuration shown in  FIG. 14C . Once the vehicle  20  verifies that the intended user or intended delivery-recipient is present (e.g., by input of a security code on the indicated access door  348  or access panel  368 ), then the vehicle  20  can open the middle door  376  in a forward direction on at least one of the sides of the vehicle  20  (e.g., the first side  352 ) to grant access to the rear-middle aisle. For the user or delivery-recipient to access the storage compartments  404  in either of the two storage units  392  positioned as the two rearward-most storage units  392 , as depicted in  FIG. 14D , the two rearward-most storage units  392  are separated from one another such that the two rearward-most storage units  392  define the sides of a rear aisle. The storage units  392  can be actuated, for example, by the tractor assemblies  96  provided in the track assemblies  28  to assume the configuration shown in  FIG. 14D . Once the vehicle  20  verifies that the intended user or intended delivery-recipient is present (e.g., by input of a security code on the indicated access door  348  or access panel  368 ), then the vehicle  20  can open the rear door  376  in a forward direction on at least one of the sides of the vehicle  20  (e.g., the first side  352 ) to grant access to the rear aisle. 
     Referring again to  FIGS. 14A-14D , some of the storage units  392  may be passive storage units  392  that slidably engage with the rail assemblies  40  but are not moved by the tractor assemblies  96 . For example, the storage units  392  immediately adjacent to the forward-most and rearward-most storage units  392  can be passive storage units  392 . Accordingly, the passive storage units  392  can be flanked on either side by active storage units  392  that are moved by the tractor assemblies  96 . Therefore, the active storage units  392  can be utilized to actuate the passive storage units  392  by having the tractor assemblies  96  drive the active storage units  392  to actuate the passive storage units  392 . For example, actuating the second storage unit  392  from the front of the vehicle  20  to the position shown in  FIG. 14A  can be accomplished by the actuation of the forward-most storage unit  392  toward the rear of the vehicle  20  until the remaining storage units  392  are stacked in close proximity to one another. Then, the forward-most storage unit  392  can be actuated back to the front of the vehicle  20  such that the front aisle is provided. Similarly, actuating the second storage unit  392  from the front of the vehicle  20  to the position shown in  FIG. 14B  can be accomplished by the actuation of the rearwardly adjacent storage unit  392  that is the third storage unit  392  from the front of the vehicle  20  in a vehicle-forward direction until the second storage unit  392  from the front of the vehicle  20  and the forward-most storage unit  392  are in close proximity to one another. Then, the third storage unit  392  from the front of the vehicle  20  can be actuated vehicle-rearward such that the front-middle aisle is provided. To provide the rear-middle aisle, the third storage unit  392  from the front of the vehicle  20  can be actuated in the vehicle-forward direction until the third storage unit  392  from the front of the vehicle  20  is in close proximity to the second storage unit  392  from the front of the vehicle  20  such that the arrangement depicted in  FIG. 14C  is achieved and the rear-middle aisle is accessible. To provide the rear aisle, the rearward-most storage unit  392  can be actuated in the vehicle-forward direction such that the remaining storage units  392  are stacked in close proximity to one another. Then, the rearward-most storage unit  392  can be actuated in the vehicle-rearward direction such that the arrangement depicted in  FIG. 14D  is achieved and the rear aisle is accessible. 
     Referring to  FIG. 16 , the storage unit  392  is shown according to one, non-limiting, example. The storage unit  392  is provided with a plurality of the storage compartments  404 . The storage compartments  404  can vary in size such that cargo items of various sizes for delivery or pick-up can be deposited and secured. In some examples, the storage units  392  may each be provided with a user interface  408 . The user interface  408  can include a display screen  412  and/or an input device  416 , such as a keypad. In various examples, the display screen  412  may be a touchscreen such that the display screen  412  is also the input device  416 . Once the user or delivery-recipient has entered the cabin  24 , the user or delivery-recipient may be required to separately authenticate that they are the intended user or intended delivery-recipient by entering a separate access or security code into the user interface  408  (e.g., pin or encrypted transmission). Accordingly, a two-step verification may be provided for added security. The user interface  408  can be utilized to instruct the user or delivery-recipient as to which of the storage compartment(s)  404  contain their intended items or which storage compartment(s)  404  to place their items for delivery elsewhere. The user interface  408  may also be provided with a code reader (e.g., a scanner) that can be utilized for rapid data entry on the items that are being stored within the storage compartments  404 . Such a code reader can be particularly beneficial and efficient when utilized at distribution centers where delivery items are loaded. 
     Referring now to  FIG. 17 , the storage compartment  404  may be provided with the user interface  408  and the input device  416 . Accordingly, additional security may be provided by each of the storage compartments  404  having a separate lock or securing arrangement. Providing the input device  416  for accessing individual storage compartments  404  can be done in addition to, or instead of, utilizing the user interface  408  on the larger storage unit  392  ( FIG. 16 ). The storage compartments  404  can be provided with a handle  420  for opening the door of the storage compartment  404  once the storage compartment  404  has been unlocked. In some examples, the handle  420  can be defined by a front surface  424  or face of the door of the storage compartment  404 . In various examples, the handle  420  may be omitted and the door of the storage compartment  404  may be biased to an open position (e.g., by a spring or piston) such that unlocking of the storage compartment  404  results in automated opening of the door of the storage compartment  404 . 
     The present disclosure provides the cabin  24  of the vehicle  20  with a plurality of the storage units  392 . The storage units  392  can each be independently coupled to one or more of the rail assemblies  40 . The vehicle  20  of the present disclosure provides an improved delivery arrangement that is highly secure and well-suited for automated or partially-automated pick-up and delivery of items to delivery-recipients. 
     Modifications of the disclosure will occur to those skilled in the art and to those who make or use the concepts disclosed herein. Therefore, it is understood that the embodiments shown in the drawings and described above are merely for illustrative purposes and not intended to limit the scope of the disclosure, which is defined by the following claims as interpreted according to the principles of patent law, including the doctrine of equivalents. 
     It will be understood by one having ordinary skill in the art that construction of the described concepts, and other components, is not limited to any specific material. Other exemplary embodiments of the concepts disclosed herein may be formed from a wide variety of materials, unless described otherwise herein. 
     For purposes of this disclosure, the term “coupled” (in all of its forms: couple, coupling, coupled, etc.) generally means the joining of two components (electrical or mechanical) directly or indirectly to one another. Such joining may be stationary in nature or movable in nature. Such joining may be achieved with the two components (electrical or mechanical) and any additional intermediate members being integrally formed as a single unitary body with one another or with the two components. Such joining may be permanent in nature, or may be removable or releasable in nature, unless otherwise stated. 
     It is also important to note that the construction and arrangement of the elements of the disclosure, as shown in the exemplary embodiments, is illustrative only. Although only a few embodiments of the present innovations have been described in detail in this disclosure, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts, or elements shown as multiple parts may be integrally formed, the operation of the interfaces may be reversed or otherwise varied, the length or width of the structures and/or members or connector or other elements of the system may be varied, and the nature or numeral of adjustment positions provided between the elements may be varied. It should be noted that the elements and/or assemblies of the system may be constructed from any of a wide variety of materials that provide sufficient strength or durability, in any of a wide variety of colors, textures, and combinations. Accordingly, all such modifications are intended to be included within the scope of the present innovations. Other substitutions, modifications, changes, and omissions may be made in the design, operating conditions, and arrangement of the desired and other exemplary embodiments without departing from the spirit of the present innovations. 
     It will be understood that any described processes, or steps within described processes, may be combined with other disclosed processes or steps to form structures within the scope of the present disclosure. The exemplary structures and processes disclosed herein are for illustrative purposes and are not to be construed as limiting. 
     It is also to be understood that variations and modifications can be made on the aforementioned structures and methods without departing from the concepts of the present disclosure, and further, it is to be understood that such concepts are intended to be covered by the following claims, unless these claims, by their language, expressly state otherwise.