PATENT DOCUMENT

Publication Number: US-12139946-B1
Application Number: US-202217864993-A
Country: US
Kind Code: B1

Title: Sliding door

Abstract:
A door system for a passenger vehicle includes a door, a first movement stage, a second movement stage, a second movement stage, and a movement transfer system. The door includes inboard and outboard door panels, and an inner door structure disposed in a cavity defined between the inboard and outboard door panels. The first movement stage moves the door outboard and inboard to open and close an opening of a vehicle body. The second movement stage moves the door forward and backward relative to the opening. The movement transfer system mechanically links the first and second movement stages to cause simultaneous movement of the first and second movement stages. The first movement stage is coupled to and extends between the vehicle body and the second movement stage. The second movement stage is coupled to and extends between the first movement stage and an inner door.

Claims:
What is claimed is: 
     
       1. A door system for a passenger vehicle comprising:
 a door having an outboard door panel, an inboard door panel, and an inner door structure disposed in a cavity defined between the outboard door panel and the inboard door panel; 
 a first movement stage that moves the door outboard and inboard to open and close an opening of a vehicle body of the passenger vehicle; and 
 a second movement stage that moves the door forward and backward relative to the opening of the vehicle body; and 
 a movement transfer system that mechanically links the first movement stage and the second movement stage to cause simultaneous movement of the first movement stage and the second movement stage, 
 wherein the first movement stage is coupled to and extends between the vehicle body and the second movement stage, and the second movement stage is coupled to and extends between the first movement stage and the inner door structure of the door, 
 wherein the first movement stage includes a parallelogram linkage that pivots the second movement stage and the door relative to the opening of the vehicle body, 
 wherein the second movement stage includes a carriage coupled to and forming a link of the parallelogram linkage and includes a track coupled to the inner door structure of the door, the carriage being configured to translate along the track to move the door forward and backward relative to the opening of the vehicle body, 
 wherein the pivoting of the parallelogram linkage relative to the vehicle body is mechanically linked to translation of the carriage on the track, 
 wherein the parallelogram linkage and the track are mechanically linked to cause the pivoting of the parallelogram linkage and the translation of the carriage to occur simultaneously, and 
 wherein the parallelogram linkage and the track are mechanically linked by a first gear pivotably coupled to the carriage and operatively coupled to the parallelogram linkage and a second gear pivotably coupled to the carriage and operatively coupled to the track, wherein the first gear and the second gear are configured to transfer force between the parallelogram linkage and the track to cause the pivoting of the parallelogram linkage and the translation of the carriage to occur simultaneously. 
 
     
     
       2. The door system of  claim 1 , wherein the first movement stage is configured to initially move the door from a closed position along a line that is angled no more than five degrees from an outboard direction that is perpendicular to a forward direction of travel of the passenger vehicle. 
     
     
       3. The door system of  claim 2 , wherein the first movement stage has a range of motion that is greater than 90 degrees. 
     
     
       4. The door system of  claim 1 , wherein the first gear is operatively coupled to the parallelogram linkage with a link to transfer force therebetween, and the second gear includes a cam follower that is arranged in a slot of the track to transfer force therebetween. 
     
     
       5. A door system for a passenger vehicle comprising:
 a door having an outboard door panel, an inboard door panel, and an inner door structure arranged in a cavity defined between the outboard door panel and the inboard door panel, the inboard door panel defining an elongated opening to the cavity which extends in a fore-aft direction of the passenger vehicle; 
 a track coupled to the inner door structure of the door; 
 a carriage supported by and translatable along the track in the fore-aft direction as the door is moved between a closed position and an open position; 
 a mount coupled to and extending inboard from the carriage through the elongated opening, the mount movable along the elongated opening in the fore-aft direction as the carriage translates along the track when the door is moved between the closed position and the open position; 
 a cover that closes the elongated opening when the door is in the closed position and that translates along the elongated opening to open the elongated opening for the mount to extend therethrough as the door is moved between the closed position and the open position; and 
 a cover track along which the cover translates, the cover track extending along the elongated opening and curving outboard into the cavity around the track, 
 wherein the cover is flexible about an upright axis and rigid about a horizontal axis extending in a fore-aft direction of the passenger vehicle, includes upright members that are pivotably coupled to adjacent ones of the upright members at upright pivot joints so as to be flexible about the upright axis and a flexible sheet coupled to and extending over an inboard side of the upright members, and 
 wherein, when the door is in the closed position, a portion of the cover formed by multiple of the upright members is positioned in the elongated opening and is planar, and when the door is in the open position, the portion of the cover is in the cavity and curved. 
 
     
     
       6. The door system of  claim 5 , wherein the upright members each include a male end, a female end, and a planar portion extending therebetween, the male end of one of the upright members being received by the female end of another of the upright members to form the upright pivot joint therebetween. 
     
     
       7. A door system for a passenger vehicle comprising:
 a door having an outboard door panel, an inboard door panel, and an inner door structure arranged in a cavity defined between the outboard door panel and the inboard door panel, the inboard door panel defining an elongated opening to the cavity which extends in a fore-aft direction of the passenger vehicle; 
 a track coupled to the inner door structure of the door; 
 a carriage supported by and translatable along the track in the fore-aft direction as the door is moved between a closed position and an open position; 
 a mount coupled to and extending inboard from the carriage through the elongated opening, the mount movable along the elongated opening in the fore-aft direction as the carriage translates along the track when the door is moved between the closed position and the open position; and 
 a cover that closes the elongated opening when the door is in the closed position and that translates along the elongated opening to open the elongated opening for the mount to extend therethrough as the door is moved between the closed position and the open position, 
 wherein the cover is flexible about an upright axis and rigid about a horizontal axis extending in a fore-aft direction of the passenger vehicle, 
 wherein the cover includes upright members that are pivotably coupled to adjacent ones of the upright members at upright pivot joints so as to be flexible about the upright axis, and 
 wherein the cover includes a flexible sheet coupled to and extending over an inboard side of the upright members.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application No. 63/242,911, filed on Sep. 10, 2021, the content of which is hereby incorporated by reference in its entirety for all purposes. 
    
    
     TECHNICAL FIELD 
     This disclosure relates to doors and, in particular, sliding doors for passenger vehicles. 
     BACKGROUND 
     Passenger vehicles may include one or more sliding doors that selectively open and close passenger compartments of the vehicle to allow for ingress and egress of passengers. Such passenger vehicles typically include one or more tracks in the vehicle body in which arms of the door slide. However, this arrangement may limit relative sizing and/or positioning of the sliding door relative to the vehicle body, as well as be unappealing aesthetically. 
     SUMMARY 
     Disclosed herein are implementations of doors, door systems, and vehicles comprising the same. In one implementation, a door system for a passenger vehicle includes a door, a first movement stage, a second movement stage, a second movement stage, and a movement transfer system. The door includes inboard and outboard door panels, and an inner door structure disposed in a cavity defined between the inboard and outboard door panels. The first movement stage moves the door outboard and inboard to open and close an opening of a vehicle body. The second movement stage moves the door forward and backward relative to the opening. The movement transfer system mechanically links the first and second movement stages to cause simultaneous movement of the first and second movement stages. The first movement stage is coupled to and extends between the vehicle body and the second movement stage. The second movement stage is coupled to and extends between the first movement stage and an inner door. 
     The first movement stage may include a parallelogram linkage that pivots the second movement stage and the door relative to the opening of the vehicle body. The first movement stage may be configured to initially move the door from a closed position outboard within five degrees of an outboard direction that is perpendicular to a forward direction of travel of the passenger vehicle. The first movement stage may have a range of motion that is greater than 90 degrees. The second movement stage may include a carriage that is coupled to and forms a link of the parallelogram linkage. The second movement stage may include a track coupled to the inner door structure of the door. The carriage may be configured to translate along the track to move the door forward and backward relative to the opening of the vehicle body. The parallelogram linkage and the track may be mechanically linked to cause the pivoting of the parallelogram linkage and the translation of the carriage to occur simultaneously. 
     In one implementation, a door system for a passenger vehicle includes a door, a rail system, a mount, and a cover. The door includes an outboard door panel, an inboard door panel, and an inner door structure arranged in a cavity defined between the outboard door panel and the inboard door panel. The inboard door panel defines an elongated opening to the cavity which extends in a fore-aft direction of the passenger vehicle. The rail system is positioned in the cavity and includes a track and a carriage. The track is coupled to the inner door structure of the door. The carriage is supported by and translatable along the track in the fore-aft direction as the door is moved between a closed position and an open position. The mount is coupled to and extends inboard from the carriage through the elongated opening. The mount is movable along the elongated opening in the fore-aft direction as the carriage translates along the track when the door is moved between the closed position and the open position. The cover closes the elongated opening when the door is in the closed position and translates along the elongated opening to open the elongated opening for the mount to extend therethrough as the door is moved between the closed position and the open position. 
     The door system may further include a cover track along which the cover translates. The cover track may extend along the elongated opening and curve outboard into the cavity around the track of the rail system. The cover may be flexible about an upright axis and rigid about a horizontal axis extending in a fore-aft direction of the passenger vehicle. The cover may include upright members that are pivotably coupled to adjacent ones of the upright members at upright pivot joints so as to be flexible about the upright axis. The cover may include a flexible sheet that is coupled to and extends over an inboard side of the upright members. When the door is in the closed position, a portion of the cover formed by multiple of the upright members may positioned in the elongated opening and is planar, and when the door is in the open position, the portion of the cover may be in the cavity and curved. 
     In one implementation, a vehicle includes a vehicle body and a door. The vehicle body defines a passenger compartment and an opening for passengers to enter into and exit from the passenger compartment. The door is movably coupled to the vehicle body and movable between a closed position in which the opening is closed by the door and an open position in which the opening is opened by the door. The door includes a mount, a carriage, and a track. The mount is movably coupled to the vehicle body. The carriage is coupled to the mount. The track supports the carriage to be movable therealong. The door is movable from the closed position in an outboard direction of the vehicle with the mount and in a fore-aft direction of the vehicle with the track and the carriage. Movement with the mount causes movement with the carriage. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a schematic view of a vehicle. 
         FIG.  2    is a schematic view of a controller of a control system of the vehicle of  FIG.  1   . 
         FIG.  3    is a top view of the vehicle of  FIG.  1    illustrating doors thereof in closed positions. 
         FIG.  4    is a top view of the vehicle of  FIG.  1    illustrating the doors thereof in open positions. 
         FIG.  5    is a side view of the vehicle of  FIG.  1    illustrating the doors thereof in closed positions. 
         FIG.  6    is a side view of the vehicle of  FIG.  1    illustrating the doors thereof in open positions. 
         FIG.  7    is a partial top view of first and second movement stages of the door in a first configuration with various components depicted schematically. 
         FIG.  8    is a partial top view of the view of the first and second movement stages of the door in a second configuration with various components depicted schematically. 
         FIG.  9    is a cross-sectional view of the first and second movement stages in the first configuration. 
         FIG.  10    is a partial top cross-sectional view taken along line  10 - 10  in  FIG.  5    illustrating the first and second movement stages and a movement transfer system within the door in the first configuration. 
         FIG.  11    is a partial side cross-sectional view taken along line  11 - 11  in  FIG.  10    illustrating the first and second movement stage and the movement transfer system in the first configuration. 
         FIG.  12    is a partial top cross-sectional view taken along line  12 - 12  in  FIG.  6    illustrating the first and second movement stages and a movement transfer system within the door in the first configuration. 
         FIG.  13    is a partial side cross-sectional view taken along line  13 - 13  in  FIG.  12    illustrating the first and second movement stage and the movement transfer system in the first configuration. 
         FIG.  14    is a partial cross-sectional view taken along line  14 - 14  in  FIG.  12   . 
         FIG.  15    is a partial cross-sectional view of a cover taken along line  15 - 15  in  FIG.  14   . 
     
    
    
     DETAILED DESCRIPTION 
     Referring to  FIG.  1   , a vehicle  100  generally includes a vehicle body  110 , a drive system  130 , a steering system  140 , a braking system  150 , and a control system  160 . The vehicle body  110  defines a passenger compartment  112  and includes doors  120  that are movable relative to the vehicle body  110  to open and close the passenger compartment  112  to allow ingress and egress of passengers. 
     The drive system  130  is operatively coupled to wheels  102  of the vehicle  100  to propel the vehicle  100  along a roadway. The drive system  130  may, for example, include one or more motors that are operated by a power source (e.g., a battery) and are operatively coupled to the wheels  102  via one or more gearboxes. The steering system  140  is operatively coupled to the wheels  102  to pivot the wheels  102  to steer the vehicle  100  (e.g., change lateral direction thereof) along the roadway. The steering system  140  may, for example, include a motor operated by the power source and operatively coupled to the wheels  102  via a steering rack (e.g., a rack and pinion system). The braking system  150  is operatively coupled to the wheels  102  to slow rotation thereof so as to slow the vehicle  100 . The braking system  150  may, for example, include friction brakes (e.g., rotor and caliper) associated with each of the wheels  102 . The control system  160  is configured to control operation of the drive system  130 , the steering system  140 , and the braking system  150 , for example, with autonomous operation (e.g., operating the vehicle systems to reach a destination input by or otherwise associated with a passenger, such as home or work) and/or in conjunction with human operation. The control system  160  may, for example, include one or more controllers  162  and one or more sensors  164  that monitor the environment and/or the drive system  130 , the steering system  140 , and/or the braking system  150 . The controller  162  may have an example hardware configuration as described below with respect to  FIG.  2    or any other suitable hardware configuration. The sensors  164  may, for example, include radar, sonar, LIDAR, visible light or other types of sensors for monitoring the environment. 
     Referring to  FIG.  2   , the controller  162  is a suitable computing system or device for controlling the various systems and components described herein and performing the various methods and operations described herein. In one non-limiting example, the controller  162  generally includes a processor  264 , a memory  265 , a storage  266 , a communications interface  267 , and a bus  268  by which the other components of the controller  162  are in communication with each other. The processor  264  may be any suitable processing device, such as a central processing unit (CPU), capable of executing instructions (e.g., software programming). The memory  265  is a volatile, high speed memory device or components, such as a random-access memory device (RAM). The storage  266  is a non-volatile storage device, such as a solid-state storage device or drive, capable of storing instructions (e.g., software programming) to be executed by the processor  264 . The communications interface  267  is configured for signals to be transmitted from and/or received by the controller  162 , for example, to and/from the sensors  164  and/or various components of the systems described herein (e.g., motors or other actuators). 
     Referring to  FIGS.  3 - 6   , the vehicle  100  includes the doors  120  (e.g., four as shown), which are configured to generally translate relative to the vehicle body  110  between closed positions (shown in  FIGS.  3  and  5   ) and open positions (shown in  FIGS.  4  and  6   ). In the closed position, the door  120  closes an opening  314  in the vehicle body  110  that provides access to the passenger compartment  112 . In the open position, the door  120  is moved away from the opening  314  to allow passengers to enter and exit the passenger compartment  112  through the opening  314 . As described in further detail below, the doors  120  generally include a door structure  322  (e.g., a frame or inner door structure; depicted schematically) and a door movement system  324  coupled to the door structure  322  and configured to move the door  120  relative to the vehicle body  110 . The door movement system  324  generally includes a first movement stage  330  and a second movement stage  340  that are configured to support and move the door  120  relative to the vehicle body  110 . The first movement stage  330  and the second movement stage  340  are depicted schematically in  FIG.  3    for one of the doors  120  (e.g., the rear left door) but may be used with each of the four doors  120  that are shown. The first movement stage  330  and the second movement stage  340  are mechanical systems that are configured to move the door  120  in different degrees of freedom defined thereby. The door movement system  324  may further include suitable actuators, sensors, and/or a control system (e.g., which may be or include the controller  162  and/or the sensors  164  described above). As is shown for one of the doors  120  (i.e., the front left door), each of the doors  120  may further include one or more outboard door panels  350  that form an outer surface of the door  120 , one or more inboard door panels  352  that form an inner surface of the door  120 , and/or more or more fixed or movable (e.g., retractable window panels; not labeled). A door cavity  354  is defined by and between the outboard door panel  350  and the inboard door panel  352 . The door structure  322  may be positioned in the door cavity  354 . The door  120  and the door movement system  324  may be referred to cooperatively as a door system. 
     The first movement stage  330  is coupled to and extends between the vehicle body  110  and the second movement stage  340 , while the second movement stage  340  is coupled to and extends between the first movement stage  330  and the door structure  322 . The first movement stage  330  is configured to move the door  120  outboard and inboard (e.g., in an inboard-outboard direction; e.g., right and left) relative to the vehicle body  110 . For example, the first movement stage  330  may be configured to pivot, translate, or slide the door  120  relative to the vehicle body  110  in the inboard-outboard direction. The second movement stage  340  is configured to move the door  120  forward and backward (e.g., in a fore-aft direction) relative to the vehicle body  110 . For example, the second movement stage  340  may be configured to translate (e.g., slide) the door  120  relative to the vehicle body  110  forward and backward. Such movement of the door  120  via the second movement stage  340  may be substantially horizontal (e.g., within 10 degrees, 5 degrees, 3 degrees, or less from horizontal) and in the fore-aft direction (e.g., within 10 degrees, 5 degrees, 3 degrees, or less from the fore-aft direction). The forward, backward, and fore-aft direction are defined relative to a forward direction of travel of the vehicle  100 . The outboard, inboard, and inboard-outboard directions are defined as generally normal to (e.g., within 10 degrees of being perpendicular to, or being perpendicular to) the forward direction of travel of the vehicle  100 . 
     It should be noted, however, that the overall path of the door  120 , which may include simultaneous movement via the first movement stage  330  and the second movement stage  340 , may follow a curved or otherwise convoluted path. Movement of the door  120  via the first movement stage  330  and the second movement stage  340  may be mechanically independent such that movement of one does not cause movement of the other (e.g., having separate actuators associated with each of the first movement stage  330  and the second movement stage  340 , a common actuator that is decouplable from each of the first movement stage  330  and the second movement stage  340 , or a cam system that stages movement with the first movement stage  330  and the second movement stage  340 ) or may be mechanically linked such that movement of one of the movement stages  330 ,  340  causes simultaneous movement of the other of the movement stages  330 ,  340  (e.g., with gears, cams). The first movement stage  330  and the second movement stage  340 , including various functions, mechanisms, and operations thereof, are discussed in further detail below. 
     Provision of the second movement stage  340  with the door  120  (e.g., being coupled thereto) to provide the primary for-aft movement of the door  120  stands in contravention and provides various advantages over conventional vehicle bodies with conventional sliding doors. As shown in  FIGS.  4  and  6   , providing the second movement stage  340  (e.g., a rail system  740  as discussed in further detail below) with the door  120 , as opposed to the vehicle body  110 , the doors  120  may extend fore or aft of the vehicle body when in the open position (see  FIG.  4   ) and/or may extend above portions of the vehicle body  110  inwardly adjacent thereto (e.g., maximum height of the vehicle body at a corresponding fore-aft position). In contrast, conventional vehicle bodies typically include tracks along which the conventional sliding door slides, but this arrangement may dictate the shapes and/or movement of such conventional vehicle bodies and sliding doors relative to each other. For example, conventional sliding doors may not extend beyond (e.g., fore or aft) of the conventional vehicle body when in open positions, nor above inwardly adjacent portions of the conventional vehicle body when in open positions. Furthermore, the tracks are located on the exterior of the vehicle body and may be aesthetically unappealing or require integration into other features of the passenger vehicle (e.g., body lines, windows) to mask the appearance thereof. 
     Still referring to  FIGS.  5  and  6   , the vehicle  100  may additionally include one or more closure systems  560  that function to selectively retain the door  120  in the closed position. For example, after the door  120  is moved to the closed position by the door movement actuator, the closure system  560  mechanically couples the door  120  to the vehicle body  110  and/or another of the doors  120  in the closed position. The closure system  560  may, for example, include a latch  562  and a striker  564 . The latch  562  is a selectively operated mechanism that is configured to releasably couple to the striker  564 , the latch  562  being provided on the door  120  (as shown) or alternatively provided in the vehicle body  110 . The striker  564  may be a fixed component that is provided on the other of the vehicle body  110  (as shown) or the door  120  and is configured to be received by the latch  562  to couple thereto. The latch  562  may be mechanically operated (e.g., by a user pulling a handle), electromechanically operated (e.g., by a user providing an input, such as a button press or a voice command, responsive to which the latch  562  is operated), or both (e.g., the latch  562  may be a cinching latch that cinches or releases the striker  564  upon receipt of the user input). 
     Referring to  FIGS.  7  and  8   , the first movement stage  330  is configured as a mount  730  that includes a linkage  732 , while the second movement stage  340  is configured as a rail system  740  that includes a track assembly  742  and a carriage  744 . The linkage  732  is coupled to and extends between the vehicle body  110  and the carriage  744  and is configured to provide movement of the door  120  in the inboard-outboard direction relative to the vehicle body  110 , for example, by pivoting the second movement stage  340  (e.g., the rail system  740 ) and the door  120  relative to the opening  314  of the vehicle body  110 . The track assembly  742  is fixedly coupled to the door  120 , while the carriage  744  is supported by and movable along the track assembly  742  to, thereby, move the door  120  in the fore-aft direction relative to the vehicle body  110 . The track assembly  742  may be considered to define, include, or referred to as a track. 
     The linkage  732  of the mount  730  may, for example, be a four-bar linkage that generally includes a first link  732   a  (illustrated schematically with a heavy weight dashed line) fixedly coupled to or otherwise formed by the vehicle body  110  (e.g., a base, ground, fixed, or frame link), a second link  732   b  (illustrated schematically with a heavy weight dashed line) fixedly coupled to or formed by the carriage  744  (e.g., a coupler or floating link), and a third link  732   c  and a fourth link  732   d  (e.g., crank links) that extend between the first link  732   a  and the second link  732   b . The first link  732   a  defines first and second pivots  732   a ′,  732   a ″ that are located on the vehicle body  110 . The first and second pivots  732   a ′,  732   a ″ are coupled to and about which rotate proximal ends (not labeled) of the third link  732   c  and the fourth link  732   d , respectively. The second link  732   b  defines third and fourth pivots  732   b ′,  732   b ″ that are fixedly located on the carriage  744 . The third and fourth pivots  732   b ′,  732   b ″ are coupled and about which rotate distal ends (not labeled) of the third link  732   c  and the fourth link  732   d , respectively. The linkage  732  may be configured for the door  120  to be substantially parallel with itself between the open and closed positions, for example, being configured as a parallelogram linkage with the first link  732   a  and the second link  732   b  being substantially the same length as each other (e.g., a first length measured between the first and second pivots and between the third and fourth pivots) and the third link  732   c  and the fourth link  732   d  being substantially the same length as each other (e.g., a second length measured between the first and third pivots and between the second and fourth pivots). It should be noted that, while the third link  732   c  and the fourth link  732   d  are each illustrated as being substantially straight between the first and third pivots and the second and fourth pivots, respectively, the third link  732   c  and the fourth link  732   d  may instead follow a convoluted path therebetween. 
     The pivots  732   a ′,  732   a ″,  732   b ′,  732   b ″ define axes about which the third link  732   c  and the fourth link  732   d  rotate. The pivots  732   a ′,  732   a ″,  732   b ′  732   b ″ may be further configured to prevent tilting of the carriage  744  relative to the vehicle body  110  about horizontal axes (e.g., roll and/or pitch directions). For example, the pivots  732   a ′,  732   a ″,  732   b ′,  732   b ″ may be vertically elongated (e.g., including an elongated bushing or bearing) and/or may include two spaced apart hinges (e.g., each hinge including a bushing or bearing). In the case of a pivot including two spaced apart hinges, one of the links may be received within the other of the links (e.g., being nesting links). For example, as shown in  FIG.  9   , the first pivot  732   a ′ on the carriage  744  (as shown) and the second pivot  732   a ″ on the vehicle body  110  include spaced apart hinges (represented by upper and lower blocks on the carriage  744 ), while the fourth link  732   d  (configured as two separate upper and lower members) is received within the third link  732   c  (e.g., itself including spaced apart members or portions, such as being generally C-shaped) in the closed position. 
     The linkage  732  is configured to initially move the door  120  from the closed position substantially in the outboard direction (e.g., within 15 degrees, 10 degrees, 5 degrees or less of the outboard direction). The linkage  732  may be further configured to have a range of motion that prevents or limits any inboard movement at an end of travel away from the closed position, for example, by having a range of travel of 115 degrees, 105 degrees, 95 degrees, or less (e.g., approximately 95 degrees, as shown between  FIGS.  7  and  8   ). The linkage  732  may have a range of motion that is greater than 90 degrees (e.g., between 90 degrees and 115 degrees). 
     As alternatives to the first movement stage  330  being configured as a mount  730  with a linkage  732 , the first movement stage  330  may instead be configured as another mechanism that provides movement in an outboard direction, such as a linear movement stage (e.g., carriage sliding on one or more rails, telescoping mechanism) or other type of pivoting movement stage (e.g., linkage rotating about horizontal axes). 
     The rail system  740 , as referenced above, includes the track assembly  742  and the carriage  744  that is supported thereby and translates (e.g., slides) therealong. The track assembly  742  and the carriage  744  are further configured to constrain relative movement between the track assembly  742  and the carriage  744  to a single degree of freedom, which is a path defined by the track assembly  742  and along which the carriage  744  slides. For example, the track assembly  742  and the carriage  744  may be cooperatively configured to prevent relative movement therebetween, including in directions of vertical translation, lateral translation in the inboard-outboard direction, and rotation about roll, pitch, and yaw axes of the vehicle  100 . 
     The track assembly  742 , for example, includes one or more tracks that are elongated and extend parallel with each other (e.g., in a straight line or other path substantially in the fore-aft direction). The track assembly  742  is fixedly coupled to the door structure  322  of the door  120 . The carriage  744  includes rollers (e.g., wheels or bearings) that movably engage the one or more tracks of the track assembly  742  to slidably support the carriage  744  thereon. The carriage  744  is fixedly coupled to or forms the second link  732   b  of the linkage  732 . 
     Referring to  FIG.  9   , in one example, the track assembly  742  defines an upper horizontal track  942   a , an upper vertical track  942   b , a lower vertical track  942   c , and a lower horizontal track  942   d . The carriage  744  includes upper horizontal rollers  944   a  (e.g., two; one visible in  FIG.  9   ) that are spaced apart from each other in the fore-aft direction and engage the upper horizontal track  942   a  of the track assembly  742  in a substantially horizontal direction, so as to substantially prevent (or limit) lateral movement in the inboard-outboard direction between the track assembly  742  and the carriage  744 . The upper horizontal track  942   a  may, for example, include opposed track surfaces that define a gap into which the upper horizontal rollers  944   a  are positioned, while the upper horizontal rollers  944   a  may include a circumferential surface that is U-shaped in cross-section so as to receive the opposed track surfaces therein. The horizontal engagement of the upper horizontal rollers  944   a  with the opposed track surfaces of the upper horizontal track  942   a  may prevent relative movement between the track assembly  742  and the carriage  744  in the inboard-outboard direction. Moreover, the fore-aft spacing of the upper horizontal rollers  944   a  and resultant spaced apart horizontal engagement of the upper horizontal rollers  944   a  may prevent rotation of the carriage  744  relative to the track assembly  742  about a vertical axis (e.g., a yaw axis). 
     The carriage  744  includes upper vertical rollers  944   b  (e.g., two; one visible in  FIG.  9   ) that are spaced apart from each other in the fore-aft direction and engage the upper vertical track  942   b  of the track assembly  742  in a substantially vertical direction, so as to prevent relative vertical movement between the track assembly  742  and the carriage  744 . The upper vertical track  942   b  may, for example, include a downwardly-extending track surface (as shown) that engages the upper vertical rollers  944   b . Alternatively, the upper vertical track  942   b  may include opposed track surfaces that define a gap into which the upper vertical rollers  944   b  are positioned, with a lower track surface supporting the carriage  744  vertically on the track assembly  742 . The upper vertical rollers  944   b  may include a circumferential surface that is U-shaped in cross-section so as to receive the track surfaces therein. The vertical engagement of the upper vertical rollers  944   b  may prevent relative movement between the track assembly  742  and the carriage  744  in the vertical direction. Moreover, the fore-aft spacing of the upper vertical rollers  944   b  and the resultant spaced-apart horizontal engagement of the upper vertical rollers  944   b  may prevent rotation of the carriage  744  relative to the track assembly  742  about an inboard-outboard axis (e.g., a pitch axis). 
     The lower vertical track  942   c  and the lower horizontal track  942   d  may be configured in the same manner as described above for the upper vertical track  942   b  and the upper horizontal track  942   a , respectively, albeit positioned therebelow and with the lower vertical track  942   c  forming a lower surface that supports the carriage  744  thereon. 
     The carriage  744  may include lower vertical rollers  944   c  (e.g., two; one visible in  FIG.  9   ) that are spaced vertically apart from the upper vertical rollers  944   b  and from each other in the fore-aft direction. The vertical and horizontal spacing of the upper vertical rollers  944   b  (upwardly engaging the upper vertical track  942   b ) and the lower vertical rollers (downwardly engaging the lower vertical track  942   c ) support the carriage  744  on the track assembly  742  and prevent rotation about a pitch axis of the vehicle  100 . 
     The carriage  744  may also include lower horizontal rollers  944   d  (e.g., two; one visible in  FIG.  9   ) that are spaced vertically apart from the upper horizontal rollers  944   a  and from each other in the fore-aft direction. The lower horizontal rollers  944   d  may additionally be positioned between and horizontally engage the opposed track surfaces of the lower horizontal track  942   d . The vertical spacing and engagement of the upper horizontal rollers  944   a  and the lower horizontal rollers  944   d  with the upper horizontal track  942   a  and the lower horizontal track  942   d  may prevent relative rotation between the track assembly  742  and the carriage  744  about a fore-aft axis (e.g., a roll axis). 
     The upper horizontal track  942   a  and the upper vertical track  942   b  may each be provided be as a unitary track structure, such as an upper track structure  942 - 1  (e.g., an extruded and/or machined member of metal, polymer, or combinations thereof), or alternatively may be formed as one or more separate structures that are coupled together. The lower vertical track  942   c  and the lower horizontal track  942   d  may be formed in the same manner as the upper horizontal track  942   a  and the upper vertical track  942   b , for example, being formed as a lower track structure  942 - 2  (e.g., being another unitary track structure) that may in turn be coupled to the upper track structure  942 - 1  and extend in parallel therewith. In one example, the upper track structure  942 - 1  and the lower track structure  942 - 2  are coupled to each other to define a substantially uniform gap  946  therebetween that extends along a fore-aft length of the track assembly  742 . As discussed in further detail below, the upper track structure  942 - 1  and the lower track structure  942 - 2  may be coupled to an outer track structure  948 . 
     The track assembly  742  is coupled to the door  120  and in particular to the door structure  322  or another interior structure thereof. The track assembly  742  may be positioned vertically near a center of gravity of the door  120  (e.g., within 20 percent, 10 percent, or less of an overall height of the door  120 ), so as to reduce the moment of inertia of the door  120  about the track assembly  742 . 
     While one particular arrangement of the track assembly  742  and the carriage  744  is described (e.g., the track and roller arrangements), it should be understood that any other track and roller configuration may be utilized that functions to constrain movement of the carriage  744  relative to the track assembly  742  to one degree of freedom by permitting movement in that one degree of freedom (i.e., along the track), while preventing relative movement therebetween in directions normal to the degree of freedom and in rotational directions relative thereto. 
     As referenced above, movement of the door  120  by the first movement stage  330  (e.g., the mount  730  and the linkage  732  thereof) and the second movement stage  340  (e.g., the rail system  740 ) may be mechanically linked, such that movement by one of the movement stages causes movement by the other stage over at least a portion of the range of travel thereof. For example, the carriage  744  may include a movement transfer system  949  that mechanically links the first movement stage  330  and the second movement stage  340  to cause simultaneous movement thereof, such as by causing movement about the linkage  732  from movement of the carriage  744  along the track assembly  742  and that further causes movement of the carriage  744  along the track assembly  742  from movement about the linkage  732  (e.g., the pivoting of the linkage  732  is mechanically linked to translation of the carriage  744  on the track assembly  742 ). In one example, the movement transfer system  949  includes a first gear  949   a  and a second gear  949   b  that are enmeshed with and cause rotation of each other (e.g., bevel gears having teeth that engage each other and transfer force therebetween). 
     The first gear  949   a  is coupled to and rotates relative to (e.g., is pivotably coupled) the carriage  744  about a fixed axis (e.g., a vertical or upright axis) and is operatively coupled to the linkage  732  to transfer force and cause relative movement therebetween. In particular, the first gear  949   a  is operatively coupled to one of the third link  732   c  or the fourth link  732   d  (e.g., one of the crank links) via a transfer link  949   c . The transfer link  949   c  is rotatably coupled at one end to an intermediate portion of the first gear  949   a  (i.e., between the fixed axis and the gear teeth) and at another end to one of the crank links of the linkage  732  (e.g., one of the third link  732   c  or the fourth link  732   d ) outward of the corresponding pivot on the carriage  744  (e.g., one of the pivots  732   b ′,  732   b ″). The transfer link  949   c , thereby, transfers force between and causes the first gear  949   a  and the linkage  732  to rotate relative to the carriage  744  in a fixed manner (i.e., each position of the first gear  949   a  relative to the carriage  744  corresponds to only one position of the linkage  732  relative to the carriage  744 ). As such rotation of the first gear  949   a  causes or is the result of inboard-outboard motion of the carriage  744  and the door  120  relative to the vehicle body  110 . 
     The second gear  949   b  is coupled to and rotates relative to (e.g., is pivotably coupled to) the carriage  744  about another fixed axis (e.g., a horizontal axis that extends through the uniform gap  946  between the upper track structure  942 - 1  and the lower track structure  942 - 2  of the track assembly  742 ) and is operatively coupled to the track assembly  742  to transfer force and cause relative movement therebetween (e.g., to a cam slot thereof, as described below). The second gear  949   b  is operatively connected to the track assembly  742 . The first gear  949   a  and the second gear  949   b  transfer force between each other and, thereby, between the linkage  732  and the track assembly  742  to cause the pivoting of the linkage  732  and the translation of the carriage  744  to occur simultaneously. 
     More particularly, the second gear  949   b  includes a cam follower  949   d  that slides within a cam slot  948   a  of the track assembly  742  and, in particular, of the outer track structure  948 . The cam slot  948   a  extends along the track assembly  742  and varies in height, such that an upper surface of the cam slot  948   a  engages and applies a downward force to the cam follower  949   d  and a lower surface of the cam slot  948   a  engages and applies an upward force to the cam follower  949   d . The cam follower  949   d  and the cam slot  948   a  thereby engage each other to transfer force between the second gear  949   b  and the track assembly  742  and cause the second gear  949   b  to move relative to the track assembly  742  in a fixed manner (i.e., that each rotational position of the second gear  949   b  relative to the carriage  744  corresponds to only one translational position of the carriage  744  relative to the track assembly  742 , for example, with the cam slot  948   a  continuously changing in height over the fore-aft length thereof). Alternatively, the cam slot  948   a  may include a flat region with a constant height extending parallel with the tracks (e.g.,  942   a ), such that translational movement over the flat region does not cause and prevents rotational movement of the second gear  949   b  and, thereby, the does not cause and prevents movement of the first gear  949   a  and the linkage  732 . 
     The cam slot  948   a  may be formed in an outer track structure  948  that is coupled to the track assembly  742  and positioned outward of the carriage  744 . For example, the outer track structure  948  may run parallel with the track assembly  742  and define a slot therebetween in which the second gear  949   b  is positioned and may move relative to the track assembly  742  and the outer track structure  948  coupled thereto. The outer track structure  948  may also couple the upper track structure  942 - 1  and the lower track structure  942 - 2  to each other to form the track assembly  742  and/or cooperatively form the track assembly  742  therewith. The outer track structure  948  may be formed of any suitable material according to any suitable manufacturing process, such being a cast, stamped, and/or machined metal or polymer material (e.g., aluminum, nylon). 
     In a further example, the movement transfer system  949  may be configured to selectively mechanically link the first movement stage  330  (e.g., the linkage  732 ) and the second movement stage  340  (e.g., the rail system  740 ). For example, the movement transfer system  949  may be configured to disengage the first gear  949   a  with the second gear  949   b  (e.g., by moving one axially from the other, or with use of a clutch mechanism such that torque is not transferred to the linkage  732 ). In still further examples, the first movement stage  330  and the second movement stage  340  are not mechanically linked and instead independently actuated (e.g., with separate actuators). 
     The vehicle  100  additionally includes one or more door movement actuators that cause the door  120  to move relative to the vehicle body  110  via the first movement stage  330  (e.g., the linkage  732 ) and the second movement stage  340  (e.g., the rail system  740 ). In one embodiment, the door movement actuator includes an electric motor  1052  and one or more cables  1054 . The electric motor  1052  functions to transfer force via the cable  1054  between the carriage  744  and the door  120  (e.g., the door structure  322 ) or another component fixedly couple ed thereto (e.g., the track assembly  742 ). Due to the mechanical linking of the linkage  732  and the rail system  740  with the movement transfer system  949 , the door movement actuator further causes the door  120  to move outward relative to the vehicle body  110  via the linkage  732 . Alternatively, the one or more door movement actuator may be a linear actuator (e.g., lead screw or ball screw) or wheel or gear that engages the track assembly  742  to drive the carriage  744  therealong. 
     In the case of the first movement stage  330  (e.g., the linkage  732 ) and the second movement stage  340  (e.g., the rail system  740 ) not being mechanically linked, the vehicle  100  includes one door movement actuator associated with each one of the movement stages. For example, with the first movement stage  330  being configured with the linkage  732 , one of the door movement actuators may include an electric motor and gears that function to transfer torque from the electric motor to the linkage  732  to cause rotational movement thereof, or if instead configured as a linear movement stage instead including a linear actuator (e.g., lead screw, ball screw, etc. operative by an electric motor). With the second movement stage  340  being configured as a rail system, the door movement actuator may be configured as described previously (e.g., a motor and cable, lead screw, ball screw, or wheel or gear that is driven and engages the track assembly  742 ). 
     Referring additionally to  FIG.  14   , when the door  120  in the open position and moving between the open and closed positions, the linkage  732  extends generally inboard from the carriage  744  and through the inboard door panel  352  of the door  120 . The inboard door panel  352  defines an elongated opening  1452   a  through which the mount  730  (e.g., the linkage  732 ) extends as the door  120  and the track assembly  742  move translationally relative to the carriage  744  and, thereby, the linkage  732  as the door  120  is moved between the open and closed positions. The elongated opening  1452   a  is defined between a lower edge of an upper portion of the inboard door panel  352  and an upper edge of a lower portion of the inboard door panel  352  (or trim components coupled thereto). The elongated opening  1452   a  is elongated in the fore-aft direction. 
     The elongated opening  1452   a  may be closed by a flexible cover  1070  that covers the track assembly  742  and other interior components of the door  120  from view in both the closed and open positions of the door  120 . The flexible cover  1070  may, for example, be configured to be in an extended position (depicted in dash-dot lines in  FIG.  14   ) when the door  120  is in the closed position and in a retracted position (depicted in dash-dash lines in  FIG.  14   ) when the door  120  is in the open position. As the door  120  is moved between the closed and open positions, the flexible cover  1070  translates (e.g., slides) relative to the inboard door panel  352  in the fore-aft direction (as indicated by the bi-directional arrows), for example, within or otherwise supported by a cover track (e.g., having an upper cover track  1072   a  and a lower cover track  1072   b ). For example, the flexible cover  1070  may be considered to have a proximal end  1070   a  that may be maintained in substantially constant position relative to the carriage  744  and/or a distal end  1070   b  positioned inside the door cavity  354  of the door  120  between the outboard door panel  350  and the inboard door panel  352 . As the door  120  is moved from the closed position to the open position, the carriage  744  is moved relative to the inboard door panel  352 , the flexible cover  1070  slides along the upper and lower cover tracks  1072   a ,  1072   b , and an intermediate portion of the flexible cover  1070  (between the proximal end  1070   a  and the distal end  1070   b ) is moved into the door cavity  354  of the door  120 , for example, along the upper and lower cover tracks  1072   a ,  1072   b  that extend along the elongated opening  1452   a  and curve and extend outboard into the door cavity  354  (e.g., around the track assembly  742 ). As shown in  FIG.  14   , upper and lower edges of the flexible cover  1070  and/or the upper and lower cover tracks  1072   a ,  1072   b  may be positioned, respectively, above and below the lower and upper edges of the inboard door panel  352  that define the elongated opening  1452   a , so as to be hidden from view. 
     The flexible cover  1070  is configured to be flexible about a generally upright axis (e.g., vertical), while being substantially more rigid about a horizontal axis (e.g., to resist bending between the upper and lower cover tracks  1072   a ,  1072   b ). Referring to  FIG.  15   , in one example, the flexible cover  1070  includes a series of upright members  1574  that are each vertically elongated (i.e., having a height that is substantially greater than a width, such as five, ten, or more times greater) and are pivotably coupled to each adjacent one of the upright members  1574 . The upright members  1574  are individually and cooperatively generally rigid against bending (e.g., to outboard forces applied to the flexible cover  1070  between upper and lower cover tracks  1072   a ,  1072   b ), while being cooperatively flexible about the upright pivot joints formed therebetween. Each of the upright members  1574  may have a generally constant width, such that the upright pivot joints formed therebetween are parallel with each other. While three of the upright members  1574  are illustrated in  FIG.  15   , it should be understood that the flexible cover  1070  may include any suitable number of the upright members  1574 , such as eight, ten, twelve, fifteen, twenty, thirty, or more of the upright members  1574 . 
     In one example, the upright members  1574  each include proximal end  1574   a  (e.g., nearer the carriage  744 ) and a distal end  1574   b  (e.g., further from the carriage  744 ) that form the flexible (e.g., pivot) joint therebetween. For example, the proximal end  1574   a  may form a male portion (e.g., a substantially circular portion with an upright or vertical axis) and the distal end  1574   b  may form a female portion (e.g., a C-shaped portion) that receives the male portion of the adjacent one of the upright members  1574 . The female portion and the male portion may also be referred to, respectively, as a female end and a male end. The upright members  1574  may include planar portions  1574   c  that extend between the proximal ends  1574   a  and the distal ends  1574   b  thereof. The upright members  1574  are configured such that a portion of the flexible cover  1070  (e.g., formed by multiple of the upright members  1574 ) is planar when positioned in the elongated opening and that same portion is curved when positioned in the cavity. 
     The flexible cover  1070  may further include a flexible sheet  1556  that is coupled to an inboard side of the upright members  1574  and covers the upright members  1574  from view from inside the passenger compartment  112 . The flexible sheet  1556  may, for example, be a single- or multi-layer textile and/or extruded polymer (e.g., an elastomer) which may be elastic (e.g., so as to stretch around the upright pivot joints between the upright members  1574  as the flexible cover  1070  travels around the upper and lower cover tracks  1072   a ,  1072   b ). The flexible sheet  1556  may be coupled to the upright members  1574  in any suitable manner. In one example, the flexible sheet  1556  includes (e.g., is coupled to) hooks  1556   a  at upper and lower ends thereof that are configured to hook around upper and lower edges, respectively, of the upright members  1574 . Instead or additionally, the flexible sheet  1556  may be adhered to the planar portions  1574   c  of the upright members  1574 , while not being adhered to the proximal ends  1574   a  and the distal ends  1574   b  thereof so as to allow relative movement (e.g., expansion) between the flexible sheet  1556  and the upright members  1574  at the pivot joint formed therebetween. In alternative configurations, the upright pivot joints may be formed in other manners, for example, with living joints between adjacent ones of the upright members  1574  (e.g., thinned portions of the material that continuously formed the upright members  1574 ) and/or by the flexible sheet  1556 . 
     In an alternative configuration, the door movement system  324  may extend from the door  120  to the vehicle body  110  through a bottom portion of the door  120 . In such case, the door  120  defines a lower opening (e.g., below the inboard door panel  352  instead of the elongated opening  1452   a  within the inboard door panel  352 ). For example, the first movement stage  330  may be coupled to a lower portion of the vehicle body  110  that defines the opening  314 , such as a pillar structure (e.g., an upright structure) or a sill structure (e.g., horizontally elongated structure). In such case, the door  120  may include a bottom opening between the outboard door panel  350  and the inboard door panel  352  through which a structure of the door movement system  324  extends, such as a member coupled to and extending between or otherwise forming the linkage  732  (or another outboard actuator, such as a linear actuator) or the carriage  744 . 
     As described above, one aspect of the present technology is the gathering and use of data available from various sources for passenger transport. The present disclosure contemplates that in some instances, this gathered data may include personal information data that uniquely identifies or can be used to contact or locate a specific person. Such personal information data can include demographic data, location-based data, telephone numbers, email addresses, twitter ID&#39;s, home addresses, data or records relating to a user&#39;s health or level of fitness (e.g., vital signs measurements, medication information, exercise information), date of birth, or any other identifying or personal information. 
     The present disclosure recognizes that the use of such personal information data, in the present technology, can be used to the benefit of users. For example, the personal information data can be used to transport person or objects between desired locations or destinations. Further, other uses for personal information data that benefit the user are also contemplated by the present disclosure. 
     The present disclosure contemplates that the entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal information data will comply with well-established privacy policies and/or privacy practices. In particular, such entities should implement and consistently use privacy policies and practices that are generally recognized as meeting or exceeding industry or governmental requirements for maintaining personal information data private and secure. Such policies should be easily accessible by users, and should be updated as the collection and/or use of data changes. Personal information from users should be collected for legitimate and reasonable uses of the entity and not shared or sold outside of those legitimate uses. Further, such collection/sharing should occur after receiving the informed consent of the users. Additionally, such entities should consider taking any needed steps for safeguarding and securing access to such personal information data and ensuring that others with access to the personal information data adhere to their privacy policies and procedures. Further, such entities can subject themselves to evaluation by third parties to certify their adherence to widely accepted privacy policies and practices. In addition, policies and practices should be adapted for the particular types of personal information data being collected and/or accessed and adapted to applicable laws and standards, including jurisdiction-specific considerations. For instance, in the US, collection of or access to certain health data may be governed by federal and/or state laws, such as the Health Insurance Portability and Accountability Act (HIPAA); whereas health data in other countries may be subject to other regulations and policies and should be handled accordingly. Hence different privacy practices should be maintained for different personal data types in each country. 
     Despite the foregoing, the present disclosure also contemplates embodiments in which users selectively block the use of, or access to, personal information data. That is, the present disclosure contemplates that hardware and/or software elements can be provided to prevent or block access to such personal information data. For example, with passenger transport, the present technology can be configured to allow users to select to “opt in” or “opt out” of participation in the collection of personal information data during registration for services or anytime thereafter. In addition to providing “opt in” and “opt out” options, the present disclosure contemplates providing notifications relating to the access or use of personal information. For instance, a user may be notified upon downloading an app that their personal information data will be accessed and then reminded again just before personal information data is accessed by the app. 
     Moreover, it is the intent of the present disclosure that personal information data should be managed and handled in a way to minimize risks of unintentional or unauthorized access or use. Risk can be minimized by limiting the collection of data and deleting data once it is no longer needed. In addition, and when applicable, including in certain health related applications, data de-identification can be used to protect a user&#39;s privacy. De-identification may be facilitated, when appropriate, by removing specific identifiers (e.g., date of birth, etc.), controlling the amount or specificity of data stored (e.g., collecting location data at a city level rather than at an address level), controlling how data is stored (e.g., aggregating data across users), and/or other methods. 
     Therefore, although the present disclosure broadly covers use of personal information data to implement one or more various disclosed embodiments, the present disclosure also contemplates that the various embodiments can also be implemented without the need for accessing such personal information data. That is, the various embodiments of the present technology are not rendered inoperable due to the lack of all or a portion of such personal information data. For example, destinations may be determined based on non-personal information data or a bare minimum amount of personal information, such as the content being requested by the device associated with a user, other non-personal information, or publicly available information.

Metadata:
Filing Date: 20220714
Publication Date: 20241112
Grant Date: 20241112
Priority Date: 20210910
Inventors: TARGHI, ALI TAVAKOLI
RAFF, Nathan J.
DOAN, THUAN D.
MONROE, DONALD R.
Assignee: APPLE INC
CPC Classifications: [{"code": "E05D15/1081", "inventive": true, "first": false, "tree": "[]"}, {"code": "E05D2015/1089", "inventive": false, "first": false, "tree": "[]"}, {"code": "E05F15/655", "inventive": true, "first": false, "tree": "[]"}, {"code": "E05D2015/1055", "inventive": false, "first": false, "tree": "[]"}, {"code": "E05D15/101", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60J5/06", "inventive": true, "first": true, "tree": "[]"}, {"code": "E05D2015/1089", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60J5/06", "inventive": true, "first": false, "tree": "[]"}, {"code": "E05D15/1081", "inventive": true, "first": true, "tree": "[]"}, {"code": "E05D2015/1089", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60J5/06", "inventive": true, "first": false, "tree": "[]"}, {"code": "E05D15/1081", "inventive": true, "first": true, "tree": "[]"}]
Family ID: 93381512