Stabilizing roller for long guide rail assembly

Abstract

A long rail assembly for repositioning a vehicle seat in a vehicle, the long rail assembly including a fixed long rail and a rail drive assembly configured to be repositionable along the fixed long rail. The rail drive assembly includes an upper channel and a flexible stabilizer roller assembly. The flexible stabilizer roller assembly has a first stabilizer roller and a second stabilizer roller, the first stabilizer roller and the second stabilizer roller being rotatably coupled to respective first wing portions and second wing portions of a flexible wing bracket. The flexible wing bracket has a generally W-shaped cross-sectional profile, wherein the first wing portion and the second wing portion extend from adjacent first side portions and second side portions at a first angle, and the first side portion and the second side portion extend from a central portion at a second angle. The central portion of the flexible wing bracket is fixedly coupled to the upper channel.

Description

[0001] Cross - reference to related applications

[0002] This application claims priority to U.S. Provisional Application No. 63 / 083,137, filed on September 25, 2020, which is incorporated herein by reference in its entirety. Technical field

[0003] The present invention relates to a rail drive assembly that supports a vehicle seat and is configured to travel along a fixed long rail when the vehicle seat is repositioned to another position along the fixed long rail. More specifically, the present invention relates to a long rail drive assembly having a flexible stability roller assembly for absorbing both vertical channel variations and lateral channel variations. Background art

[0004] Sliding mechanisms with stabilizing rolling elements are known for repositioning a vehicle seat along a long rail in a vehicle. One known seat sliding device is disclosed in Publication W.O.2020 / 077209, in which a vehicle seat is coupled to a rail drive assembly that is capable of sliding within a fixed long rail. The rail drive assembly includes wheels configured to travel along an inner track of the fixed long rail. Additionally, stabilizing rolling elements are mounted at an angle to the side walls of the rail drive assembly. The front stabilizing rolling elements and the rear stabilizing rolling elements on each side in the rail drive assembly are operatively coupled by torsion springs extending in the longitudinal direction.

[0005] However, such known seat sliding devices lack spring - loaded stabilizing rollers that are spring - loaded in both the lateral direction and the vertical direction to absorb channel variations. Additionally, the stabilizing rolling elements of such known seat sliding devices include multiple components that may be difficult to assemble. Finally, such an exemplary known seat sliding device lacks spring - loaded stabilizing rolling elements that act as compression springs to resist lateral loads applied to the vehicle seat.

[0006] Accordingly, it is desirable for a rail drive assembly to have a stabilizing roller assembly that is easy to assemble. Additionally, it is desirable to reduce the number of components in the stabilizing roller assembly. It is also desirable for the stabilizing roller assembly to resist front - to - rear loads applied to the vehicle seat. It is further desirable for the stabilizing roller assembly to be able to resist lateral loads applied to the vehicle seat like a compression spring. Finally, it is desirable for the rail drive assembly to have a stabilizing roller assembly that absorbs both vertical and lateral channel variations as well as position changes. Summary of the invention

[0007] The present invention relates to a long rail assembly for repositioning a vehicle seat in a vehicle. The long rail assembly includes a fixed long rail and a rail drive assembly configured to reposition along the fixed long rail. The rail drive assembly includes an upper channel and a flexible stabilizer roller assembly. The flexible stabilizer roller assembly has a first stabilizer roller and a second stabilizer roller, and the first stabilizer roller and the second stabilizer roller are rotatably coupled to respective first wing portions and second wing portions of a flexible wing bracket. The flexible wing bracket has a generally W-shaped cross-sectional profile, wherein the first wing portion and the second wing portion extend from adjacent first side portions and second side portions at a first angle, and the first side portion and the second side portion extend from a central portion at a second angle. The central portion of the flexible wing bracket is fixedly coupled to the upper channel. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The advantages of the present invention will be readily appreciated as the advantages of the present invention become better understood by reference to the following detailed description when considered in conjunction with the accompanying drawings, in which:

[0009] Figure 1 is a cutaway perspective view of a portion of a long rail assembly according to an embodiment of the present invention, the portion including a rail drive assembly having stabilizer rollers connected by a flexible wing bracket;

[0010] Figure 2 is a perspective view of the interior of a vehicle according to an embodiment of the present invention and having a vehicle seat coupled to the Figure 1 long rail assembly in;

[0011] Figure 3 is along a long rail assembly according to an embodiment of the present invention Figure 1 shown in the cross-sectional view taken along section line A-A of Figure 1 the long rail assembly;

[0012] Figure 4 is by Figure 3 the exploded view of the stabilizer rollers connected by the wing brackets of;

[0013] Figure 5 is Figure 3 the end cross-sectional view of the long rail assembly of, which shows the stabilizer rollers and the wing brackets in an unconstrained state;

[0014] Figure 6 is Figure 3 the end cross-sectional view of the long rail assembly of, which shows the stabilizer rollers and the wing brackets in a constrained state;

[0015] FIG. 7 is a cutaway perspective view of a portion of a known long rail assembly having stabilizer rolling elements mounted at an angle to the side walls of the rail drive assembly, which illustrates the stabilizer rolling elements mounted on each side wall of the rail drive assembly connected by torsion springs;

[0016] FIG. 8 is an end cross-sectional view of a known long guide rail assembly of FIG. 7 taken along section line B-B of FIG. 7, which illustrates a stabilizing rolling element mounted at an angle to an adjacent side wall of the guide rail drive assembly. DETAILED DESCRIPTION

[0017] Figures 1 to 6 Illustrated therein is a long guide rail assembly 10 having a guide rail drive assembly 12 configured to displace the guide rail drive assembly 12 along a fixed long guide rail 14 for vehicle seat adjustment according to the embodiments described herein. Directional references used or shown in the specification, drawings, or claims, such as top, bottom, upper, lower, upward, downward, longitudinal, lateral, left, right, etc. are relative terms used for ease of description and are not intended to limit the scope of the invention in any way. Referring to the drawings, like numerals represent like or corresponding parts throughout the several views.

[0018] Figure 1 Illustrated is a long guide rail assembly 10 according to one embodiment of the present invention, the long guide rail assembly 10 having a guide rail drive assembly 12 for adjusting the position of a vehicle seat 18 along a fixed long guide rail 14. Figure 2 Shown is an interior 16 of a vehicle having a plurality of vehicle seats 18, the vehicle seats being connected to a guide rail drive assembly 12 attached to a vehicle floor 20. Figure 3 Shown therein is a cross-sectional view of the long guide rail assembly 10 taken along section line A-A Figure 1 of the long guide rail assembly 10.

[0019] Referring Figure 2, each vehicle seat 18 is supported by at least one leg 28 on opposite side portions 18A, 18B of the vehicle seat 18 and optionally by a front leg 30 and a rear leg 28 on opposite side portions 18A, 18B of the vehicle seat 18. Each rail drive assembly 12 travels along one of the fixed long rails 14 attached to the vehicle floor 20. When the vehicle seat 18 is repositioned between a first seat position 40 and a second seat position 42, each vehicle seat 18 travels along a pair of fixed long rails 14, 14', as shown by the vehicle seat 18' attached to the rail drive assembly 12'. The fixed long rail 14 can extend to any length suitable for the intended application. Similarly, any suitable number of fixed long rails 14 can be positioned on the vehicle floor 20 depending on the needs of the intended application. Since the vehicle seat 18 coupled to at least one rail drive assembly 12 can be repositioned to any seat position 40, 42 along at least one fixed long rail 14, the long rail assembly 10 allows for improved position adjustment of the vehicle seat 18. In some embodiments, the rail drive assembly 12 is a manual rail drive assembly that is manually repositioned along the fixed long rail 14. In other embodiments, the rail drive assembly 12 is a powered rail drive assembly configured to be automatically repositioned along the fixed long rail 14.

[0020] Return to Figure 1 and Figure 3 , the fixed long rail 14 has a generally U-shaped cross-sectional profile 46, a bottom wall 50, opposite first side walls 60 and second side walls 64, an inner cavity 68, and a top wall 70 that has an elongated opening 72 extending in the longitudinal direction. Upper side walls 74, 78 extend between each of the first side wall 60 and the second side wall 64 and terminate at the adjacent top wall 70. The first upper side wall 74 and the second upper edge side wall 78 extend at an angle from the adjacent side walls 60, 64. The fixed long rail 14 is a section formed by stamping, shaping, molding, and / or rolling a metal material, a plastic material, or a combination of a metal material and a plastic material, and has a length selected based on the specific application. It should be understood that the size and shape of the fixed long rail 14 can vary without changing the scope of the present invention. The dimensional portion of the fixed long rail 14 including the cross-sectional profile 46 is selected in part based on well-known engineering calculations, finite element analysis (FEA), and physical testing.

[0021] As Figure 1 and Figure 3It is also shown that the guide rail drive assembly 12 includes: an elongated upper channel 94 having a generally W-shaped cross-sectional profile 96; opposite first side walls 98 and second side walls 100; and a top wall 102 extending between the opposite first side walls 98 and second side walls 100. A shaft 106 extends transversely through a hollow tube 108 extending between the opposite side walls 98 and 100. Wheels 110 are fixedly coupled to each end 106A of the shaft 106. Figure 1 The guide rail drive assembly 12 shown in the embodiment of Figure 1 includes a pair of wheels 110 positioned adjacent opposite ends 94A, 94B of the upper channel 94. Although not shown, the wheels 110 may be replaced by rollers and / or sliders. Any number and / or combination of wheels 110, rollers, and / or sliders may be used when suitable for the intended application. Additionally, each wheel 110 or roller can be rotatably attached to the upper channel 94 using a shaft (not shown) that is fixedly coupled to one of the side walls 98, 100 of the upper channel 94.

[0022] In Figure 1 the embodiment shown in Figure 1 , each pair of wheels 110 is attached to a carrier 112 having a generally inverted U-shaped cross-sectional profile. The carrier 112 includes an upper wall 112A extending between opposite first side walls 112B and second side walls 112C. The shaft 106 passes through holes 112D in each of the opposite first side walls 112B and second side walls 112C. The carrier 112 is fixedly coupled to the upper channel 94.

[0023] As Figure 1 shown in Figure 1 , the guide rail drive assembly 12 includes spaced-apart first flexible stabilizing roller assemblies 116 and second flexible stabilizing roller assemblies 116'. Each of the first flexible stabilizing roller assemblies 116 and second flexible stabilizing roller assemblies 116' is positioned near a respective end 94A, 94B of the upper channel 94.

[0024] Referring Figure 3 to Figure 3 , the flexible stabilizing roller assemblies 116, 116' are fixedly coupled to the lower side portion 102A of the top wall 102 of the upper channel 94. Each flexible stabilizing roller assembly 116, 116' includes a first stabilizing roller 118A and a second stabilizing roller 118B rotatably connected to a flexible wing bracket 120. In Figure 3 the embodiment shown in Figure 3 , the central portion 120A of the flexible wing bracket 120 is welded to the upper channel 94 at two spaced-apart locations 124A, 124B. In some embodiments, the flexible wing bracket 120 is welded to the upper channel 94 at one of the locations 124A, 124B. It should be understood that the flexible wing bracket 120 can be fixedly coupled to the upper channel 94 by other known methods including but not limited to mechanical fasteners, crimping, welding, and press fitting.

[0025] Figure 4 shown is a flexible wing bracket 120 removed from the guide rail drive assembly 12. The flexible wing bracket 120 is a flexible bracket formed of a metallic material such as high-strength low-alloy (HSLA) steel. An exemplary suitable HSLA steel is Society of Automotive Engineers (SAE) grade 980. It should be understood that other grades and types of steel may be used in alternative embodiments without changing the scope of the present invention. Referring to Figure 4 , the flexible wing bracket 120 has a generally W shape, wherein opposite first side portions 120B and second side portions 120C extend from a central portion 120A. Each of the opposite first wing portions 120D and second wing portions 120E extends from adjacent first side portions 120B and second side portions 120C. In Figure 4 the embodiment shown, each of the first side portion 120B and the second side portion 120C is connected to the central portion 120A by a first bending portion 120F. The first wing portion 120D and the second wing portion 120C are connected to the adjacent side portions 120B, 120C by second bending portions 120G. In Figure 4 , the flexible wing bracket 120 has an unconstrained profile 128 (i.e., a “free” profile). The first side portion 120B and the second side portion 120C project from the central portion 120A at an angle 132 of approximately 90 degrees. However, the specific dimensions, shapes, and orientations of the central portion 120A and the first side portion 120B and the second side portion 120C are selected to fit within the upper channel 94. Accordingly, the dimensions, shapes, and orientations of the central portion 120A and the first side portion 120B and the second side portion 120C will vary to accommodate alternative embodiments of the upper channel 94.

[0026] Figure 4 also shown is that the first wing portion 120D and the second wing portion 120E project from the adjacent first side portion 120B and second side portion 120C at an angle 136 of about 40 degrees. It should be understood that in alternative embodiments, the angle 136 between the first wing portion 120D and the second wing portion 120E and the adjacent first side portion 120B and second side portion 120C may vary. For example, in certain embodiments, by way of non-limiting example, the unconstrained angle 136 between the first wing portion 120D and the second wing portion 120E and the adjacent first side portion 120B and second side portion 120C is selected to be between thirty and fifty degrees. It should be understood that the unconstrained angle 136 is selected in part based on the specific profile and dimensions of the fixed long guide rail 14. In Figure 4In the embodiment shown, the flexible wing bracket 120 has a longitudinal length of about 23 mm between opposite first end surfaces 140A and second end surfaces 140B. Additionally, an exemplary flexible wing bracket 120 has a thickness of about 1 mm between opposite first surface 142A and second surface 142B of the central portion 120A. It should be understood that the longitudinal length of the flexible wing bracket 120 between the first end surface 140A and the second end surface 140B can vary without changing the scope of the present invention. Similarly, the thickness of the flexible wing bracket 120 between opposite first surface 142A and second surface 142B can vary without changing the scope of the present invention. As a non-limiting example, the flexible wing bracket 120 is alternatively formed from a sheet material that is stamped, molded, shaped, and / or bent into a desired shape.

[0027] As Figure 4 shown, each of the first wing portion 120D and the second wing portion 120E includes a hole 148 located near the distal end 150 of the first wing portion 120D and the second wing portion 120E and extending between opposite first surface 142A and second surface 142B. The hole 148 is sized and shaped to matingly engage with a shaft 152 extending from the stabilizing rollers 118A, 118B. In the case where the associated shaft 152 is fixedly coupled to the flexible wing bracket 120, the stabilizing rollers 118A, 118B are optionally rotatably coupled to the associated shaft 152. Alternatively, in the case where the stabilizing rollers 118A, 118B are fixedly coupled to the shaft 152, the shaft 152 is rotatably coupled to the flexible wing bracket 120. Additionally, washers 158 are assembled between the flexible wing bracket 120 and the stabilizing rollers 118A, 118B. In some embodiments, the washers 158 are fixedly coupled to the shaft 152, fixedly coupled to the stabilizing rollers 118A, 118B, or the washers 158 are separate components assembled onto the shaft 152.

[0028] In Figure 5 it, the flexible stabilizing roller assemblies 116, 116' are shown assembled with the upper channel 94. The stabilizing rollers 118A, 118B are shown assembled with the flexible wing bracket 120. The flexible wing bracket 120 is sized and shaped such that the distal ends 162 of the stabilizing rollers 118A, 118B have a design interference with the fixed long guide 14. More specifically, when the flexible wing bracket 120 is unconstrained, the distal ends 162 of the stabilizing rollers 118A, 118B extend at least beyond the inner surfaces 74A, 78A of the upper sidewalls 74, 78.

[0029] Figure 6 The flexible stabilizing roller assemblies 116, 116' assembled with the fixed long guide 14 are shown. A comparison of the unconstrained profile 128 and the constrained profile 128' of the flexible wing bracket 120 is shown in Figure 6As shown. Since the unconstrained profile 128 of the flexible wing bracket 120 has a design interference with the fixed long guide rail 14, each of the distal ends 162 of the stabilizing rollers 118A, 118B is pressed inwardly and downwardly during assembly with the fixed long guide rail 14, as shown by the arrow 166. In addition, each of the first side portion 120B and the second side portion 120C of the flexible wing bracket 120 deflects inwardly, as shown by the arrow 168. The flexure of the flexible wing bracket 120 moves the distal end 162 of the unconstrained profile 128 into abutment with the inner surfaces 74A, 78A of the upper sidewalls 74, 78, as illustrated by the distal end 162' of the constrained profile 128'. Since the flexible wing bracket 120 is flexible and acts substantially as a spring, the flexible wing bracket 120 can accommodate dimensional variations of the fixed long guide rail 14 and variations within the guide rail drive assembly 12. The elastic deformation of the flexible wing bracket 120 absorbs channel variations in the up-down direction and the vehicle lateral direction. The elastic deformation during assembly can provide a reaction force to the stabilizing rollers 118A, 118B. Since the stabilizing rollers 118A, 118B contact the fixed long guide rail 14 at an angle, the reaction force from the flexible wing bracket 120 can provide resistance to both up-down direction variations and vehicle lateral variations from the guide rail drive assembly 12. In addition, the elastic deformation of the flexible wing bracket 120 acts as a compression spring during assembly with the fixed long guide rail 14 to resist lateral loads applied to the vehicle seat 18. In addition, the flexible wing bracket 120 helps to center the guide rail drive assembly 12 within the fixed long guide rail 14 because the flexible wing bracket 120 maintains a spring bias that holds the stabilizing rollers 118A, 118B against the upper sidewalls 74, 78 of the fixed long guide rail 14.

[0030] In contrast, FIGS. 7 and 8 show a known exemplary long guide rail assembly 10P having spring-loaded stabilizing roller elements 181, 182. For the sake of brevity, elements that are the same or similar to those used in the embodiment shown above Figures 1 to 6 have the same reference numerals. Referring to FIG. 7, the known long guide rail assembly 10P includes a known guide rail drive assembly 12P configured to travel along a fixed long guide rail 14P. The known guide rail drive assembly 12P includes an upper channel 94 having opposite sidewalls 98, 100 that extend from a top wall 102 to form an inverted U-shape and extend between opposite ends 94A, 94B of the upper channel 94. Wheels 110 are rotatably coupled to the upper channel 94 near each end 94A, 94B of the upper channel 94. As shown in FIG. 8, the fixed long guide rail 14P is generally U-shaped, with opposite sidewalls 60, 64 extending between a bottom wall 50 and a top wall 70 of the fixed long guide rail 14P. A curved portion 198 having a large corner radius 196 extends between each sidewall 60, 64 and an adjacent top wall 70.

[0031] Referring to FIG. 7, known stabilizing rolling elements 181, 182 are rotatably coupled to each sidewall 98, 100 of the upper channel 94P. FIG. 8 is an end cross-sectional view taken along section line B-B of FIG. 7, which shows the stabilizing rolling elements 181, 182 mounted at an angle 183 of approximately 30 degrees with respect to the sidewalls 98, 100 of the upper channel 94P. Each stabilizing rolling element 181, 182 includes a roller 184, upper arms 186, 187, lower arms 188, 189, and support columns 192. Each roller 184 is rotatably coupled to an associated upper arm 186, 187. Each upper arm 186, 187 is rotatably coupled to an associated support column 192. As shown in FIG. 8, each support column 192 is fixedly coupled to an adjacent sidewall 98, 100 at the mounting angle 183, such as approximately 30 degrees. Additionally, upper arm 187 is fixedly coupled to lower arm 189 such that upper arm 187 and lower arm 189 move together as one arm.

[0032] Referring to FIG. 7, a first end 208A of a torsion spring 208 is connected to the lower arm 188 of a known first stabilizing rolling element 181. A second end 208B of the torsion spring 208 is connected to the lower arm 189 of a known second stabilizing rolling element 182. The torsion spring 208 biases the rollers 184 of the stabilizing rolling elements 181, 182 toward the curved portion 198 of the adjacent fixed long guide 14P. Additionally, the torsion spring 208 introduces a longitudinal spring bias into the stabilizing rolling elements 181, 182, as illustrated by arrow 210 in FIG. 7. Additionally, the known stabilizing rolling elements 181, 182 are capable of rotating relative to an associated pivot axis 192, as illustrated by arrow 212. Since the roller 184 is at an angle of approximately 30 degrees with respect to the sidewalls 100, 98 of the upper channel 94, the roller 184 absorbs variations in both the lateral and vertical directions of the fixed long guide 14.

[0033] However, the stabilizing rolling elements 181, 182 of the known long guide assembly 12P shown in FIGS. 7 and 8 require multiple parts, including upper arms 186, 187, lower arms 188, 189, support columns 192, and torsion spring 208. In Figures 1 to 6 the embodiment shown, these components have been replaced by a single flexible wing bracket 120. Compared to the known long guide assembly 12P, the reduction in the number of components directly reduces the cost and complexity of the long guide assembly 12.

[0034] Additionally, the assembly of the flexible wing bracket 120 with the fixed long guide 14 introduces a lateral spring bias load into the flexible wing bracket 120, as illustrated by Figure 6As illustrated by arrow 220 in [reference]. The torsion spring 208 of the known long guide rail assembly 12P introduces a longitudinal spring bias 210 into the stabilizing rolling elements 181, 182. The known long guide rail assembly 12P relies on the combination of the upper arms 186, 187, which are oriented at an angle of approximately 30 degrees with respect to the adjacent side walls 98, 100 of the upper channel 94, and the curved portions 198 of the side walls 60, 64 of the fixed long guide rail 14P to laterally bias the stabilizing rolling elements 181, 182 towards the side walls 60, 64 of the fixed long guide rail 14P. Figures 1 to 6 The flexible wing bracket 120 of the embodiment shown in [reference] actively spring-biases the stabilizing rollers 118A, 118B towards the adjacent upper side walls 74, 78 of the fixed long guide rail 14. Thus, the flexible wing bracket 120 actively laterally stabilizes the upper channel 94 within the fixed long guide rail 14.

[0035] One benefit of the guide rail drive assembly 12 having the flexible stabilizing roller assemblies 116, 116' for the long guide rail assembly 10 is that the flexible stabilizing roller assemblies 116, 116' are easy to assemble due to fewer components. A second benefit of the flexible stabilizing roller assemblies 116, 116' is that the cost is reduced due to the reduced number of components compared to other known spring-loaded stabilizing rollers. A third benefit is that the flexible stabilizing roller assemblies 116, 116' can resist lateral loads applied to the vehicle seat 18 like a compression spring. A fourth benefit is that the flexible stabilizing roller assemblies 116, 116' can absorb both changes in the vertical and lateral channels as well as position changes.

[0036] The present invention has been described in an illustrative manner, and it should be understood that the terms used are intended to be of a descriptive nature rather than restrictive. Given the above teachings, many modifications and variations of the present invention are possible. Therefore, it should be understood that within the scope of the appended claims, the present invention may be practiced in a manner different from that specifically described.

Claims

1. A long guide rail assembly for displacing a vehicle seat along a fixed long guide rail, the long guide rail assembly comprising: The fixed long guide rail having a generally U-shaped cross-sectional profile, the fixed long guide rail including a bottom wall, opposite first and second side walls extending at an angle from the bottom wall, opposite first and second upper side walls extending at an angle from the first and second side walls respectively and terminating at a top wall, an inner cavity defined between the opposite first and second side walls, the first and second upper side walls, and the bottom wall and the top wall, and the fixed long guide rail having an elongated opening longitudinally extending in the top wall; And A guide rail drive assembly configured to be repositionable along the fixed long guide rail, the guide rail drive assembly comprising: An elongated upper channel having a generally inverted U-shaped cross-sectional profile, the upper channel having opposite first and second side walls and a third side wall extending between the first and second side walls; and A flexible stabilizing roller assembly including a flexible wing bracket and first and second stabilizing rollers rotatably coupled to respective first and second wing portions of the flexible wing bracket, the flexible wing bracket having a generally W-shaped cross-sectional profile, wherein the first and second wing portions extend at a first angle from adjacent first and second side portions respectively, and the first and second side portions extend at a second angle different from the first angle from a central portion, and wherein the central portion of the flexible wing bracket is fixedly coupled to the third side wall of the upper channel.

2. The long guide rail assembly according to claim 1, wherein At least a portion of the central portion of the flexible wing bracket and the opposite first and second side portions are configured to fit between the first and second side walls of the upper channel.

3. The long guide rail assembly according to claim 2, wherein: When the flexible wing bracket is unconstrained and spaced apart from the fixed long guide rail, the flexible wing bracket has a first profile; and When the guide rail drive assembly is assembled with the fixed long guide rail, the flexible wing bracket has a second profile different from the first profile.

4. The long guide rail assembly according to claim 3, wherein: The first profile of the flexible wing bracket has a design interference with the fixed long guide rail.

5. The long guide rail assembly according to claim 4, wherein, Assembling the guide rail drive assembly with the fixed long guide rail elastically deforms the flexible wing bracket and introduces a spring bias into the flexible wing bracket, thereby biasing the first and second stabilizing rollers toward the respective first and second upper side walls.

6. The long guide rail assembly according to claim 5, wherein: Each of the first and second wing portions includes a hole; Each of the first and second stabilizing rollers is rotatably coupled to one of a first shaft and a second shaft; And At least a portion of each of the first shaft and the second shaft passes through the hole in a respective one of the first wing portion and the second wing portion.

7. The long guide rail assembly according to claim 6, wherein: The first angle of the first profile of the flexible wing bracket is between about 30 degrees and about 50 degrees.

8. The long guide rail assembly according to claim 7, wherein, The first angle of the first profile of the flexible wing bracket is about 40 degrees.

9. The long guide rail assembly according to claim 5, wherein, The flexible wing bracket is formed of high-strength low-alloy steel.

10. The long guide rail assembly according to claim 9, wherein, The flexible wing bracket is fixedly coupled to the upper channel by a welding point.

11. The long guide rail assembly according to claim 10, wherein, The flexible wing bracket is fixedly coupled to the upper channel by spaced-apart first and second welding points.

12. The long guide rail assembly according to claim 9, wherein, The flexible wing bracket is fixedly coupled to the upper channel by mechanical fasteners.

13. The long guide rail assembly according to claim 7, wherein: The flexible stabilizing roller assembly includes a first flexible stabilizing roller assembly and a second flexible stabilizing roller assembly; and The first flexible stabilizing roller assembly and the second flexible stabilizing roller assembly are spaced apart and fixedly coupled to the third side wall of the upper channel.

14. A guide rail drive assembly for displacing a vehicle seat along a fixed long guide rail, the guide rail drive assembly comprising: An elongated upper channel having a generally inverted U-shaped cross-sectional profile, the upper channel having opposite first and second side walls and a third side wall extending between the first and second side walls; And A flexible stabilizing roller assembly including a flexible wing bracket and first and second stabilizing rollers rotatably coupled to respective first and second wing portions of the flexible wing bracket, the flexible wing bracket having a generally W-shaped cross-sectional profile, wherein the opposite first and second wing portions extend from adjacent first and second side portions at a first angle, and the first and second side portions extend from a central portion at a second angle different from the first angle, and wherein the central portion of the flexible wing bracket is fixedly coupled to the third side wall of the upper channel.

15. The guide rail drive assembly according to claim 14, wherein: When the flexible wing bracket is unconstrained and spaced apart from the fixed long guide rail, the flexible wing bracket has a first profile; and When the guide rail drive assembly is assembled with the fixed long guide rail, the flexible wing bracket has a second profile different from the first profile.

16. The guide rail drive assembly according to claim 15, wherein, Assembling the guide rail drive assembly with the fixed long guide rail elastically deforms the flexible wing bracket and biases the first and second stabilizing rollers toward a respective one of the first and second side portions of the fixed long guide rail.

17. The guide rail drive assembly according to claim 16, wherein, The first angle of the first profile of the flexible wing bracket is between about 30 degrees and about 50 degrees.

18. The guide rail drive assembly according to claim 17, wherein, The first angle of the first profile of the flexible wing bracket is about 40 degrees.

19. The guide rail drive assembly according to claim 18, wherein, The flexible wing bracket is formed of high-strength low-alloy steel.

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