Seat rail assembly

Abstract

A seat track assembly capable of stably maintaining the position of one or more vehicle seats relative to a vehicle floor. The seat track assembly includes an upper track on which a seat is disposed and a lower track mounted to the vehicle floor. The upper track is slidably disposed within the lower track and incorporates an engagement assembly having a double wedge engagement assembly to ensure continuous contact between the lower and upper tracks. A gear box configured to remove impact can be disposed on the upper track to move the upper track relative to the lower track.

Description

[0001] Cross Reference to Related Applications

[0002] This application claims priority to and the benefit of U.S. Provisional Patent Application No. 63 / 107,811, filed October 30, 2020, U.S. Provisional Patent Application No. 63 / 107,822, filed October 30, 2020, and U.S. Provisional Patent Application No. 63 / 107,840, filed October 30, 2020, all of which are incorporated by reference herein in their entireties. BACKGROUND

[0003] Seat rail assemblies are incorporated into vehicles for movably mounting a passenger seat to a vehicle floor. The seat rail assembly generally includes a lower rail mounted to the floor and an upper rail on which the passenger seat is mounted. The upper rail is slidably connected to the lower rail such that the passenger seat can be slid forward or rearward. However, operation of the vehicle can cause vibrations to be transmitted into the seat rail assembly and, in turn, cause a rattle between the lower and upper rails. In addition, manufacturing of the lower and upper rails, particularly in the case of longer rails, can cause variations or fluctuations along the length of the rail. This variation and fluctuation can make it difficult for existing assemblies to maintain consistent contact between the lower and upper rails when encountering such variations or fluctuations, which can also cause the rattle. This rattle is undesirable and can even constitute unacceptable performance.

[0004] To dampen this rattle, existing seat rail assemblies can incorporate a slider assembly that couples the upper rail to the lower rail. However, existing slider assemblies can cause excessive or insufficient sliding resistance or uneven sliding resistance when sliding forward and / or rearward. To achieve proper sliding resistance, existing sliding assemblies are unable to maintain consistent contact between the lower and upper rails, which still results in the undesirable rattle. Accordingly, there is a need for an improved seat sliding assembly. SUMMARY

[0005] Disclosed herein is a seat track assembly for mounting a vehicle seat. In some embodiments, the seat track assembly includes a lower track configured to be mounted to a vehicle floor, the lower track defining a sliding space; an upper track configured to receive a vehicle seat mounted thereon, the upper track being at least partially disposed within the sliding space of the lower track and being slidable relative to the lower track in a first direction or in a second direction opposite the first direction; an engagement assembly disposed within the sliding space of the lower track, the engagement assembly including a lower engagement member and an upper engagement member, the lower engagement member and the upper engagement member being configured to move independently of one another in accordance with movement of the upper track relative to the lower track, the lower engagement member being slidably disposed on the upper track, the upper engagement member being slidably disposed on the lower engagement member and being slidable between a first position and a second position; wherein the lower engagement member is biased in the first direction and the upper engagement member is biased in the second direction toward the first position; and wherein the upper engagement member remains in contact with the lower track and the lower engagement member remains in contact with the upper track when the upper track is slid relative to the lower track in the first and second directions.

[0006] In further embodiments, a surface of the upper engagement member remains in contact with a surface of the lower rail, and a surface of the lower engagement member remains in contact with a surface of the upper rail. In still further embodiments, the surface of the upper rail is an inclined surface, and the lower engagement member is slidably disposed on the inclined surface. In other further embodiments, the surface of the upper engagement member is a side surface of the upper engagement member, and the surface of the lower engagement member is a side surface of the lower engagement member. In other further embodiments, the surface of the upper engagement member is an upper surface of the upper engagement member, and the surface of the lower engagement member is a lower surface of the lower engagement member. In other further embodiments, the surface of the lower rail is an inner surface of the lower rail, and the surface of the upper rail is an outer surface of the upper rail. In other further embodiments, the surface of the lower rail is an outer surface of the lower rail, the surface of the upper rail is an inner surface of the upper rail. In still further embodiments, the upper surface of the upper engagement member remains in contact with an inner surface of the lower rail, and the lower surface of the lower engagement member remains in contact with a surface of the upper rail. In some embodiments, a track is formed on the lower engagement member, and wherein the upper engagement member is configured to engage the track when sliding on the lower engagement member. In still further embodiments, the track has an opposite sign of slope as compared to a slope of the inclined surface of the upper rail, and in still further embodiments, the slope of the rail and the slope of the inclined surface have the same numerical value. In some embodiments, a height of the engagement assembly, measured between the upper surface of the upper engagement member and the lower surface of the lower engagement member, is maximum when the upper engagement member is in the first position. In some embodiments, the lower engagement member is biased in the first direction via a tension spring, and in still further embodiments, a first end of the tension spring is attached to the upper rail and a second end of the tension spring is attached to the lower engagement member. In some embodiments, the upper engagement member is biased in the second direction via a torsion spring, and in still further embodiments, a first end of the torsion spring is attached to the upper engagement member and a second end of the torsion spring is attached to the lower engagement member. In still further embodiments, the torsion spring inhibits travel of the upper engagement member on the lower engagement member beyond the second position. In some embodiments, the lower engagement member includes a stop that inhibits travel of the upper engagement member on the lower engagement member beyond the second position. In some embodiments, the lower engagement member includes a stop that inhibits travel of the upper engagement member on the lower engagement member beyond the first position.

[0007] In some embodiments, the upper rail has a first end and a second end opposite the first end, and wherein the engagement assembly includes a first engagement assembly and a second engagement assembly, the first engagement assembly disposed within the sliding space of the lower rail proximate the first end of the upper rail, and the second engagement assembly disposed within the sliding space of the lower rail proximate the second end of the upper rail, and wherein the lower engagement member of the first engagement assembly remains in contact with a first surface of the upper rail, and the lower engagement member of the second engagement assembly remains in contact with a second surface of the upper rail. In further embodiments, the first surface of the upper rail is a first inclined surface, the second surface of the upper rail is a second inclined surface, and the lower engagement member of the first engagement assembly is slidably disposed on the first inclined surface, the lower engagement member of the second engagement assembly is slidably disposed on the second inclined surface. In still further embodiments, the first inclined surface has an opposite sign of slope compared to the slope of the second inclined surface, and in still further embodiments, the slope of the first inclined surface and the slope of the second inclined surface have the same numerical value.

[0008] In some embodiments, the seat rail assembly further includes a member for controlling lateral displacement of the upper rail and the lower rail relative to one another. In some of these embodiments, the member is supported by the upper rail. In further embodiments, the member remains in contact with both the upper rail and the lower rail, and in some embodiments, the member includes one or more ribs against the lower rail.

[0009] Embodiments herein also relate to a seat rail assembly comprising: a first rail configured to be mounted to a vehicle floor, the first rail defining a sliding space; a second rail configured to receive a vehicle seat mounted thereon, the second rail being at least partially disposed within the sliding space of the first rail and slidable relative to the first rail in a first direction or in a second direction opposite the first direction; an engagement assembly disposed between the first rail and the second rail, the engagement assembly comprising a first surface and a second surface, the first surface and the second surface being configured to move independently of each other in accordance with movement of the second rail relative to the first rail, the first surface being slidably disposed on a sliding surface of the second rail, the second surface being slidable between a first position and a second position; wherein the first surface of the engagement assembly is biased in the first direction and the second surface of the engagement assembly is biased in the second direction towards the first position; wherein, as the second rail slides relative to the first rail, the second surface of the engagement assembly remains in contact with an inner surface of the first rail and the first surface of the engagement assembly remains in contact with the sliding surface of the second rail; and wherein, when the second surface of the engagement assembly is in a first extreme position, a height of the engagement assembly measured between the second surface of the engagement assembly and the first surface of the engagement assembly is maximum. In some embodiments, the sliding surface of the second rail is an inclined surface and the first surface of the engagement assembly is slidably disposed on the inclined surface. In some embodiments, the engagement assembly further comprises a first engagement member and a second engagement member, and wherein the first surface of the engagement assembly is a surface of the first engagement member and the second surface of the engagement assembly is a surface of the second engagement member.

[0010] Embodiments herein also relate to a seat rail assembly for mounting a vehicle seat to a vehicle floor, comprising: a first rail configured to be mounted to a vehicle floor, the first rail defining a sliding space; a second rail configured to receive a vehicle seat mounted thereon, the second rail being at least partially disposed within the sliding space of the first rail and being slidable relative to the first rail in a first direction or in a second direction opposite to the first direction, the second rail having a first end and a second end corresponding to the first direction and the second direction, respectively; a first engagement assembly and a second engagement assembly, the first engagement assembly and the second engagement assembly each being disposed between the first rail and the second rail, the first engagement assembly being positioned proximate to the first end of the second rail and the second engagement assembly being positioned proximate to the second end of the second rail, the first engagement assembly and the second engagement assembly each comprising a first engagement member and a second engagement member, the first engagement member and the second engagement member being configured to move independently of each other in accordance with movement of the second rail relative to the lower rail, the first engagement member being slidably disposed on the second rail, the second engagement member being slidably disposed on the first engagement member and being slidable between a first position and a second position; wherein, when the second rail slides relative to the first rail, the second engagement member remains in contact with the first rail and the first engagement member remains in contact with the second rail. In some embodiments, the first engagement member of the first engagement assembly is biased in the first direction and the second engagement member of the first engagement assembly is biased in the second direction towards the first position, and wherein the first engagement member of the second engagement assembly is biased in the second direction and the second engagement member of the second engagement assembly is biased in the first direction towards the first position. In some embodiments, the first engagement member of the first engagement assembly is biased in the first direction and the second engagement member of the first engagement assembly is biased in the second direction towards the first position, and wherein the first engagement member of the second engagement assembly is biased in the first direction and the second engagement member of the second engagement assembly is biased in the second direction towards the first position.

[0011] Embodiments herein also relate to a mounting assembly for mounting a vehicle seat to a vehicle floor. In such embodiments, the mounting assembly can comprise a first seat rail assembly as variously described above and a second seat rail assembly as variously described above.

[0012] Embodiments herein also relate to a method of assembling a vehicle seat rail assembly. The method can include providing a first rail having a sliding surface, the first rail having a first end and a second end opposite the first end; providing a first engagement member on the sliding surface of the first rail, the first engagement member having a first surface that bears against and is slidable on the sliding surface of the first rail; connecting the first engagement member to the first rail with a first spring such that the first engagement member is biased toward the first end; providing a second engagement member on a second surface of the first engagement member, the second engagement member having a first surface that bears against and is slidable on the second surface of the first engagement member; and connecting the second engagement member to the first engagement member or the first rail with a second spring such that the second engagement member is biased toward the second end. In some embodiments, the method further includes mounting the first rail to a second rail, wherein the second rail has a sliding surface, and wherein the second engagement member has a second surface that bears against and is slidable on the sliding surface of the second rail. In further embodiments, when the first rail slides relative to the second rail in a first direction and an opposite second direction, the second engagement member remains in contact with the second rail and the first engagement member remains in contact with the first rail; and in still further embodiments, the method further includes mounting the second rail to a floor of a vehicle and / or mounting a vehicle seat to the first rail.

[0013] Embodiments herein also relate to methods of assembling a seat rail assembly. The methods can include providing a lower rail defining a sliding space; providing an upper rail at least partially within the sliding space of the lower rail and slidable relative to the lower rail in a first direction or in a second direction opposite the first direction; and installing an engagement assembly between the lower rail and the upper rail, the engagement assembly including a lower engagement member and an upper engagement member configured to move independently of one another in accordance with movement of the upper rail relative to the lower rail, the lower engagement member being slidably disposed on the upper rail, the upper engagement member being slidably disposed on the lower engagement member and slidable between a first position and a second position, wherein the lower engagement member is biased in the first direction and the upper engagement member is biased in the second direction toward a first limit position, and wherein the upper engagement member remains in contact with the lower rail and the lower engagement member remains in contact with the upper rail as the upper rail slides relative to the lower rail in the first and second directions. In some embodiments, an upper surface of the upper engagement member remains in contact with an inner surface of the lower rail and a lower surface of the lower engagement member remains in contact with a surface of the upper rail. In further embodiments, the surface of the upper rail is an inclined surface and the lower engagement member is slidably disposed on the inclined surface. In some embodiments, the methods further include installing the lower rail to a floor of a vehicle and / or installing a vehicle seat to the upper rail.

[0014] The present disclosure also relates to a seat rail assembly including a first rail having a plurality of longitudinally spaced slots and a second rail having a gear box. In these embodiments, the gear box can include at least one drive screw rotatable in a first or second rotational direction, each drive screw having a shaft and a thread configured to engage the plurality of longitudinally spaced slots of the first rail, a lobe disposed on the shaft of the drive screw proximate an end of the thread and configured to engage the plurality of longitudinally spaced slots of the first rail, wherein the lobe is freely rotatable relative to the thread of the drive screw, and a lobe spring configured to bias the lobe in the first rotational direction. In some embodiments, the first rail defines a slide space between the plurality of longitudinally spaced slots. In still further embodiments, the second rail is disposed at least partially within the slide space of the first rail. In some embodiments, the lobe has a limited rotational range about the shaft. In some embodiments, the lobe includes a thread continuous with the thread of the drive screw. In some embodiments, the lobe includes a thread and the thread of the lobe and the thread of the drive screw have an equal pitch. In some embodiments, the lobe has a bore within which the shaft of the drive screw is received, the shaft of the drive screw includes a flat feature, and a pair of angled flat surfaces are formed within the bore of the lobe, and wherein the lobe is rotatable relative to the shaft between a first position where a first angled flat surface of the pair of angled flat surfaces abuts the flat feature and a second position where a second angled flat surface of the pair of angled flat surfaces abuts the flat feature.

[0015] In some embodiments, the second rail includes a second gear box. In these embodiments, the second gear box can include at least one drive screw rotatable in a first or second rotational direction, each drive screw having a shaft and a thread configured to engage the plurality of longitudinally spaced slots of the first rail, a lobe disposed on the shaft of the drive screw proximate an end of the thread and configured to engage the plurality of longitudinally spaced slots of the first rail, wherein the lobe is freely rotatable relative to the thread of the drive screw, and a lobe spring configured to bias the lobe in the first rotational direction.

[0016] Embodiments herein also relate to a gear box for a rail assembly. The gear box can include at least one drive screw rotatable in a first or second rotational direction, each drive screw having a shaft and a thread configured to engage a plurality of longitudinally spaced slots of a rail, a lobe disposed on the shaft of the drive screw proximate an end of the thread and configured to engage the plurality of longitudinally spaced slots of the rail, wherein the lobe is freely rotatable relative to the thread of the drive screw, and a lobe spring configured to bias the lobe in the first rotational direction. In some embodiments, the rail defines a slide space between the plurality of longitudinally spaced slots. In some embodiments, the gear box is disposed at least partially within the slide space of the rail. In some embodiments, the lobe has a limited range of rotation about the shaft. In some embodiments, the lobe includes a thread continuous with the thread of the drive screw. In some embodiments, the lobe includes a thread and the thread of the lobe and the thread of the drive screw have an equal pitch. In some embodiments, the lobe has a bore within which the shaft of the drive screw is received, the shaft of the drive screw includes a flat feature, and a pair of angled flat surfaces are formed within the bore of the lobe, and wherein the lobe is rotatable relative to the shaft between a first position where a first angled flat surface of the pair of angled flat surfaces abuts the flat feature and a second position where a second angled flat surface of the pair of angled flat surfaces abuts the flat feature.

[0017] Embodiments herein also relate to a seat track assembly for mounting a vehicle seat to a vehicle floor. The seat track assembly can include a first track configured to be mounted to a vehicle floor, the lower first track having a plurality of longitudinally spaced apart slots and defining a sliding space; a second track configured to receive a vehicle seat mounted thereon, the second track being at least partially disposed within the sliding space of the first track and slidable relative to the lower track in a first direction or in a second direction opposite the first direction; and a gear box disposed on the second track. In these embodiments, the gear box can include at least one drive screw rotatable in a first or second rotational direction, each drive screw having a shaft and a thread configured to engage the plurality of longitudinally spaced apart slots of the first track; a lobe disposed on the shaft of the drive screw proximate an end of the thread and configured to engage the plurality of longitudinally spaced apart slots of the first track, wherein the lobe is freely rotatable relative to the thread of the drive screw; and a lobe spring configured to bias the lobe in the first rotational direction. Also in these embodiments, the seat track assembly can include an engagement assembly disposed within the sliding space of the first track, the engagement assembly including a first engagement member and a second engagement member, the first engagement member and the second engagement member configured to move independently of one another in accordance with movement of the second track relative to the first track, the first engagement member being slidably disposed on the second track, the second engagement member being slidably disposed on the first engagement member and slidable between a first position and a second position; wherein the first engagement member is biased in the first direction and the second engagement member is biased in the second direction toward the first position; and wherein, when the second track is slid relative to the first track in response to operation of the gear box, the second engagement member remains in contact with the first track and the first engagement member remains in contact with the second track.

[0018] Embodiments herein also relate to a seat track assembly for mounting a vehicle seat to a vehicle floor. The seat track assembly can include a first track configured to be mounted to a vehicle floor, the first track defining a sliding space; a second track configured to receive a vehicle seat mounted thereon, the second track being at least partially disposed within the sliding space of the first track and being slidable relative to the first track in a first direction or in a second direction opposite the first direction; an engagement assembly disposed between the first track and the second track, the engagement assembly being slidably disposed on a ramped surface of the second track; a linear biasing member connecting the engagement assembly to the second track such that the engagement member is biased along the ramped surface of the second track toward a first position; wherein the engagement assembly remains in contact with both an inner surface of the first track and the ramped surface of the second track as the second track slides relative to the first track. BRIEF DESCRIPTION OF DRAWINGS

[0019] The following drawings are included to illustrate certain aspects of the present disclosure, and should not be viewed as exclusive embodiments. The disclosed subject matter can be modified, changed, combined and / or equivalents in form and function without departing from the scope of the present disclosure.

[0020] Figure 1 is an isometric view of an exemplary seat track assembly in accordance with one or more embodiments of the present disclosure.

[0021] Figure 2 is Figure 1 is a cross-sectional end view of the seat track of

[0022] Figure 3 is Figure 1 is a cross-sectional side view of the seat track of

[0023] Figure 4 is Figure 1 is a cross-sectional top view of the seat track of

[0024] Figure 5A and 5B are views of a lower track and an upper track, respectively.

[0025] Figure 6A and 6B is Figure 3 is a side view of the engagement assembly of

[0026] Figure 7A and 7B are partial side views of the engagement assembly depicting example operations.

[0027] Figure 8A and 8BAn example interaction of the engagement assembly and upper rail is shown.

[0028] FIG. 9 shows an example relative movement of the lower and upper engagement members.

[0029] Figure 10A and 10B An alternative example interaction of the engagement assembly on the upper rail is shown.

[0030] Figure 11A and 11B An example noise-reducing lateral control feature that can be integrated on the lower rail in some embodiments is shown.

[0031] Figure 12 An example installation of the lateral control feature in the end of the upper rail is shown.

[0032] Figure 13 is a side view of an alternative engagement assembly.

[0033] Figure 14A and 14B Another alternative engagement assembly is shown.

[0034] Figure 15A-15D A variation of the engagement assembly of FIG. 14 is shown.

[0035] Figure 16A-16C is another alternative engagement assembly.

[0036] Figure 17 An alternative cam engagement assembly according to one or more alternative embodiments is shown.

[0037] Figure 18 An example operation of the engagement assembly of Figure 15B is shown.

[0038] Figure 19 Another alternative engagement assembly is shown.

[0039] Figure 20 A gear box that can be used to drive the seat rail assemblies described herein is shown.

[0040] Figure 21 A partial exploded view of the gear box of Figure 20 is shown.

[0041] Figure 22 An example operation of the drive train of the gear box is shown.

[0042] Figure 23 is an end view of the drive train of Figure 22 is shown.

[0043] Figure 24A and 24BExample operations of the non-spring-loaded (non-active) convex corner and the spring-loaded (active) convex corner in the seat rail assembly are shown respectively.

[0044] Figure 25 An example drive screw configured to limit rotation of the convex angle is shown.

[0045] Figure 26A and 26B An example operation of eliminating wobbling in the gearbox's transmission system is shown.

[0046] Figure 27A and 27B An example operation of eliminating wobbling in the gearbox's transmission system is shown.

[0047] Figure 28A and 28B An example of a convex corner 2004 according to one or more embodiments of the present disclosure is shown.

[0048] Figure 29 An alternative gearbox is shown that can be used to drive the seat rail assembly described herein.

[0049] Figure 30 yes Figure 29 A side cross-sectional view of the gearbox.

[0050] Figure 31 It shows Figure 30 A partial exploded view of the gearbox.

[0051] Figure 32 It shows Figure 31 Example operation of the gearbox transmission system.

[0052] Figure 33 It is shown Figure 29 A partial cross-sectional view of an example operation of the gearbox.

[0053] Figures 34-35 show an example operation of eliminating swaying in the transmission system within the gearbox 2900. Detailed Implementation

[0054] This disclosure relates to seat rail assemblies, and more specifically to seat rail assemblies that support the position of a vehicle seat and allow easy manipulation of the seat without clicking or undesirable resistance.

[0055] Figure 1 This is an isometric view of an example seat rail assembly 100 according to one or more embodiments of the present disclosure. Figure 2 yes Figure 1 Cross-sectional end view of the seat rail assembly 100. Figure 3 yes Figure 1a cross-sectional side view of the seat track assembly 100. Figure 4 is Figure 1 a cross-sectional top view of the seat track assembly 100. The seat track assembly 100 is but one example of a seat track assembly incorporating the principles of the present disclosure. Numerous alternative designs and configurations of the seat track assembly 100 can be employed without departing from the scope of the present disclosure. The seat track assembly 100 supports at least one vehicle seat (not shown) on a vehicle floor (not shown) in a manner that allows the vehicle seat to move relative to the vehicle floor. Also, it should be appreciated that two (or more) seat track assemblies 100 can be utilized to support the left and right hand sides (and possibly a middle region) of a vehicle seat. For simplicity, one seat track assembly 100 is shown and described, but it should be appreciated that any number of seat track assemblies 100 can be used without departing from the present disclosure. Also, while the seat track assembly 100 is described herein with respect to mounting a vehicle seat (or more than one seat) relative to a floor of a vehicle, the seat track assembly 100 can be used to mount a vehicle seat to another surface of a vehicle, such as a ceiling or a side wall. Additionally, while the subject disclosure is presented as a track assembly for movably mounting a vehicle seat to a surface of a vehicle, the seat track assembly 100 can be used to movably mount other objects relative to a surface of a vehicle, such as foot rests, tables, benches, entertainment devices, etc. Furthermore, while the seat track assembly 100 is described as being used in automotive and vehicle applications, the subject matter can be used in other various other non-automotive applications where it is desirable to dampen the click sound between movable components. All such applications are considered to be within the scope of the present disclosure.

[0056] The seat track assembly 100 includes a lower track 102 and an upper track 104. The lower track 102 defines an internal cavity or sliding space 106 within which the upper track 104 is slidably disposed. As described herein, the upper track 104 can slide relative to the lower track 102 with or without an external source of power. Thus, the upper track 104 is slidably movable relative to the lower track 102 in a powered or unpowered manner. In this manner, the upper track 104 is slidably disposed on the lower track 102 such that the upper track 104 can move (or slide) forward or rearward as indicated by arrow X (i.e., the upper track 104 can slide in a forward direction or an opposite rearward direction). For example, when installed in a vehicle, the lower track 102 extends in the X direction which is the forward and / or rearward direction of the vehicle seat, and has a width in the Y direction. As described herein, the lower track 102 can be installed (i.e., placed or fixed in place) on a vehicle floor. Similarly, a vehicle seat can be installed (i.e., placed or fixed in place) on the upper track 104 as described herein.

[0057] Figure 5A A cross-sectional end view of the lower track 102 is shown.Figure 5B A partial perspective view of the end of the upper guide rail 104 is shown. The lower guide rail 102 has a base plate portion 108, a pair of outer plate portions 110 extending upward from both the left and right ends of the base plate portion 108, an upper plate portion 112 extending inward in a left-right direction Y from the upper ends of the left and right outer plate portions 110, and an inner plate portion 114 extending downward from the inner ends of the left and right upper plate portions 112.

[0058] The lower guide rail 102 defines a sliding space 106. The sliding space 106 is a compartment in which at least a portion of the upper guide rail 104 can be received and slid within. The sliding space 106 is surrounded by a base plate portion 108, left and right outer plate portions 110, left and right upper plate portions 112, and left and right inner plate portions 114. The sliding space 106 receives the lower portion of the upper guide rail 104. The sliding space 106 opens upward from the space between the left and right inner plate portions 114. The upper guide rail 104 is mounted such that the upper portion 116 of the upper guide rail 104 protrudes from the area open between the left and right inner plate portions 114 of the lower guide rail 102. Additionally, the sliding space 106 is divided and includes a central space 106a defined between the left and right inner plates 114, and a pair of left and right spaces 106c on both sides of the central space 106a, each of the pair of left and right spaces being defined between the outer plate 110 and the inner plate 114.

[0059] like Figure 1 As shown, a plurality of locking holes 118 are formed in one or both of the right and left inner plate portions 114. The locking holes 118 may be formed intermittently in the X direction and may be used to lock the position of the upper guide rail 104 relative to the lower guide rail 102.

[0060] The upper guide rail 104 includes a pair of side plates 120. For example... Figure 1 and 5B As shown, the pair of side plates 120 include overlapping portions 122a, 122b extending in the X direction. The side plates 120 may be curved or segmented to at least partially surround the left and right inner plates 114 of the lower guide rail 102. In the example shown, when evaluated in cross-section, each of the side plates 120 is generally U-shaped and includes a downwardly extending sidewall portion 124 and an upwardly extending sidewall portion 126 joined together by a bottom portion 128. The downwardly and upwardly extending sidewall portions 124, 126 are spaced apart from each other in the Y dimension, and the plate 114 may extend downward between them. When assembled, portions 124 of the side plates 120 may be positioned between the inner plates 114 of the lower guide rail 102 and within a central compartment 106a of the sliding space 106, and each of the sidewall portions 126 of the side plates 120 may be positioned within the left and right side spaces 106a, 106c. In the example shown, a pair of spacers 502a, 502b are used to laterally support the side plate 120 at the desired width.

[0061] Rollers 130 are disposed on and supported by upper rail 104. In the illustrated example, rollers 130 are rotatably mounted to upwardly extending sidewall portions 126. Rollers 130 roll on a top surface 132 of floor 108 of lower rail 102, thereby slidably supporting upper rail 104 relative to lower rail 102. As described below, in some examples, rollers 130 can be coupled to upper rail 104 via slider members disposed on an inner surface 129 of bottom portion 128 of upper rail 104.

[0062] Referring to Figure 3 Upper rail 104 can have at least one ramped surface 304. As shown, disposed at opposite end portions 302a, 302b of upper rail 104 are a pair of ramped surfaces 304a, 304b. Ramped surfaces 304 form into sidewall portions 126 of upper rail 104. As described below, an engagement assembly 306 is slidably abuttable against each ramped surface 304. In particular, a pair of engagement assemblies 306a, 306b are slidably abuttable against respective ones of ramped surfaces 304a, 304b. Each of engagement assemblies 306a, 306b is also abuttable against an inner upper surface 134 (see Figure 2 ) of upper plate portion 112 of lower rail 102. In this manner, via rollers 130 and engagement assemblies 306a, 306b, upper rail 104 is constrained within slide compartment 106 of lower rail 102 between floor portion 108 and upper plate portion 112.

[0063] Figure 5B An example of an upper rail 104 that can be used for a seat rail assembly of Figures 1-4 is shown. As shown, ramped surfaces 304a, 304b extend along upper rail 104 in the X-direction and each are inclined or skewed upward in the Z-direction as they approach one another (and are inclined or skewed downward in the Z-direction as they extend away from one another and toward their respective end portions 302a, 302b). For example, as Figure 3As shown, the sloped surface 304a proximate the left end 302a has a positive slope, while the sloped surface 304b proximate the right end 302b has a negative slope. In other words, the slopes of the sloped surfaces 304a, 304b have opposite signs (e.g., the sloped surface 304a can have a positive (+) value slope, while the sloped surface 304b can have a negative (-) value slope, or vice versa). The sloped surfaces 304a, 304b are sloped or skewed so as to approach the lower surface 134 of the upper plate portion 112 of the lower rail 102. Moreover, whether the sloped surfaces 304a, 304b have slopes of the same sign or slopes of different signs, the sloped surfaces 304a, 304b can have slopes of equal numerical value (i.e., equal absolute values but opposite signs, or they have slopes that are negative of each other). However, the sloped surfaces 304a, 305b can have slopes of different numerical value. Additionally, the sloped surfaces 304a, 304b can have the same or different lengths of travel. For example, the sloped surfaces 304a, 304b can be skewed in the same direction (i.e., they can both be positive (+) value or negative (-) value slopes), and can extend in such same direction toward the first or second end 302a, 302b of the upper rail 104.

[0064] Figure 6A and 6B An example engagement assembly 306 featuring a double-wedge design is shown in accordance with one or more embodiments of the present disclosure. In particular, Figure 6A A left-hand engagement assembly 306a of Figure 3 is shown, while Figure 6B A right-hand engagement assembly 306B of Figure 3 is shown. The pair of engagement assemblies 306a, 306b can be identical to each other when seated at opposite ends 302a, 302b of the upper rail 104. The engagement assemblies 306a, 306b are seatable on the upper rail 104 within left and right side spaces 106b, 106c of the sliding space 106 defined by the lower rail 102. The engagement assemblies 306a, 306b are slidable on the sloped surfaces 304a, 304b of the upper rail 104.

[0065] The engagement assemblies 306a, 306b each include a lower engagement member 602 and an upper engagement member 604. The lower and upper engagement members 602, 604 are each configured as a wedge-shaped member such that the engagement assemblies 306 incorporate a double-wedge design. The lower engagement member 602 includes a lower inclined surface 606 that abuts and is slidable on the inclined surfaces 304a, 304b of the upper rail 104. Thus, the lower engagement member 602 is slidable on the upper rail 104. In addition, the lower engagement member 602 includes an upper inclined surface 608. The upper engagement member 604 includes a lower contact surface (obscured from view) that abuts and is slidable on the upper inclined surface 608 of the lower engagement member 602. Thus, the upper engagement member 604 is slidable and movable on the upper inclined surface 608 of the lower engagement member 602. Also, the upper engagement member 604 includes an upper surface 610 that abuts and is slidable on the lower surface 134 of the upper plate portion 112 of the lower rail 102. In the example shown, an inclined or skewed channel or track 612 is defined in the lower engagement member 602, and the upper engagement member 604 has a pair of retaining legs 614a, 614b that slide within the track 612 to slidably retain the lower contact surface of the upper engagement member 604 to maintain contact with the upper inclined surface 608 of the lower engagement member 602. The lower engagement member 602 also includes a stop feature 616 that is formed to contact the retaining leg 614a of the upper engagement member 604 and thereby inhibit further travel of the upper engagement member 604 in the track 612.

[0066] Each of the engagement assemblies 306a, 306b also includes a tension spring 620 and a torsion spring 622. The tension spring 620 has a first end 624 connected to the upper rail 104 and a second end 626 connected to the lower engagement member 602. The tension spring 620 exerts a biasing force on the lower engagement member 602, as described below. In other examples, another type of biasing element is used in place of the tension spring 620, such as a torsion spring or a compression spring. The tension spring 620 exerts a biasing force on the lower engagement member 602 that is independent of the direction of travel of the lower or upper rail 102, 104. In other examples not shown, the tension springs 620 are oppositely disposed such that they exert a biasing force that is flipped 180 degrees from the biasing force shown.

[0067] The torsion spring 622 is cocked to bias the upper engagement member 604 toward the stop feature 616. In other examples, the stop feature 616 can be disposed at the opposite end of the track 612 in addition to or in place of that shown. In particular, the torsion spring 622 is disposed within a boss 621 formed on the lower engagement member 602 and exerts a force on the back side 623 of the upper engagement member 604. Thus, the torsion spring 622 biases the upper engagement member 604 to a default position, as described below. Figure 6A and6B As shown, the upper engaging member 604 abuts against the stop feature 616 of the lower engaging member 602. When acted upon by the lower guide rail 102 as described below, the upper engaging member 604 can travel relative to the lower engaging member 602 along the channel or track 612 in a direction opposite to the stop feature 616, resisting the biasing force applied by the torsion spring 622. Figure 7A As shown, the upper engaging member 604 can continue to travel in the opposite direction 702 until it reaches a limit position 704, where further travel is inhibited by the torsion spring 622. Therefore, the torsion spring 622 also serves to prevent the upper engaging member 604 from traveling beyond its limit position on the lower engaging member 602, as described below. Similarly, the torsion spring 622 applies a biasing force to the upper engaging member 604, which is independent of the direction of travel of the lower or upper guide rails 102, 104. In the example shown, the lower engaging member 602 and the upper engaging member 604 are biased in opposite directions, and also in the example shown, the lower engaging member 602 and the upper engaging member 604 are biased toward the maximum thickness of the engaging assembly 306. In other examples not shown, both the lower and upper engaging members 602, 604 are biased by a tension spring, or both are biased by a compression spring, or both are biased by a torsion spring, or both are biased by different types of springs, etc.

[0068] The relative sliding between the lower engaging member 602 and the upper engaging member 604 changes the distance (i.e., the stacking height) between the lower surface 606 of the lower engaging member 602 and the upper surface 610 of the upper engaging member 604, such that each of the engaging assemblies 306a, 306b can maintain continuous support and contact between the inclined surfaces 304a, 304b of the upper guide rail 104 and the lower surface 134 of the upper plate portion 112 of the lower guide rail 102, regardless of vehicle movement or fluctuations or changes caused by manufacturing as described above. For example, in Figure 7A In the middle, the stacking height of the lower and upper connecting members 602 and 604 (i.e., the distance between the lower surface 606 of the lower connecting member 602 and the upper surface 610 of the upper connecting member 604) is minimal when the upper connecting member 604 is in its limit position 704, and when it is in the middle, the stacking height of the lower and upper connecting members 602 and 604 is minimal. Figure 6A and 6B The default position shown is the maximum.

[0069] Accordingly, the engagement assembly 306 remains in contact between the lower rail 102 and the upper rail 104. In particular, the lower engagement member 602 remains in contact with the upper rail 104, while the upper engagement member 604 remains in contact with the lower rail 102. In some examples, however, one or more of the respective engagement assemblies 306 can be flipped upside down, such that the upper engagement member 604 remains in contact with the upper rail 104, and the lower engagement member 602 remains in contact with the lower rail 102. In the illustrated example, the engagement assembly 306 contacts the inner surface of the lower rail 102, but in other examples, the engagement assembly 306 can contact the outer surface of the lower rail 102. Similarly, in the illustrated example, the engagement assembly 306 contacts the inner surface of the upper rail 104, but in other examples, the engagement assembly 306 can contact the outer surface of the upper rail 104. As noted above, the lower engagement member 602 remains in contact with the surface of the upper rail 104, while the upper engagement member 604 remains in contact with the surface of the lower rail 102. The surface of the lower rail 102 and / or the surface of the upper rail 104 that is contacted by the engagement assembly 306 can be an inclined surface. The portion of the engagement assembly 306 that slides on the inclined surface can be a side surface of the engagement assembly 306. For example, the side surface of the upper engagement member 604 can slide on the inclined surface of the upper rail 104, and the side surface of the lower engagement member 602 can slide on the inner surface of the lower rail 102. Accordingly, the engagement assembly 306 can be used to eliminate lateral click noise of the lower rail 102 and the upper rail 104, as well as (or instead of) vertical click noise.

[0070] While Figure 7A The travel or sliding path of the upper engagement member 604 on the lower engagement member 602 is illustrated, but Figure 7B The travel or sliding path of the lower engagement member 602 relative to the upper rail 104 is illustrated. In particular, Figure 7B The lower engagement member 602, which is located on the inclined surface 304 of the upper rail 104, is shown in a default or nominal position 710, but is movable forward or rearward from that position to a first limit position 712 or a second limit position 714. The lower engagement member 602 carries the upper engagement member 604, and the two members together are movable or slidable relative to the upper rail 104 between the first limit position and the second limit position. The tension spring 620 biases the lower engagement member 602 toward the second limit position 714, and as the upper rail 104 travels in the direction 716 relative to the lower rail 102, friction causes the lower engagement member 602 to move downward along the inclined surface 304 in a sliding direction 718 with minimal impact on the sliding force / resistance, together with the upper engagement member 604 carried thereon and inhibited from moving relative to the lower engagement member 602 due to the detent feature 616.

[0071] The slope or inclination of the sloped surfaces 304a, 304b of the upper rail 104 helps accommodate any changes in the gap between the lower and upper rails 102, 104 that can occur during manufacturing or movement of the vehicle. As shown in Figure 7B When the upper engagement member 604 is fully biased against the stop feature 616 on the lower engagement member 602 (in the sliding direction 718), the upper surface 610 of the upper engagement member 604 is relatively higher when the lower engagement member 602 is in the second position 714 than it is when the lower engagement member 602 is in the other extreme position 712 due to the slope of the sloped surfaces 304a, 304b of the upper rail 104.

[0072] Referring back to Figure 7A which shows the sliding or travel path of the upper engagement member 604 relative to the lower engagement member 602, the upper engagement member 604 is configured to slide within the track 612 formed in the lower engagement member 602 and is limited between a first extreme position (at which the upper engagement member 604 abuts the stop 616) and a second extreme position (at which the upper engagement member 604 fully travels in the direction 702 until the torsion spring 622 limits any further travel). In another example, the stop feature 616 can be located on opposite ends of the track 612. By placing the stop feature 612 on one end of the track 612, the upper engagement member 604 can be slid onto the lower engagement member 602 during assembly. In even other examples, the stop feature 616 can be located on both ends of the track 612 and the upper engagement member 604 can be snapped onto the track 612 of the lower engagement member 602 during assembly.

[0073] When not subject to sufficient frictional forces from movement of the lower rail 102 or the upper rail 104 (i.e., when installed in a vehicle, e.g., with a seat and / or when a user is on it), the engagement assembly 306 is designed to be in a default or nominal position 710 as shown in Figure 7B When in the default or nominal position 710, the lower engagement member 602 is substantially centered along the length of the sloped surface 304 of the upper rail 104 and the upper engagement member 604 is biased to an extreme position at which it presses against the stop feature 616 in the direction of the spring force applied by the torsion spring 622 (see Figure 7A). When the lower engagement member 602 is centered along the ramped surface 304, in the default or nominal position 710, the engagement assembly 306 has sufficient range of travel along the ramped surface 304 of the upper rail in either direction 716 or opposite direction 720 to accommodate the expected vertical stack variation between the lower and upper rails 102, 104 (due to manufacturing tolerances) that can be encountered as the upper rail 104 moves relative to the lower rail 102. Also, the upper engagement member 604 has sufficient range of travel along the deflection track 612 of the lower engagement member 602 to accommodate any vertical stack variation between the upper rail 104 and the lower rail 102 that can be encountered as the upper rail 104 moves relative to the lower rail 102 in the opposite direction 720. This relative movement of the upper engagement member 604 and the lower engagement member 602 ensures continuous contact between the lower rail 102 and the upper rail 104 while preventing any binding between the rails 102, 104. For example, as the car seat and the upper rail 104 move in the direction 716, the lower engagement member 602 is displaced in the downward direction 718 along the ramped surface 304 of the upper rail 104 with minimal impact on the sliding force or resistance. Conversely, as the car seat and the upper rail 104 move in the opposite direction 720, the upper engagement member 604 can be displaced in the downward direction 702 along the track 612 of the lower engagement member 602 with minimal impact on the sliding force or resistance. This relative movement of the upper engagement member 604 and the lower engagement member 602 prevents binding while maintaining continuous contact between the upper rail 104 and the lower rail 102.

[0074] For example, if the gap between the lower rail 102 and the upper rail 104 decreases as the upper rail 104 moves in the opposite direction 720, the upper engagement member 604 can be displaced in the downward direction 702. Alternatively, if the gap remains constant or becomes larger as the upper rail 104 moves in the direction 720, no binding should occur and the upper engagement member 604 will not move. If the gap becomes larger as the upper rail 104 moves in the opposite direction 720, the spring 620 should bias the lower engagement member 602 along the ramped surface 304 toward the nominal position to maintain continuous contact between the upper rail 104 and the lower rail 102.

[0075] Figure 8A and 8B Other aspects are shown that illustrate how the engagement assembly 306 interacts with the upper rail 104. As Figure 8AAs shown, the upper rail 104 can include slots 802a, 802b for receiving a portion of the lower engagement member 602, as described below. The slots 802a, 802b are disposed below the inclined surfaces 304a, 304b, respectively, and the slots 802a, 802b can be inclined or skewed in an orientation that matches the orientation of their respective inclined surfaces 304a, 304b. Thus, the first slot 802a can have the same slope or inclination as the inclined surface 304a, and the other slot 802b can have the same slope or inclination as the other inclined surface 304b. For example, the slots 802 and their corresponding inclined surfaces 304 can be parallel to each other (i.e., the slot 802a is parallel to the inclined surface 304a, and the slot 802b is parallel to the inclined surface 304b). In this manner, the lower engagement member 692 (and the engagement assembly 306) moves linearly along a linear path defined by the slots 802 and their respective inclined surfaces 304. Thus, in examples in which the orientation of either or both of the inclined surfaces 304a, 304b changes (i.e., flips), the orientation of the slots 802a, 802b can change accordingly. Also, the lower engagement member 602 of the engagement assemblies 306a, 306b can have a pair of legs 810, 812 that are spaced apart from each other to define a channel 814. When assembled, the lower engagement member 306 rides on the inclined surface 304 with the spaced apart legs 810, 812 straddling the side wall 126 of the upper rail 104 such that a portion 816 of the side wall 126 proximate the inclined surface 304 is inserted within the channel 814 of the lower engagement member 602. Thus, the dimensions of the spaced apart legs 810, 812 and the corresponding channel 814 formed thereby are determined according to the thickness of the portion 816 of the side wall 126 of the upper rail 104. Also, a guide pin 818 is provided on the lower engagement member 602 and is arranged to be received within a corresponding guide slot 802a or 802b. Here, the guide pin 818 is provided on the leg 812 and protrudes therefrom into the channel 814; however, the guide pin 818 can instead be provided on the other leg 810, or a pin can be provided on both legs 810 and 812. When assembled, the lower engagement member 306 rides on the inclined surface 304 with the portion 816 of the side wall 126 proximate the inclined surface 304 inserted within the channel 814 of the lower engagement member 602, and the guide pin 818 rides within the guide slot 802 to help retain the engagement assembly 306 on the upper rail 104.

[0076] Figure 9A and 9B Relative movement of the lower engagement member 602 and the upper engagement member 604 in accordance with one or more examples of the present disclosure is shown. As Figure 9AAs shown, the lower engagement member 602 travels along the primary path 902 along the inclined surface 304 of the upper rail 104, and the upper engagement member 604 travels along the secondary path 904 along the upper surface 608 (and within its channel or track 612) of the lower engagement member 602. The inclined surface 304 can be oriented at various angles Θ relative to the horizontal, such that the corresponding path 902 can similarly be oriented at various angles Θ relative to the horizontal. In the example shown, the inclined surface 304 and the corresponding primary path 902 are oriented at an angle Θ of 6 degrees. Also, the upper surface 608 (and channel or track 612) of the lower engagement member 602 can be oriented at various angles Θ' relative to the horizontal, such that the corresponding secondary path 904 can similarly be oriented at various angles Θ' relative to the horizontal. In the example shown, the inclined surface 304 and the corresponding path 902 are oriented at an angle Θ' of 6 degrees. The angles Θ, Θ' can vary depending on the amount of play or looseness between the rails 102, 104 and based on the amount of travel of the rails 102, 104.

[0077] Figure 9B An alternative example interaction of the engagement assembly 306 on the upper rail 104 is shown. In this example, the lower engagement member 602 includes a single wall 810 and no guide pin. Figure 9A The extent of movement of the lower and upper engagement members 602, 604 is shown. The tension spring 620 exerts a force on the lower engagement member 602, thereby pulling the lower engagement member 602 (and the engagement assembly 306) as shown by arrow 906. The system can be designed to provide different amounts of travel X' of the lower engagement member 602 in the direction 906. Here, for example, the lower engagement member 602 is configured to allow up to 8 mm of travel X' in the direction 906 from a default or nominal position. In the example shown, the movement of the lower engagement member 602 is constrained or limited between the wall portions 910, 912 of the upper rail 104. For example, the slot 802 (see Figure 8A ) can be designed to have a suitable size to allow the desired amount of travel X' in the direction 906 from the default or nominal position. Also, the torsion spring 622 exerts a force on the upper engagement member 604, thereby pushing the upper engagement member 604 in the opposite direction shown by arrow 908, and in use, the upper engagement member can travel a distance X" in the opposite direction of arrow 908. Here, for example, the upper engagement member 604 is configured to allow up to 8 mm of travel X" in the opposite direction of arrow 908.

[0078] Figure 10A and 10B An alternative example interaction of the engagement assembly 306 on the upper rail 104 is shown. In this example, the lower engagement member 602 includes a single wall 810 and no guide pin.

[0079] Figures 11A-11BAn example lateral control feature 1102 that reduces the click and thus the noise between the various components is shown. The lateral control feature 1102 can be disposed in the inner surface of the U-shaped side panel 120 of the upper rail 104. As shown, the lateral control feature 1102 can be mounted on the inner surface 1104 of the recess 1106 defined between the inner wall portion 1124, the outer wall portion 1126, the bottom wall portion 1128.

[0080] Figure 11B A lateral control feature 1102 according to one or more examples is shown. In the example shown, each lateral control feature 1102 is a U-shaped member that includes an inner wall portion 1124, an outer wall portion 1126, and a curved bottom wall portion 1128 connecting the inner wall portion 1124 and the outer wall portion 1126. The inner wall portion 1124, the outer wall portion 1126, and the bottom wall portion 1128 define a channel 1130 into which the left and right inner panels 114 of the lower rail 102 will extend when assembled. When assembled, the inner wall portion 1124 will abut the downwardly extending side wall portion 124 of the upper rail 104, the outer wall portion 1126 will abut the upwardly extending side wall portion 126 of the upper rail 104, and the curved bottom wall portion 1128 will abut the bottom portion 128 of the upper rail 104. The lateral control feature 1102 includes a pair of outer locking tabs 1132 and inner locking tabs 1134 that engage the edges of the recess formed in the upper rail as described below. One or more extruded ribs 1136 can be disposed within the channel 1130 to ensure continuous contact and dampen the click. The extruded ribs 1136 are disposed on the inner surface of the inner wall portion 1124 and, when fully assembled, will contact the left and right inner panels 114 of the lower rail 102 (see Figure 2 ). The ribs 1136 can have various configurations and / or dimensions, for example, as shown, the ribs 1136 can be round and elongated. In other examples, leaf springs are used instead of ribs. In other examples, both ribs and leaf springs are used (on the same side or on opposite sides). The lateral control feature 1102 including the extruded ribs 1136 can be made of a non-metallic material, such as plastic, to avoid metal-to-metal contact. By contacting the left and right inner panels 114 of the lower rail 102, the lateral control feature 1102 mounted in the upper rail 104 will ensure continuous contact between the lower and upper rails 102, 104 while avoiding metal-to-metal contact. In addition, holes 1140 are formed in the lateral control feature 1102 to provide clearance and accommodate the rollers 130 and also provide egress for debris through the system.

[0081] Figure 12An example installation of the lateral control feature 1102 in the end of the upper rail 104 is shown. In the example shown, a cutout 1202 has been formed at the end of the upper rail 104 to accommodate the lateral control feature 1102. As described above, the outer and inner locking tabs 1132, 1134 of the lateral control feature 1102 allow it to snap into place when the outer and inner locking tabs 1132, 1134 engage the edges of the cutout 1202, thereby locking the lateral control feature 1102 in the channel 1130. Also, the cutout 1202 provides clearance to accommodate the roller 130, and provides an exit for debris to pass through the hole 1140 in the lateral control feature 1102 and out of the system.

[0082] Figure 13 An alternative engagement assembly 1300 according to one or more alternative embodiments is shown. In the example shown, the alternative engagement assembly 1300 includes a single engagement member 1302 (or single "wedge"). Thus, in contrast to the engagement assembly 306 described above that uses a pair of engagement members 602, 604 (i.e., a pair of "wedges") and can be referred to as a dual wedge design, the engagement assembly 1300 can be referred to as a single wedge design. Here, the engagement member 1302 includes a lower surface 1304 that, when assembled, abuts and slides over the inclined surface 304 of the upper rail 104. Also, the engagement member 1302 includes an upper surface 1306 that, when assembled, abuts and slides over the lower surface 134 Figure 13 (not shown in FIGS. 1-3) of the upper plate portion 112 of the lower rail 102.

[0083] Figure 14A and 14B An alternative engagement assembly 1400 according to one or more alternative embodiments is shown. In contrast to the engagement assembly 306 described above that uses a pair of spring-loaded engagement members 602, 604 (i.e., a pair of spring-loaded "wedges"), the engagement assembly 1400 uses a spring-loaded rotational feature (or cam), as described below. Figure 14A is an exploded view of the alternative engagement assembly 1400. Figure 14B is a front cross-sectional view of the alternative engagement assembly 1400 when assembled on the upper rail 104 but without the slider feature described below.

[0084] As shown, the engagement assembly 1400 includes a hub member 1402, a cam 1404, and a slider member 1406. The hub member 1402 is mounted on the upper rail 104. In the example shown, the hub member 1402 is mounted on a tab 1410 of the upper rail 104, and the hub member 1402 includes an inner bore 1408 that is keyed to fit over the tab 1410 so as to inhibit rotation of the hub member 1402 about the tab 1410. The hub member 1402 includes an outer circular sliding surface 1412 on which the cam 1404 is configured to rotate. The cam 1404 includes a bore 1414, and is mounted on the hub member 1402 so that the bore 1414 of the cam 1404 slides on the outer circular sliding surface 1412 of the hub member 1402. The cam 1404 also includes a cam surface 1416 on which the slider member 1406 is disposed. The slider member 1406 includes a lower surface (not shown obscured) that engages the cam surface 1416, and the slider member 1406 also includes an upper surface 1418 that will engage the lower surface 134 Figure 13 (not shown) of the upper plate portion 112 of the lower rail 102. Although not shown, a biasing member (e.g., a torsion spring) can be supported on the hub member 1402 and have a free end that is captured or held by a feature (e.g., a protrusion) on the cam 1404 so that the cam 1404 is biased to a default position, and if the cam 1404 has been rotated clockwise or counterclockwise away from the default position, the cam 1404 is pushed back to the default position by the biasing member. Alternatively, a coil spring can be used to bias the cam 1404, with a first end of the coil spring connected to the upper rail 104 and a second end of the coil spring connected to the cam 1404, as described in other examples above. For example, a torsion spring or a tension spring can be used to bias the cam 1404 so that it is a spring-loaded cam. In the example shown, the slider member 1406 is not spring-loaded, but in other examples it can be spring-loaded with a torsion spring or a tension spring. In some examples, a feature 1420 is provided to help retain the hub member 1402 on the tab 1410 of the upper rail 104, e.g., a deformable feature for retaining the bore 1408 of the hub member 1402 on the top radius of the tab 1410. The feature 1420 can be a snap-fit feature (or finger) that is integral with the hub member 1402 that snaps into place when the hub member 1402 is inserted onto the tab 1410, and thereby secures the hub member 1402 to the tab 1410 of the upper rail 104.

[0085] The slider member 1406 can have various lower surface configurations. Figures 15A-15D Alternative lower surface configurations of the slider member 1406 are shown in accordance with various aspects of the present disclosure. In particular, Figure 15AThe slider member 1406 of FIG. 14 is shown, where the slider member 1406 includes a circular slider surface 1502 that is configured to be in full contact with the cam surface 1416 of the cam 1404, as indicated by arrow 1504. As seen in Figure 15A This design improves the interface / engagement between the cam 1404 and the slider member 1406. As the upper rail 104 translates relative to the lower rail 102, the slider member 1406 remains in full contact with the cam 1404 due to the matching curvature of the slider surface 1502 and the cam surface 1416, even during rotation of the cam 1404 as indicated by arrow 1506. In some examples, the slider member 1406 can include a retention leg feature that hooks around a portion of the cam 1404 such that the slider member 1406 is slidably retained on the cam 1404. Also, the cam lock angle can vary within a tolerance range, for example, from about 8 degrees.

[0086] Figure 15B The slider member 1406 of FIG. 14 is shown, where the slider member 1406 includes a flat angled slider surface 1508 that is configured to be in contact with the cam surface 1416 of the cam 1404 at a single point 1510. The single point 1510 is normal to the angled flat slider surface 1508. The flat angled slider surface 1508 can improve the interface with the lower surface 134 (of the lower rail 102) because the single point 1510 of contact increases the degrees of freedom in both directions of travel, and the geometry of the cam 1404 and its surface 1416 can be modified to maintain a constant lock angle. The operation of the slider member 1406 incorporating the flat angled slider surface 1508 is described below with reference to Figure 18

[0087] Figure 15C The slider member 1406 of FIG. 14 is shown, where the slider member 1406 includes a flat slider surface 1512 (i.e., no angle) that is also configured to be in contact with the cam surface 1416 of the cam 1404 at a single point 1514 that is normal to the flat slider surface 1512. The flat slider surface 1512 can improve the interface with the lower surface 134 (of the lower rail 102) because the single point 1514 of contact increases the degrees of freedom in both directions of travel, and the geometry of the cam 1404 and its surface 1416 can be modified to maintain a constant lock angle.

[0088] Figure 15D The slider member 1406 of FIG. 14 is shown, where the slider member 1406 includes a semi-circular or partial circular slider surface 1516. In contrast to the circular slider surface 1502 of Figure 15A Figure 15D ​​The semi-circular or partial circular slider surface 1516 is shorter, and thus has fewer points of contact 1518. However, it should be understood that Figure 15D The semi-circular or partial circular slider surface 1516 can have a greater or even a lesser length than shown. Figure 15D The semi-circular or partial circular slider surface 1516 also improves the interface with the lower surface 134 (of the lower rail 102).

[0089] Figures 16A-16C An alternative engagement assembly 1600 using a cam 1404 is shown, in accordance with one or more alternative embodiments. In this example, a single cam 1404 is used. As shown, the cam 1404 can rotate as shown by arrow 1602 to absorb (or cancel out) height variations 1604 that can be prevalent in the lower rail 102 and result from manufacturing long lower rails 102 as described above.

[0090] Figure 16B and 16C An example operation of the engagement assembly 1600 is shown. In Figure 16B , the lower rail 102 and upper rail 104 are moved relative to each other, the lower rail 102 is moved in direction 1612, the upper rail is moved in direction 1614, and the cam 1404 is subjected to a cam spring force 1616. Here, the motion 1612 of the lower rail 102 is directed opposite the direction of the spring force 1616, resulting in an applied force 1620 as shown being applied to the cam surface 1416, where the applied force 1620 includes both the normal force plus any frictional force. The frictional force can be consistent based on the spring output.

[0091] In Figure 16C , the lower rail 102 and upper rail 104 are moved relative to each other in opposite directions as shown in Figure 16B , where the lower rail 102 is moved in direction 1632, the upper rail is moved in direction 1634, and the cam 1404 is subjected to the same cam spring force 1616. Here, the motion 1632 of the lower rail 102 is in the same direction as the application of the spring force 1616, resulting in an applied force 1640 as shown being applied to the cam surface 1416.

[0092] Figure 17An alternative cam engagement assembly 1700 is shown in accordance with one or more alternative embodiments. In the example shown, the engagement assembly 1700 is a double cam engagement assembly having a first cam 1702 and a second cam 1704. The first and second cams 1702, 1704 overlap one another. The first cam 1702 is slidably disposed on the outer circular sliding surface 1412 of the hub member 1402. The second cam 1704 is slidably disposed on the outer cam surface 1706 of the first cam 1702. The second cam 1704 includes an outer cam surface 1708 that contacts or abuts the inner surface of the lower rail 102. Thus, the first cam 1702 can be referred to as an inner cam and the second cam 1704 can be referred to as an outer cam. The first cam 1702 is subject to a cam spring force 1710. Here, the lower rail 102 and the upper rail 104 are moved relative to one another with the lower rail 102 moving in a direction 1712 and the upper rail 104 moving in a direction 1714. This movement results in an applied force 1720 as shown being applied to the surfaces of the cams, where the applied force 1720 includes both a normal force plus any frictional forces.

[0093] Figure 18 An example operation of the engagement assembly of Figure 15B is shown. In this example, the slider member 1406 includes a flat angled slider surface 1508 that is configured to contact the cam surface 1416 of the cam 1404 at a single point 1510. Here, the lower rail 102 and the upper rail 104 are moved relative to one another with the lower rail 102 moving in a direction 1802 and the upper rail 104 moving in an opposite direction 1804 resulting in an applied force 1820 being applied at the interaction of the flat angled slider surface 1508 and the cam surface 1416 and between the inner surface of the lower rail 102 and the upper surface of the slider member 1406.

[0094] Figure 19An alternative engagement assembly 1900 according to one or more alternative embodiments is shown. In the illustrated example, the engagement assembly 1900 is a double wedge engagement assembly having a first wedge 1902 and a second wedge 1904. The first wedge 1902 is biased in a first direction 1906 via a first biasing member 1908, and the second wedge 1904 is biased in a second direction 1910 via a second biasing member 1912. Here, the first and second biasing members 1910, 1912 are tension springs; however, as described herein, other types of biasing members can be used without departing from the present disclosure. In the illustrated example, the first wedge 1902 includes a lower surface 1914 that is slidable on a surface 1916 of the upper rail 104, and the second wedge 1904 includes an upper surface 1918 that is slidable on a surface 1920 of the lower rail 102, as described herein. Also, the first wedge 1902 includes an upper inclined surface 1922, and the second wedge 1904 includes a lower inclined surface 1924 that rides against and slides on the upper inclined surface 1922 of the first wedge 1902, as described herein.

[0095] Embodiments herein relate to a seat rail assembly 100 that uses a relatively long rail (or track) 102 that engages repeating slots 118 to drive and hold a load. Even when manufactured to tight tolerances, there can be backlash (e.g., impact, wander, or wobble) in the system that exceeds customer requirements. A gear box with a drive screw is used to drive the upper rail 104 within the lower rail 102, and this longitudinal wobble can be suppressed by modifying the internal components of the gear box and how the screw of the gear box engages the longitudinal slots 118 in the lower rail 102. Accordingly, the gear box can be provided with one or more active cam features to remove longitudinal wander between the drive screw threads of the gear box and the lower rail slots 118. As described herein, the active cam can be seated on the outside of the support plates of the gear box such that the longitudinal wander between the drive screw threads and the slots 118 is removed, and the longitudinal wander that would otherwise exist between the various support end plates is eliminated from within the gear box.

[0096] Figure 20 A gear box 2000 that can be used to drive the rail assemblies described herein according to one or more embodiments of the present disclosure is shown. In the illustrated example, the gear box 2000 is attached to the upper rail 104 and is operable to drive or translate the upper rail 104 relative to the lower rail 102. As described below, the gear box 2000 includes a drive screw and is configured to manage or eliminate backlash caused by the gap or clearance between the drive screw and the lower rail slots 118.

[0097] Here, the gear box 2000 includes at least one drive screw 2002, a lobe 2004 associated with each of the at least one drive screw 2002, and a housing 2006 within which the drive screw 2002 and associated lobe 2004 are disposed. As described below, the lobe 2004 is spring-loaded (in other words, an "active lobe") such that it can operate to remove a gap that can otherwise exist between the drive screw 2002 and the slots 118 in the lower rail 102. The housing 2006 can include one or more legs 2008 that are configured to be inserted into corresponding slots (not shown) in the upper rail 104 (not shown). The gear box 2000 includes an input 2010 into which an external drive shaft (not shown) or other external power source can be inserted. The input 2010 is rotationally fixed to a drive gear 2012 such that the input 2010 and the drive gear 2012 rotate together (in unison). The drive screw 2002 includes a shaft (obscured from view) around which a thread 2014 extends. A driven gear 2016 is mounted on the shaft of the drive screw 2002 such that its teeth mesh with the teeth on the drive gear 2012, and the driven gear 2016 is rotationally fixed to the drive screw shaft such that the drive screw shaft and the driven gear 2016 rotate together (in unison). Thus, rotation of the input 2010 (e.g., by an external drive shaft) causes rotation of the drive gear 2012, which in turn drives the driven gear 2016 due to the intermeshing of the teeth of the driven gear 2016 with the teeth of the drive gear 2012, thereby causing rotation of the drive screw shaft and the thread 2014 of the drive screw 2002. Moreover, the lobe 2004 includes a thread 2020 that abuts or contacts the thread 2014 of the drive screw 2002 such that rotation of the drive screw 2002 thereby causes rotation of the lobe 2004.

[0098] The housing 2006 can include multiple housing portions. In the example shown, the housing 2006 includes at least a lower portion (e.g., lower or base) 2022 and an upper portion (e.g., upper or cover) 2024. The housing 2006 holds a pair of support plates 2030a, 2030b, and the support plates 2030a, 2030b rotatably support the shaft of the drive screw 2002, as described below. In the example shown, the support plate 2030a is disposed between the lobe 2004 and the drive screw 2002; however, as described below, in some examples, the lobe 2004 can be disposed between the support plate 2030a and the drive screw 2002.

[0099] When the gear box 2000 is assembled on the upper rail 104, the thread 2014 engages the locking holes 118 formed on the right and left inner plate portions 114 of the lower rail 102 such that actuation (rotation) of the drive screw 2002 translates the upper rail 104 relative to the lower rail 102.

[0100] Figure 21 An exploded view of another example gear box 2100 is shown, with the upper portion 2024 of the housing removed. Again, Figure 21 An example of a gear box 2100 is shown, including a pair of drive screws 2002a, 2002b and a pair of corresponding lugs 2004a, 2004b. The lower portion 2022 of the housing 2006 has a pair of pockets 2102a, 2102b shaped and dimensioned to receive the drive screws 2002a, 2002b and the corresponding lugs 2004a, 2004b.

[0101] The drive screws 2002a, 2002b each have a shaft 2104 about which a thread 2014 extends helically. A driven gear 2016 is mounted at a first end of the shaft 2104 (obscured from view), while an opposite end 2106 of the shaft 2104 extends beyond the thread 2014 and is provided without any helical extension. The lugs 2004a, 2004b have a bore 2108 and are seated on the end 2106 of their respective shaft 2104. In this way, the lugs 2004a, 2004b are free to rotate on their respective shaft 2104 relative to their associated drive screw 2002a, 2002b. In the example shown, the lugs 2004a, 2004b are free to rotate on their shaft 2104 relative to their associated drive screw 2002a, 2002b over a limited range of rotation.

[0102] The lobes 2004a, 2004b are each spring loaded. In the example shown, a lobe spring 2110 is disposed in the bore 2108 of each lobe 2004a, 2004b such that the shaft 2104 extends through both the lobe 2004a, 2004b and the respective spring 2110. In the example shown, a raised feature 2111 is disposed on the end of each lobe 2004a, 2004b, with the portion of the bore 2108 extending through the raised feature 2111 being slightly larger in radius than the remaining bore portion of the lobe such that the lobe spring 2110 can be disposed within the raised feature 2111 and receive the end 2106 of the shaft 2104 without interference. Thus, the bore 2108 can be slightly larger in size at the raised feature 2111 in order to accommodate the lobe spring 2110, which has substantially the same bore size as the remaining portion of the bore through the lobe 2004a, 2004b. When assembled, each lobe spring 2110 includes a pair of spring ends 2112a, 2112b that are configured to engage one of the lobes 2004a, 2004b and one of the respective shafts 2104. In particular, when assembled, the first spring end 2112a is retained in a slot or opening 2114 disposed on each lobe 2004a, 2004b proximate the bore 2108, and the second spring end 2112b is retained / engaged within a slot 2116 disposed in the end 2106 of each shaft 2104. The lobe spring 2110 exerts a rotational spring force to the lobe 2004a, 2004b such that, as the shaft 2104 is rotated, the lobe spring 2110 can thereby exert a biasing force to the lobe 2004a, 2004b about the shaft 2104. In this manner, each of the lobes 2004a, 2004b is rotationally biased about the shaft 2104. Thus, each of the lobes 2004a, 2004b is coupled to its associated drive screw 2002a, 2004b via its lobe spring 2110, and although each of the lobes 2004a, 2004b can rotate independently of its associated drive screw 2002a, 2004b, such independent rotation is constrained or limited by the lobe spring 2110, which adds rotational force to the lobe 2004a, 2004b in accordance with rotation of the drive screw 2002a, 2002b.

[0103] In the illustrated example, drive screws 2002a, 2002b each also include a pressure plate 2118 and a washer 2120, and all components are held in place with a support plate assembly 2122. In the illustrated example, washer 2120 is a wave washer, and when assembled, one face of pressure plate 2118 contacts the raised feature 2111 of lobe 2004a, 2004b, and the opposite face of pressure plate 2118 contacts wave washer 2120, thereby absorbing the force of wave washer 2120 without contacting lobe spring 2110. Support plate assembly 2122 includes a plate 2124 and a pair of rotatable couplings 2126a, 2126b supported by plate 2124. Each of rotatable couplings 2126a, 2126b can rotate within plate 2124 and is configured to receive one of the respective end portions 2106 of shaft 2104, such that the respective end portions 2106 of shaft 2104 are rotationally supported by support plate assembly 2122 when assembled. In Figure 21 In the example embodiment, support plates 2122a are disposed at end portions 2106 of shaft 2104 such that lobes 2004a, 2004b are inserted between support plate 2124 and threads 2014 of drive screws 2002a, 2002b. However, support plates 2122a can be differently disposed, e.g., support plates 2122a can be disposed to be inserted between threads 2014 and corresponding lobes 2004a, 2004b. Further, support plates 2122a, 2122b are held within slots 2128 formed in housing 2006. Here, slots 2128 can be disposed in both lower portion 2022 and upper portion 2024, and slots 2128 are formed to dispose support plates 2122a at terminal ends of shaft 2104 proximate to lobes 2004a, 2004b (and opposite threads 2014 of drive screws 2002a, 2002b).

[0104] Figure 22 An example operation of the drivetrain of gearbox 2100 is illustrated. Figure 21 In particular, Figure 22 An example operation of the drivetrain of gearbox 2100 is illustrated.

[0105] This torsional force rotates the associated lobe 2204a, 2004b independently of the associated drive screw 2002a, 2002b, which effectively increases the pitch of the individual thread. In other words, the pitch between the final thread on the drive screw and the active lobe is increased. In particular, each lobe spring 2110 increases the width between the thread 2020 of the lobe 2204a, 2004b and the final thread 2202 of the drive screw 2002a, 2002b. The increased width between the final screw thread 2202 and the lobe thread 2020 fills any additional voids within the slot 118 of the lower rail 102. In one example, the active lobe maintains a pressure angle that eliminates the chance of back driving under longitudinal load. The pressure angle is defined by the contact surface between the active lobe thread and the lower rail slot 118. In a particular example, a pressure angle of 7.4 degrees is selected to prevent back driving under longitudinal load. Here, the combination of no back driving and no voids between the threads and the slot 118 in the lower rail 102 results in no longitudinal play.

[0106] Figure 23 is Figure 22 an end view of the drive train. In particular, Figure 23 shows an example configuration of the lobe spring 2110 interacting with the shaft 2104 and the associated lobe 2204a, 2004b. Figure 24A and 24B shows an example operation of the active (i.e., spring loaded lobes 2004a, 2004b) and how they operate to remove slosh in the system. In particular, Figure 24A shows a system in which the lobes 2004 are not spring loaded (or active) as described herein, which results in a gap (or void) 2400 between the threads of the drive screw 2002 and the lobe 2004 that exists on the same side of these threads and the slot 118 of the lower rail 102. This results in kickback (or slosh or play). Figure 24BIt is shown how this play is eliminated by, for example, actuating the lobe 2004 with a lobe spring 2110 that applies a torsional spring force on the lobe 2004a, 2004b about the shaft 2104 of the lobe 2004a, 2004b, which thus drives the lobe 2004 in the direction shown by arrow 2402 (relative to the shaft 2104 of the drive screw 2002) and thus closes the gap between the lobe 2004 and the slot 118, as shown by arrow 2404. Thus, the lobe 2004 contacts the first side of one of the respective slots 118, as shown by arrow 2404, while the drive screw 2002 threadably contacts the opposite side of the respective slot, as shown by arrow 2406, so that there is no wobble or play. In this way, the lobe 2004a, 2004b (i.e., the active lobe) that is spring-loaded by the spring 2110 eliminates the longitudinal play associated with the slots 118 of the lower rail 102 and the threads of the drive screw 2002.

[0107] The spring-loaded active lobe 2004 rotates as shown by arrow 2200 until the teeth A of the lobe 2004 contact the opposing tooth wall B of the lower rail 102, thus eliminating the gap, as shown by 2404. The teeth C-G of the drive screw 2002 are the threads 2014 of the drive screw 2002, and since the pitch of the threads 2014 of the drive screw 2002 is fixed and uniform, the drive screw 2002 without the active lobe would have a longitudinal play equal to the amount of the void between the threads of the drive screw 2002 and the slots 118 of the lower rail 102. However, in combination with the lobe teeth A of the lobe 2004 that are spring-loaded by the spring 2110, a wedge is formed that cooperates with the teeth C of the drive screw 2002, which thus eliminates the play or wobble.

[0108] As previously mentioned, the rotation of the active lobe 2004 relative to the drive screw 2002 is limited. Figure 25 An example of a drive screw 2002 configured to limit the rotation of the lobe 2004 is shown in accordance with one or more embodiments. In particular, Figure 25One of the lobes 2004a is shown, but it will be appreciated that the principles described in this figure apply to the other lobe 2004b. Thus, this figure is described with reference to a single one of the lobes 2004. In the example shown, a feature 2502 is provided on the shaft 2104 proximate the shaft end 2106. Here, the feature 2502 is a flat surface formed in the circumference of the shaft 2104. The feature 2502 is configured to allow a limited amount of rotation of the lobe 2004 relative to the shaft 2104. Here, the feature 2502 allows approximately 10 degrees of relative rotation of the lobe 2004, which is sufficient to eliminate system play. However, in other examples, the feature 2502 can have different dimensions to allow different amounts of relative rotation of the lobe 2004 sufficient to eliminate play from the system. As described below, a feature is provided in the bore 2108 of the lobe 2004 that will engage the flat feature 2502 when rotated a certain amount of degrees clockwise or counterclockwise.

[0109] FIGS. 26-27 illustrate example operation of the wobble elimination system in the drive train in the gear box 2100. Figure 26A Counterclockwise rotation of the drive gear 2012 is shown, as indicated by arrow 2602. Counterclockwise rotation of the drive gear 2012 results in clockwise rotation of the driven gear 2016 via the above-described interaction of the drive gear 2014 and the driven gear 2016, as indicated by arrow 2604. Clockwise rotation of the driven gear 2016, in turn, results in clockwise rotation of the drive screws 2002a, 2002b, as this rotation is transmitted through the drive shaft 2104 to which the drive gear 2016 is fixed. Thus, counterclockwise motor input results in clockwise rotation of the drive screws 2002a, 2002b, which, in this example, in turn, results in the upper rail 104 traveling in the rearward direction along the lower rail 102. Figure 26B Counterclockwise rotation of the drive gear 2012 is shown, as indicated by arrow 2602. Counterclockwise rotation of the drive gear 2012 results in clockwise rotation of the driven gear 2016 via the above-described interaction of the drive gear 2014 and the driven gear 2016, as indicated by arrow 2604. Clockwise rotation of the driven gear 2016, in turn, results in clockwise rotation of the drive screws 2002a, 2002b, as this rotation is transmitted through the drive shaft 2104 to which the drive gear 2016 is fixed. Thus, counterclockwise motor input results in clockwise rotation of the drive screws 2002a, 2002b, which, in this example, in turn, results in the upper rail 104 traveling in the rearward direction along the lower rail 102. Figure 26Aclose any gaps between the teeth A of the cam lobe 2004 and the teeth B of the slots 118 of the lower rail 102. In particular, the rotating drive screw 2002 acts on the spring 2110 with its smallest amount of applied torque (i.e., the tighter / bound the active cam lobe 2004 is on the lower rail 102, or the smaller the torque when the torsion spring is near its free or unloaded position). The rotating drive screw 2002 acts on the cam spring 2110 when the spring 2110 is applying the smallest torque to the active cam lobe 2004. The smallest torque of the spring 2110 occurs when the cam spring is near its free position (unloaded position) until the active cam lobe has removed all longitudinal clearance or rotational limiting features of the lower rail's slot teeth walls that stop the further rotation of the active cam lobe 2004 by contacting the slot's teeth walls opposite the ones contacted by the drive screw. Thus, a clockwise rotation movement of the drive screw 2002 will open the gap between the active cam lobe 2004 and the slots 118 in the lower rail 102, allowing the system to move with very little resistance while the spring 2110 operates to close the gap by urging the cam lobe 2004 into contact with the lower rail 102. In particular, when the drive screw is rotating clockwise as viewed from the end of the drive train including the drive gear 2012 as shown in Figure 26A The clockwise rotation of the drive screw results in the upper rail advancing rearward relative to the lower rail. In the example shown in Figure 22 the cam spring 2110 is biased in a counterclockwise direction when viewed from the end of the drive train including the active cam lobe 2004. The cam spring 2110 of the same example appears to be biased in a clockwise direction when viewed from the end of the drive train including the drive gear 2012 as shown in Figure 26A In this example, the drive screw 2002 is rotating in the same direction that the cam spring 2110 is rotationally biasing the active cam lobe 2004. The second spring end 2112b remains / engages in the slot 2116 provided in the end 2106 of each shaft 2104, so as the shaft 2014 is turned rearward, it will attempt to pull the cam lobe rearward out of contact with the opposing teeth wall (represented by 2404 in Figure 24B Since the drive screw is not driving the active cam lobe 2004 further into the opposing teeth wall, no additional friction or resistance on the system is created.

[0110] Figure 27AThe clockwise rotation of drive gear 2012 is shown as indicated by arrow 2702. This clockwise rotation of drive gear 2012, via the interaction of drive gear 2014 and driven gear 2016 as described above, results in the counterclockwise rotation of driven gear 2016, as indicated by arrow 2704. This counterclockwise rotation of driven gear 2016, in turn, causes the drive screws 2002a and 2002b to rotate counterclockwise, as this rotation is transmitted through drive shaft 2104 fixed to drive gear 2016. Therefore, a clockwise motor input causes the drive screws 2002a and 2002b to rotate counterclockwise, which in this example, in turn causes the upper guide rail 104 to travel forward along the lower guide rail 102. Figure 27B It shows Figure 27A A close-up view of the active convex angles 2004a and 2004b, which are fully engaged or retracted via their convex angle springs 2110. Here, the rotation of the drive screws 2002a and 2002b is transmitted to the convex angles 2004a and 2004b via the springs 2110, and the springs 2110 can apply rotation to the convex angles 2004a and 2004b to close any gap between the convex angle tooth A and the tooth B of the slot 118 of the lower guide rail 102. In particular, the rotating drive screw 2002 acts on the spring 2110 with its minimum applied torque (e.g., the tighter / bound the active convex angle 2004 is on the lower guide rail 102, the smaller the torque). Therefore, the rotational movement of the drive screw 2002 will be along the direction of closing the gap between the active convex angle 2004 and the slot 118 in the lower guide rail 102, thereby increasing the frictional resistance on the system. In other words, the drive screw 2002 can rotate in the opposite direction of rotation of the active convex angle 2004, which is being rotatedly biased by the convex angle spring 2110. The second spring end 2112b can be held / engaged in the slot 2116 provided in the end 2106 of each shaft 2104, so that when the shaft 2014 rotates forward, it will attempt to push the convex angle forward to contact the opposite tooth wall (in Figure 24B (As shown in 2404), the convex angle spring 2110 rotates the active convex angle in the forward direction. Since the drive screw 2002 drives the active convex angle 2004 into the opposing tooth wall, and the convex angle spring 2110 is biasing the active convex angle 2004 into contact with the opposing tooth wall, additional friction or resistance will be generated in the system. However, the spring 2110 can be selected to have a spring constant that suppresses tightening / binding of the system when the convex angle tooth A is pushed into contact with the slot 118 wall of the lower guide rail 102. Furthermore, the combination of the wave washer 2120 can further suppress tightening / binding of the system.

[0111] Figure 28A and 28BAn example of a lobe 2004 according to one or more embodiments of the present disclosure is shown. In the example shown, a rotation limiting feature 2802 is formed in the aperture 2108 of the lobe 2004. Here, the rotation limiting feature 2802 is a pair of angled planes 2804, 2806. As noted above, rotation of the lobe 2004 about the shaft 2104 is limited by the flat feature 2502 disposed on the shaft 2104 of the drive screw 2002. As the lobe 2004 is rotated clockwise or counterclockwise, one of the angled planes 2804, 2806 will contact the flat feature 2502 of the shaft 2104, thereby inhibiting further rotation in that direction; the lobe 2004 can then be rotated about the shaft 2104 in the opposite direction until the other of the angled planes 2804, 2806 contacts the flat feature 2502 and inhibits further rotation in that opposite direction. In this way, the lobe 2004 can be rotated relative to the shaft 2104 by an angle that depends on the angle of the angled planes 2804, 2806. For example, if the angled planes 2804, 2806 are disposed so that there is no angle between them, such that they extend along a horizontal plane H, then they will define a flat surface that will continually abut the flat feature 2502 of the shaft 2104 and thereby inhibit any rotation of the lobe 2004; however, by disposing the angled planes 2804, 2806 at an angle relative to each other, only one of the angled planes 2804, 2806 will contact the flat feature 2502 of the shaft 2104 at a given time, such that the lobe 2004 can be rotated in one direction until the other of the angled planes 2804, 2806 contacts the flat feature 2502 of the shaft 2104. Figure 28B The angled planes 2804, 2806 are shown angled at an obtuse angle, which allows for a certain amount of relative rotation between the lobe 2004 and the shaft 2104; however, the amount of relative rotation between the lobe 2004 and the shaft 2104 can be increased by reducing this angle, e.g., by orienting the angled planes 2804, 2806 at an acute angle. Also in the example shown, each of the angled planes 2804, 2806 is oriented at an angle relative to the horizontal plane H. Plane 2804 is oriented at an angle Φ relative to the horizontal plane H, and plane 2806 is oriented at an angle Φ' relative to the horizontal plane H. In the example shown, the angles Φ, Φ' are each 10 degrees, such that the lobe 2004 can be rotated about the shaft 2104 in the clockwise direction or the counterclockwise direction by 10 degrees before one of the angled planes 2804, 2806 contacts the flat feature 2502 of the shaft 2104; however, different angle values can be selected as desired to provide more or less relative rotation.

[0112] Figure 28A and 28BAn example of how a lobe spring (not shown) can be disposed within lobe 2004 is also shown. In the example shown, a protrusion 2111 protrudes outwardly from surface 2808 of lobe 2004 to define a spring pocket 2810 within which a lobe spring can be disposed. When assembled, spring 2110 can rest on surface 2808 of lobe 2004 with first spring end 2112a extending through opening 2114 in protrusion 2111.

[0113] Figure 29 An alternative gear box 2900 that can be used to drive the seat rail assemblies described herein is shown. Gear box 2900 is configured to address or eliminate backlash (i.e., impact, play, or wobble) caused by the gap or clearance between the drive screw and the slot in the lower rail. Additionally, gear box 2900 is configured to address or eliminate backlash caused by the gap or clearance between the drive screw and the support plate. Figure 30 is Figure 29 a side cross-sectional view of gear box 2900. Figure 31 An exploded view of gear box 2900 is shown. Figure 29 An exploded view of gear box 2900 is shown. Gear box 2900 is similar to gear box 2100 described above, except that support plate 2122a of alternative gear box 2900 is disposed between drive screw 2002 and lobe 2004. As shown, the housing is configured to hold support plate 2122a in such an intermediate position between drive screw 2002 and lobe 2004. In the example shown, a slot 3102 is provided on lower portion 2022 of housing 2006 to hold support plate 2122a in a desired position between screw 2002 and lobe 2004. Although not shown, upper portion 2024 can include a corresponding slot feature for holding support plate 2122A in a desired position when assembled. With this design, when subjected to the biasing force of lobe spring 2110, lobes 2004a, 2004b become active lobes and, similar to gear box 2100 described above, active lobes 2004a, 2004b directly interact with shafts 2104 of drive screws 2002a, 2002b; however, because support plate 2122a is disposed between lobes 2004a, 2004b and their respective drive screws 2002a, 2002b threads, support plate 2122a blocks lobes 2004a, 2004b from longitudinally acting on their respective drive screws 2002a, 2002b.

[0114] Figure 32 An example operation of the drive train of gear box 2900 is shown. Figure 31 In particular, Figure 32This illustrates how each of the convex angles 2004a and 2004b is spring-loaded via convex angle spring 2110, such that convex angles 2004a and 2004b are "active" rather than simply free-floating. In the example shown, convex angle spring 2110 applies a clockwise torsional spring force on convex angles 2004a and 2004b about axis 2104, as indicated by arrow 3202. The spring-loaded convex angles 2004a and 2004b fill any gaps in slot 118 of lower guide rail 102, thereby eliminating any forward / backward sway.

[0115] Figure 33 This is a partial cross-sectional view showing an example operation of the gearbox 2900. With this design, the loading condition with support plate 2122 eliminates the need for the reference above. Figure 24B The aforementioned wave washer 2120 is loaded with a characteristic that results in a true zero-play design. Some longitudinal play is still possible in the gearbox 2100. For example... Figure 21 As shown, the gearbox 2100 includes an active cam 2004 disposed between the drive screw 2002 and the support plate 2122a. In this example, the active cam 2004 eliminates the longitudinal clearance between the drive screw thread 2014 and the slot 118 of the lower guide rail 102; however, since the support plates 2122a, 2022b are fixed to the upper portion 2024 and lower portion 2022 of the gearbox 2100 via the engagement slot 2128, and since longitudinal clearance may exist between the drive screw 2002 and the support plates 2122a, 2022b, this may cause longitudinal movement within the gearbox 2100. In other words, when the active convex angle 2004 is positioned between the support plates 2122a and 2022b, the play between the drive screw 2002 and the lower guide slot 118 is eliminated. However, the transmission system still has the ability to slide longitudinally within the gearbox by a certain amount, which is equal to the amount of clearance between the drive screw 2002 and the support plates 2122a and 2022b. Therefore, the gearbox 2900 solves the problem of longitudinal play that may exist or be encountered within the gearbox by positioning the support plate 2122a between the active convex angle 2004 and the drive screw 2002. Anchoring the transmission assembly to one of the support plates (i.e., the end plates) eliminates the clearance between the drive screw and the lower guide slot 118, and also eliminates the clearance that would otherwise exist between the drive screw and the support plate within the gearbox assembly.

[0116] It is understood that multiple active convex angles can be located at any position relative to the support plate and the drive screw. Active convex angles can be positioned on the outer side of each support plate. Active convex angles can be positioned on the inner side of each support plate. A first active convex angle can be positioned on the outer side of the first support plate, and a second active convex angle can be positioned on the inner side of the second support plate. (The last two sentences are repetitive and can be omitted.)

[0117] Figures 34-35 illustrate an example operation of eliminating wobbling in the transmission system within the gearbox 2900. For example... Figure 34A As shown, the counter-clockwise motor input causes the drive screws 2002a and 2002b to rotate clockwise, as indicated by arrow 3402. In this example, this, in turn, causes the upper guide rail 104 to travel backward along the lower guide rail 102. Figure 34B As shown, the rotating drive screws 2002a and 2002b are acting on the spring 2110 with their minimum applied torque (i.e., the tighter the active convex angles 2004a and 2004b, the smaller the torque), and the movement of the rotating drive screws will always be in the direction of tightening the gap between the active convex angle 2004 and the slot 118 of the lower guide rail 102, thereby increasing the frictional resistance to the system. However, the system will not be constrained because the corrugated washer 2120 within the system will be compressed, thus allowing the screw 2002 to continue its rotation. (Refer to...) Figure 35A and 35B The clockwise motor input via the shaft causes the drive screws 2002a and 2002b to rotate counterclockwise, as shown by arrow 3502, and the upper guide rail 104 rotates forward relative to the lower guide rail 102. Figure 35B As shown, the rotating drive screws 2002a and 2002b are acting on the spring 2110 with their minimum applied torque (e.g., the tighter the active convex angles 2004a and 2004b are, the smaller the torque), and the movement of the rotating drive screws will open the gap between the active convex angles 2004a and 2004b and the wall of the slot 118 of the lower guide rail 102, thereby allowing the system to move with less resistance.

[0118] Accordingly, the disclosed systems and methods are well adapted to attain the ends and advantages mentioned as well as those that are inherent therein. The particular embodiments disclosed above are illustrative only, as the teachings of the present invention can be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. Furthermore, no limitations are intended to the details of construction or design herein shown, other than as described in the claims below. It is therefore evident that the particular illustrative embodiments disclosed above can be altered, combined, or modified and all such variations are considered within the scope of the present invention. The systems and methods illustratively disclosed herein can suitably be practiced in the absence of any element or elements not specifically disclosed herein and / or any optional element or elements specifically disclosed herein. The terms in the claims have their plain, ordinary meaning unless otherwise explicitly and clearly defined by the patentee. All numbers are to be read as if qualified by the term "about" to encompass reasonable experimental error for the particular quantity. The indefinite articles "a" or "an," as used in the claims, are defined herein to mean one or more than one of the elements. If there is any conflict between what is described in the specification and what is described in the claims, the claims will control. The use of the term "at least" followed by a list of one or more items, and / or the use of the term "one or more" of the items, covers every separate and distinct item in the list, and that no item in the list is optional or can be omitted. The use of the terms "at least one" followed by a list of one or more items, and / or the use of the term "one or more" of the items, covers every separate and distinct item in the list, and that no item in the list is optional or can be omitted.

[0119] The use of directional terms such as up, down, top, bottom, upper, lower, left, right, and the like are used with reference to the illustrative embodiments as depicted in the figures, with up or upper direction being toward the top of the corresponding figure and down or lower direction being toward the bottom of the corresponding figure.

[0120] As used herein, the phrase "at least one", preceding a list of one or more items, and the term "each" or "one or more of the terms "and" or "or" used to join a list of items suggests that every separate and distinct member of the list can be considered individually. The phrase "at least one" allows for inclusion of any one of the items in the list, and / or any combination of the items in the list, and / or at least one of each of the items in the list. By way of example, the terms "at least one of A, B, and C" or "at least one of A, B, or C" each permit: A alone; B alone; C alone; any combination of A, B, and C; and / or at least one of each of A, B, and C.

Claims

1. A seat rail assembly for mounting at least one vehicle seat, comprising: A lower guide rail configured to be mounted to the vehicle floor, the lower guide rail defining a sliding space; An upper guide rail configured to receive at least one vehicle seat mounted thereon, the upper guide rail being at least partially disposed within the sliding space of the lower guide rail and being slidable relative to the lower guide rail in a first direction or in a second direction opposite to the first direction; A coupling assembly disposed within the sliding space of the lower guide rail, the coupling assembly comprising a lower coupling member and an upper coupling member, the lower coupling member and the upper coupling member being configured to move independently of each other according to the movement of the upper guide rail relative to the lower guide rail, the lower coupling member being slidably disposed on the upper guide rail, the upper coupling member being slidably disposed on the lower coupling member, and being slidable between a first position and a second position; Wherein, the lower engaging member is biased in the first direction, and the upper engaging member is biased toward the first position in the second direction; and When the upper guide rail slides relative to the lower guide rail in the first direction and the second direction, the upper engaging member remains in contact with the lower guide rail, and the lower engaging member remains in contact with the upper guide rail.

2. The seat rail assembly according to claim 1, wherein, The surface of the upper engaging member remains in contact with the surface of the lower guide rail, and the surface of the lower engaging member remains in contact with the surface of the upper guide rail.

3. The seat rail assembly according to claim 2, wherein, The surface of the upper guide rail is an inclined surface, and the lower engaging member is slidably disposed on the inclined surface.

4. The seat rail assembly according to claim 2, wherein, The surface of the upper joining member is the side surface of the upper joining member, and the surface of the lower joining member is the side surface of the lower joining member.

5. The seat rail assembly according to claim 2, wherein, The surface of the upper joining member is the upper surface of the upper joining member, and the surface of the lower joining member is the lower surface of the lower joining member.

6. The seat rail assembly according to claim 2, wherein, The surface of the lower guide rail is the inner surface of the lower guide rail, and the surface of the upper guide rail is the outer surface of the upper guide rail.

7. The seat rail assembly according to claim 2, wherein, The surface of the lower guide rail is the outer surface of the lower guide rail, and the surface of the upper guide rail is the inner surface of the upper guide rail.

8. The seat rail assembly according to claim 5, wherein, The upper surface of the upper engaging member remains in contact with the inner surface of the lower guide rail, and the lower surface of the lower engaging member remains in contact with the surface of the upper guide rail.

9. The seat rail assembly according to claim 1, wherein, The track is formed on the lower engaging member, and the upper engaging member is configured to engage the track when sliding on the lower engaging member.

10. The seat rail assembly according to claim 9, wherein, The track has a slope of opposite sign to the slope of the inclined surface of the upper guide rail.

11. The seat assembly of claim 10, wherein, The slope of the track and the slope of the inclined surface have the same value.

12. The seat rail assembly according to claim 5, wherein, When the upper engaging member is in the first position, the height of the engaging assembly is at its maximum when measured between the upper surface of the upper engaging member and the lower surface of the lower engaging member.

13. The seat rail assembly according to claim 1, wherein, The lower engagement member is biased in the first direction via a tension spring.

14. The seat rail assembly according to claim 13, wherein, The first end of the tension spring is attached to the upper guide rail, and the second end of the tension spring is attached to the lower engagement member.

15. The seat rail assembly according to claim 1, wherein, The upper engagement member is biased in the second direction via a torsion spring.

16. The seat rail assembly according to claim 15, wherein, The first end of the torsion spring is attached to the upper engaging member, and the second end of the torsion spring is attached to the lower engaging member.

17. The seat rail assembly according to claim 16, wherein, The torsion spring prevents the upper engaging member from traveling beyond the second position on the lower engaging member.

18. The seat rail assembly according to claim 1, wherein, The lower engaging member includes a stop that prevents the upper engaging member from traveling on the lower engaging member beyond the second position.

19. The seat rail assembly according to claim 1, wherein, The lower engagement member includes a stop that prevents the upper engagement member from traveling beyond the first position on the lower engagement member.

20. The seat rail assembly according to claim 1, wherein, The upper guide rail has a first end and a second end opposite to the first end, and wherein the engagement assembly includes a first engagement assembly and a second engagement assembly, the first engagement assembly being disposed within the sliding space of the lower guide rail near the first end of the upper guide rail, and the second engagement assembly being disposed within the sliding space of the lower guide rail near the second end of the upper guide rail, wherein the lower engagement member of the first engagement assembly remains in contact with a first surface of the upper guide rail, and the lower engagement member of the second engagement assembly remains in contact with a second surface of the upper guide rail.

21. The seat rail assembly according to claim 20, wherein, The first surface of the upper guide rail is a first inclined surface, and the second surface of the upper guide rail is a second inclined surface. The lower engaging member of the first engaging assembly is slidably disposed on the first inclined surface, and the lower engaging member of the second engaging assembly is slidably disposed on the second inclined surface.

22. The seat rail assembly according to claim 21, wherein, The first inclined surface has a slope with the opposite sign to the slope of the second inclined surface.

23. The seat rail assembly according to claim 22, wherein, The slope of the first inclined surface and the slope of the second inclined surface have the same value.

24. The seat rail assembly of claim 1, further comprising a component for controlling the lateral displacement of the upper rail and the lower rail relative to each other.

25. The seat rail assembly according to claim 24, wherein, The component is supported by the upper guide rail.

26. The seat rail assembly according to claim 24, wherein, The component remains in contact with both the upper guide rail and the lower guide rail.

27. The seat rail assembly according to claim 24, wherein, The component includes one or more ribs that abut against the lower guide rail.

28. The seat rail assembly of claim 1, further comprising at least one additional upper rail, said at least one additional upper rail being at least partially disposed within the sliding space of the lower rail and slidable relative to the lower rail in the first direction or in a second direction opposite to the first direction, wherein said at least one additional upper rail further comprises: A second engagement assembly is disposed within the sliding space of the lower guide rail. The second engagement assembly includes a second lower engagement member and a second upper engagement member, the second lower engagement member and the second upper engagement member being configured to move independently of each other according to the movement of the at least one additional upper guide rail relative to the lower guide rail. The second lower engagement member is slidably disposed on the upper guide rail, and the second upper engagement member is slidably disposed on the second lower engagement member and is slidable between a first position and a second position. Wherein, the second lower engaging member is biased in the first direction, and the second upper engaging member is biased toward the first position in the second direction; and Wherein, when the at least one additional upper guide rail slides relative to the lower guide rail in the first direction and the second direction, the second upper engaging member remains in contact with the lower guide rail, and the second lower engaging member remains in contact with the at least one additional upper guide rail.

29. A guide rail assembly, comprising: A first guide rail is configured to be mounted to a first structure, the first guide rail defining a sliding space; A second guide rail is configured to receive a second structure mounted thereon and movable relative to the first structure. The second guide rail is at least partially disposed within the sliding space of the first guide rail and is slidable relative to the first guide rail in a first direction or in a second direction opposite to the first direction. A coupling assembly disposed between the first guide rail and the second guide rail, the coupling assembly including a first surface and a second surface, the first surface and the second surface being configured to move independently of each other according to the movement of the second guide rail relative to the first guide rail, the first surface being slidably disposed on a sliding surface of the second guide rail, and the second surface being slidable between a first position and a second position; Wherein, the first surface of the bonding assembly is biased in the first direction, and the second surface of the bonding assembly is biased toward the first position in the second direction; Wherein, when the second guide rail slides relative to the first guide rail, the second surface of the engagement assembly remains in contact with the inner surface of the first guide rail, and the first surface of the engagement assembly remains in contact with the sliding surface of the second guide rail; and Wherein, when the second surface of the joining component is in the first extreme position, the height of the joining component measured between the second surface of the joining component and the first surface of the joining component is at its maximum.

30. The guide rail assembly according to claim 29, wherein, The sliding surface of the second guide rail is an inclined surface, and the first surface of the engagement assembly is slidably disposed on the inclined surface.

31. The guide rail assembly according to claim 29, wherein, The joining assembly further includes a first joining member and a second joining member, wherein the first surface of the joining assembly is the surface of the first joining member, and the second surface of the joining assembly is the surface of the second joining member.

32. A seat rail assembly for mounting a vehicle seat to a vehicle floor, comprising: A first guide rail is configured to be mounted to the vehicle floor, and the first guide rail defines a sliding space; A second guide rail is configured to receive at least one vehicle seat mounted thereon. The second guide rail is at least partially disposed within the sliding space of the first guide rail and is slidable relative to the first guide rail in a first direction or in a second direction opposite to the first direction. The second guide rail has a first end and a second end corresponding to the first direction and the second direction, respectively. A first engagement assembly and a second engagement assembly, each disposed between the first guide rail and the second guide rail, the first engagement assembly being positioned near the first end of the second guide rail and the second engagement assembly being positioned near the second end of the second guide rail, each of the first engagement assembly and the second engagement assembly including a first engagement member and a second engagement member, the first engagement member and the second engagement member being configured to move independently of each other according to the movement of the second guide rail relative to the first guide rail, the first engagement member being slidably disposed on the second guide rail, and the second engagement member being slidably disposed on the first engagement member and being slidable between a first position and a second position; When the second guide rail slides relative to the first guide rail, the second engaging member remains in contact with the first guide rail, and the first engaging member remains in contact with the second guide rail.

33. The seat sliding assembly according to claim 32, wherein, The first engagement member of the first engagement assembly is biased in the first direction, and the second engagement member of the first engagement assembly is biased toward the first position in the second direction, wherein the first engagement member of the second engagement assembly is biased in the second direction, and the second engagement member of the second engagement assembly is biased toward the first position in the first direction.

34. The seat sliding assembly according to claim 32, wherein, The first engagement member of the first engagement assembly is biased in the first direction, and the second engagement member of the first engagement assembly is biased toward the first position in the second direction, wherein the first engagement member of the second engagement assembly is biased in the first direction, and the second engagement member of the second engagement assembly is biased toward the first position in the second direction.

35. A mounting assembly for mounting a vehicle seat to a vehicle floor, comprising: A first seat rail assembly and a second seat rail assembly, each of the first seat rail assembly and the second seat rail assembly being as described in claim 31.

36. A method for assembling a vehicle seat rail assembly, comprising: A first guide rail with a sliding surface is provided, the first guide rail having a first end and a second end opposite to the first end; A first engaging member is provided on the sliding surface of the first guide rail. The first engaging member has a first surface that abuts against the sliding surface of the first guide rail and is slidable on the sliding surface of the first guide rail. The first engaging member is connected to the first guide rail by a first spring, such that the first engaging member is biased toward the first end. A second joining member is disposed on the second surface of the first joining member, the second joining member having a first surface that abuts against the second surface of the first joining member and is slidable on the second surface of the first joining member. The second engaging member is connected to the first engaging member or the first guide rail by a second spring, such that the second engaging member is biased toward the second end.

37. The method of claim 36, further comprising mounting the first guide rail into a second guide rail, wherein the second guide rail has a sliding surface, and wherein the second engaging member has a second surface abutting against the sliding surface of the second guide rail and being slidable on the sliding surface of the second guide rail.

38. The method according to claim 37, wherein, When the first guide rail slides relative to the second guide rail in a first direction and an opposite second direction, the second engaging member remains in contact with the second guide rail, and the first engaging member remains in contact with the first guide rail.

39. The method of claim 37, further comprising mounting the second guide rail to the floor of the vehicle.

40. The method of claim 39, further comprising mounting at least one vehicle seat to the first guide rail.

41. A method for assembling a seat rail assembly, comprising: Set a lower guide rail to limit the sliding space; An upper guide rail is provided, which is at least partially located within the sliding space of the lower guide rail, and is slidable relative to the lower guide rail in a first direction or in a second direction opposite to the first direction; as well as A coupling assembly is installed between the lower guide rail and the upper guide rail. The coupling assembly includes a lower coupling member and an upper coupling member, the lower coupling member and the upper coupling member being configured to move independently of each other according to the movement of the upper guide rail relative to the lower guide rail. The lower coupling member is slidably disposed on the upper guide rail, and the upper coupling member is slidably disposed on the lower coupling member and is slidable between a first position and a second position. The lower coupling member is biased in a first direction, and the upper coupling member is biased toward a first extreme position in a second direction. The upper coupling member remains in contact with the lower guide rail and the lower coupling member remains in contact with the upper guide rail when the upper guide rail slides relative to the lower guide rail in the first direction and the second direction.

42. The method according to claim 41, wherein, The upper surface of the upper engaging member remains in contact with the inner surface of the lower guide rail, and the lower surface of the lower engaging member remains in contact with the surface of the upper guide rail.

43. The method according to claim 42, wherein, The surface of the upper guide rail is an inclined surface, and the lower engaging member is slidably disposed on the inclined surface.

44. The method of claim 41, further comprising mounting the lower guide rail to the floor of the vehicle.

45. The method of claim 41, further comprising mounting at least one vehicle seat to the upper guide rail.

46. ​​A seat rail assembly for mounting a vehicle seat to a vehicle floor, comprising: A first guide rail is configured to be mounted to the vehicle floor, and the first guide rail defines a sliding space; A second guide rail, configured to receive a vehicle seat mounted thereon, is at least partially disposed within the sliding space of the first guide rail and is slidable relative to the first guide rail in a first direction or in a second direction opposite to the first direction. A coupling assembly is disposed between the first guide rail and the second guide rail, the coupling assembly being slidably disposed on the inclined surface of the second guide rail; A linear biasing member connects the engagement assembly to the second guide rail such that the engagement assembly is biased toward a first position along the inclined surface of the second guide rail; When the second guide rail slides relative to the first guide rail, the engagement assembly remains in contact with both the inner surface of the first guide rail and the inclined surface of the second guide rail.

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