Anti-disengaging structure for multi-gear lock of automobile seat

Abstract

The utility model discloses an automobile seat multi-gear lock anti-disengagement structure which comprises a lock body and a cover plate and further comprises a lock blade body, a stop plate and a linkage plate, the lock blade body is rotationally connected to a first rivet, the stop plate and the linkage plate are both rotationally connected to a second rivet, an abutting block is arranged on the stop plate, and the abutting block is connected with the linkage plate. The fourth torque spring drives the abutting block to abut against the linkage plate, an abutting groove is formed in the lock blade body, an inserting block is arranged on the outer wall of the linkage plate, and the lock blade body is driven to rotate through the lock catch, so that the inserting block abuts against the abutting groove. According to the anti-disengaging structure of the multi-gear lock of the automobile seat, the abutting groove is formed in the outer wall of the lock blade body, the inserting block is arranged on the linkage plate, under the action of the stop plate, the inserting block can be driven to be in inserted connection with the abutting groove, the stop plate abuts against the lock blade body, and the anti-disengaging structure of the multi-gear lock of the automobile seat is not prone to disengaging when a rear collision occurs. Torsional deformation of the lock blade body and the first-gear limiting plate can be prevented, reliability is improved, failure is prevented, and it is guaranteed that normal unlocking can still be achieved after rear collision.

Description

Technical Field

[0001] This utility model relates to the field of automotive seat lock manufacturing technology, specifically to an anti-disengagement structure for a multi-position automotive seat lock. Background Technology

[0002] The main function of a car's rear seat backrest lock is to control the folding and securing of the seat back, ensuring passenger safety and comfort. Rear seat backrest locks are typically mechanically controlled, allowing users to unlock or lock the seat using buttons, levers, or switches. Current technology employs multi-position locking mechanisms to lock the rear seats and also allows for adjustment of the rear seat backrest angle.

[0003] In existing multi-position rear seat locks, when locked in position one in a rear-end collision, the latch in the locking leaf has a large curved chamfer. During a rear-end collision, this large curved chamfer will collide with the limiting plate of the first position, causing the limiting plate to deform and preventing the multi-position lock from unlocking. To address this issue, a multi-position automotive seat lock anti-disengagement structure is proposed, aiming to solve the problem in existing multi-position locks where, during a rear-end collision, the locking leaf is locked in position one, the limiting plate of the first position deforms, and the multi-position lock cannot unlock. Utility Model Content

[0004] The purpose of this utility model is to provide a multi-position lock anti-disengagement structure for automobile seats, which aims to solve the problem in the prior art that when a collision occurs after the multi-position lock is locked in the first position, the limiting plate 2 of the first position deforms, and the multi-position lock cannot be unlocked.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A multi-position anti-disengagement lock structure for a car seat includes a lock body and a cover plate. A first rivet and a second rivet are provided between the lock body and the cover plate. The lock body and the cover plate are connected to the lock body by the first rivet and the second rivet. The structure also includes a lock leaf body, a stop plate, and a linkage plate. The lock leaf body is rotatably connected to the first rivet. The stop plate and the linkage plate are both rotatably connected to the second rivet. A fourth torque spring is provided between the stop plate and the lock body. An abutment block is provided on the stop plate. The fourth torque spring drives the abutment block to maintain contact with the linkage plate. A second torque spring is provided between the lock leaf body and the lock body. The second torque spring and the fourth torque spring respectively drive the lock leaf body and the linkage plate to rotate in opposite directions. An abutment groove is provided on the lock leaf body. An insertion block is provided on the outer wall of the linkage plate. The lock leaf body is rotated by a latch, causing the insertion block to abut against the abutment groove.

[0007] Preferably, a locking plate is also included, a connecting pin is provided between the lock body and the cover plate, the locking plate is rotatably connected to the outer wall of the connecting pin, and a fifth torque spring is provided between the locking plate and the lock body.

[0008] Preferably, the lock also includes a limiting plate, which is rotatably connected to the first rivet, and a first torque spring is provided between the limiting plate and the lock body.

[0009] Preferably, a third torque spring is provided between the linkage plate and the lock body.

[0010] Preferably, the lock body is provided with a mounting groove, and a handle is rotatably connected inside the mounting groove. One end of the handle is provided with a linkage rod, which passes through and extends to the outside of the mounting groove. The linkage rod is rotatably connected to the linkage plate.

[0011] Preferably, a limiting groove is formed on the outer wall of one side of the cover plate, and an abutment piece is provided on the locking piece.

[0012] The multi-position anti-disengagement lock structure for car seats provided by this utility model has the following beneficial effects:

[0013] In this invention, the locking leaf body is kept rotating to one side by a second torque spring, and a fourth torque spring drives the stop plate to rotate to one side. A contact block on the outer wall of the stop plate drives the linkage plate to rotate to one side, ensuring that both the linkage plate and the stop plate rotate in opposite directions relative to the locking leaf body. The latch abuts against the locking leaf body and drives its rotation. Because a contact groove is provided on the outer wall of the locking leaf body, and a connecting block is provided on the linkage plate, the stop plate drives the connecting block to engage with the contact groove, and the stop plate abuts against the locking leaf body, achieving a single-position lock. This prevents the locking leaf body from twisting and deforming during a rear-end collision, improving the reliability of the entire multi-position lock, preventing failure, and ensuring that the multi-position lock can still unlock normally after a rear-end collision. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings.

[0015] Figure 1 A schematic diagram of the overall structure provided for an embodiment of this utility model;

[0016] Figure 2 A schematic diagram of the internal structure of the lock body in a locked state provided in an embodiment of this utility model;

[0017] Figure 3 This is a schematic diagram of the internal structure of the lock body in the two-position locking state provided in an embodiment of the present utility model;

[0018] Figure 4 This is a schematic diagram of the unlocked state structure provided in an embodiment of the present utility model;

[0019] Figure 5 A schematic diagram of the locking leaf body separation structure in the two-position locking state provided in this embodiment of the utility model;

[0020] Figure 6 A schematic diagram of the internal structure of the cover plate in a locking state provided in an embodiment of this utility model;

[0021] Figure 7 This is a schematic diagram of the internal structure of the cover plate in the two-position locking state provided in an embodiment of the present utility model;

[0022] Figure 8 A schematic diagram of the assembly structure provided for an embodiment of this utility model.

[0023] Explanation of reference numerals in the attached figures:

[0024] 1. Lock body; 11. First torque spring; 12. Second torque spring; 13. Third torque spring; 14. Fourth torque spring; 15. Fifth torque spring; 16. Connecting pin; 2. Cover plate; 21. Limiting groove; 22. Plastic-coated block; 3. First rivet; 4. Second rivet; 5. Lock leaf body; 51. Abutment groove; 52. Plastic-coated layer; 6. Stop plate; 61. Abutment block; 7. Linkage plate; 71. Insertion block; 8. Locking plate; 81. Abutment plate; 9. First limit plate; 10. Handle; 101. Linkage rod. Detailed Implementation

[0025] To enable those skilled in the art to better understand the technical solution of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings.

[0026] Please see Figure 1 — Figure 8A multi-position anti-disengagement lock structure for a car seat includes a lock body 1 and a cover plate 2. A first rivet 3 and a second rivet 4 are provided between the lock body 1 and the cover plate 2. The lock body 1 and the cover plate 2 are connected to the lock body 1 by the first rivet 3 and the second rivet 4. The structure also includes a lock leaf body 5, a stop plate 6, and a linkage plate 7. The lock leaf body 5 is rotatably connected to the first rivet 3. The stop plate 6 and the linkage plate 7 are both rotatably connected to the second rivet 4. A fourth torque spring 14 is provided between the stop plate 6 and the lock body 1. A stop block 61 is provided on the 6. The stop block 61 is driven by the fourth torque spring 14 to keep it in contact with the linkage plate 7. A second torque spring 12 is provided between the lock leaf body 5 and the lock body 1. The second torque spring 12 and the fourth torque spring 14 respectively drive the lock leaf body 5 and the linkage plate 7 to rotate in opposite directions. A stop groove 51 is provided on the lock leaf body 5. A plug block 71 is provided on the outer wall of the linkage plate 7. The lock leaf body 5 is driven to rotate by the latch, so that the plug block 71 abuts with the stop groove 51.

[0027] The lock body 1 and the cover plate 2 are connected by a first rivet 3 and a second rivet 4, which is existing technology and will not be described in detail here. The lock body 1 is made of plastic in one piece, while the cover plate 2 is made of alloy material, which can ensure the overall strength and reliability of the multi-position lock. Insertion slots are provided on the outer walls of both the lock body 1 and the cover plate 2 to facilitate the insertion of the latch. The lock leaf body 5 is rotatably connected to the first rivet 3, and the stop plate 6 and the linkage plate 7 are rotatably connected to the second rivet 4. A second torque spring 12 is provided between the lock leaf body 5 and the lock body 1. The second torque spring 12 is sleeved on the first rivet 3, and the lock leaf body 5 can be driven to rotate to one side by the second torque spring 12. An abutment block 61 is provided on the outer wall of the stop plate 6, and a fourth torque spring 14 is provided between the stop plate 6 and the lock body 1. The fourth torque spring 14 is sleeved on the second rivet 4. The stop plate 6 rotates to one side under the drive of the fourth torque spring 14 and abuts against the linkage plate 7 through the abutment block 61. That is, the linkage plate 7 can be rotated to one side by the elasticity of the fourth torque spring 14. In the unlocked state, the stop plate 6 abuts against the outer wall of the lock leaf body 5.

[0028] A plastic-coated ring is provided on the linkage plate 7, which can reduce the wear between the linkage plate 7 and the brake plate 6, and at the same time reduce abnormal noise during rotation.

[0029] It should be noted that the linkage plate 7 can be a split structure or an integrated structure.

[0030] An abutment groove 51 is provided on the outer wall of the lock leaf body 5. Preferably, there are two abutment grooves 51, which are arranged in a circumferential array on the lock leaf body 5. Preferably, the opening position of one abutment groove 51 is adapted to the first locking state, and the opening position of the other abutment groove 51 is adapted to the second locking state. When the lock leaf body 5 is in the first locking state, the insertion block 71 on the linkage plate 7 is inserted into one of the abutment grooves 51. When the lock leaf body 5 is in the second locking state, the insertion block 71 on the linkage plate 7 is inserted into the other abutment groove 51. This ensures that when the locking leaf body 5 is in the first or second locking state, the abutment groove 51 can be engaged with the insertion block 71, ensuring that the locking leaf body 5 has good resistance to deformation in both the first and second locking states. This prevents the locking leaf body 5 from twisting and deforming when it is locked in the first position and is subjected to an impact, ensuring the safety and reliability of the seat back locking state during vehicle operation. At the same time, it will not fail after a collision, resulting in the inability to unlock.

[0031] In this utility model, the locking leaf body 5 is kept rotating to one side by a second torque spring 12, and a fourth torque spring 14 drives the stop plate 6 to rotate to one side. The abutment block 61 provided on the outer wall of the stop plate 6 drives the linkage plate 7 to rotate to one side, so that the linkage plate 7 and the stop plate 6 are both rotating in opposite directions with the locking leaf body 5. The latch abuts against the locking leaf body 5 and drives the locking leaf body 5 to rotate. Since an abutment groove 51 is provided on the outer wall of the locking leaf body 5, and an insertion block 71 is provided on the linkage plate 7, under the action of the stop plate 6, the insertion block 71 can be driven to be inserted into the abutment groove 51, and the stop plate 6 abuts against the locking leaf body 5 to achieve a first-position lock. Thus, in the event of a rear collision, the locking leaf body 5 can be prevented from twisting and deforming, improving the reliability of the entire multi-position lock, preventing failure, and ensuring that the multi-position lock can still be unlocked normally after a rear collision.

[0032] As a further embodiment provided by this utility model, such as Figure 4 As shown, it also includes a locking piece 8. A connecting pin 16 is provided between the lock body 1 and the cover plate 2. The locking piece 8 is rotatably connected to the outer wall of the connecting pin 16. A fifth torque spring 15 is provided between the locking piece 8 and the lock body 1. The fifth torque spring 15 is sleeved on the outer wall of the connecting pin 16. The locking piece 8 can be driven to rotate to one side by the fifth torque spring 15.

[0033] As a further embodiment of the present invention, it also includes a first-position limiting plate 9, which is rotatably connected to the outer wall of the first rivet 3. A first torque spring 11 is provided between the first-position limiting plate 9 and the lock body 1. The first torque spring 11 is sleeved on the outer wall of the first rivet 3. The first torque spring 11 can drive the first-position limiting plate 9 to rotate to one side, and the fifth torque spring 15 can drive the locking piece 8 to rotate to one side. The first torque spring 11 drives the first-position limiting plate 9 to rotate to one side, so that the locking piece 8 and the first-position limiting plate 9 can rotate in opposite directions, thereby enabling the first-position limiting plate 9 to abut against the locking piece 8.

[0034] By preventing the locking leaf 5 from twisting and deforming, the first-position limit plate 9 can be further prevented from twisting and deforming, thereby improving the overall structural strength of the multi-position lock and preventing failure during rear collisions.

[0035] As a further embodiment provided by this utility model, such as Figure 8 As shown, a third torque spring 13 is provided between the linkage plate 7 and the lock body 1. The third torque spring 13 is sleeved on the outer wall of the second rivet 4. The linkage plate 7 is driven to rotate to one side by the third torque spring 13. It should be noted that the rotation direction of the linkage plate 7 under the drive of the third torque spring 13 is the same as the rotation direction of the linkage plate 7 under the drive of the fourth torque spring 14.

[0036] As a further embodiment provided by this utility model, such as Figure 3 As shown, a mounting groove 17 is provided on the lock body 1. A handle 10 is rotatably connected inside the mounting groove 17. A linkage rod 101 is provided at one end of the handle 10. The linkage rod 101 passes through and extends to the outside of the mounting groove 17. A linkage groove is opened at one end of the linkage rod 101. A rotating pin is fixedly installed on the outer wall of one end of the linkage plate 7. The linkage plate 7 is movably connected through the rotating pin installed on the outer wall and the linkage groove on the linkage rod 101. In use, the user can press the handle 10 to keep the handle 10 rotating in the mounting groove 17. The rotation of the handle 10 drives the linkage plate 7 to keep rotating, and the rotation of the linkage plate 7 drives the stop plate 6 to keep rotating, so that the stop plate 6 is separated from the lock leaf body 5. Under the drive of the second torque spring 12, the lock leaf body 5 is driven to reset, thereby unlocking.

[0037] As an embodiment provided by this utility model, such as Figure 2 and Figure 3 As shown, a limiting groove 21 is provided on the outer wall of one side of the cover plate 2, and an abutment piece 81 is provided on the locking piece 8. The abutment piece 81 is located inside the limiting groove 21. When the locking piece 8 is rotating, the abutment piece 81 is rotating in the limiting groove 21. The rotation angle of the locking piece 8 can be limited by the limiting groove 21.

[0038] As a further embodiment of this utility model, a guide groove is provided on the latch body 5 for inserting the latch, which facilitates latch insertion during use. The latch body 5 is driven to rotate by maintaining contact with the latch, causing the stop plate 6 to abut against the latch body 5, achieving a first-position locking. A plastic coating layer 52 is provided on the latch body 5, and a plastic coating block 22 is provided on the outer wall of the cover plate 2. Specifically, the plastic coating layer 52 covers a portion of the latch body 5. When the latch is inserted into the guide groove, the plastic coating layer 52 directly contacts the latch, preventing noise caused by direct collision between the latch and the latch body 5. The plastic coating block 22 is located at the insertion groove on the cover plate 2. When the latch is inserted, the plastic coating block 22 abuts against the latch, preventing noise caused by direct collision between the latch and the cover plate 2. Simultaneously, the contact between the plastic coating layer 52 and the plastic coating block 22 with the latch prevents the latch from shaking and causing noise during vehicle operation.

[0039] Working principle:

[0040] like Figure 4 As shown, the device is currently in the unlocked state. When locking is required, the latch is inserted into the insertion slots of the lock body 1 and the cover plate 2, causing the latch to abut against the lock leaf body 5 and driving the lock leaf body 5 to rotate. When the lock leaf body 5 rotates, the abutment position of the linkage plate 7 and the outer wall of the lock leaf body 5 is offset. Under the action of the third torque spring 13 and the fourth torque spring 14, the linkage plate 7 and the stop plate 6 are driven to rotate towards the lock leaf body 5, so that both the linkage plate 7 and the stop plate 6 abut against the outer wall of the lock leaf body 5. The insertion block 71 on the linkage plate 7 is inserted into the abutment groove 51 on the lock leaf body 5, as shown. Figure 2 As shown, this is the first gear locked state;

[0041] In actual rear-end collision, since the abutting groove 51 on the lock leaf body 5 abuts against the plug block 71 on the linkage plate 7, it can prevent the lock leaf body 5 from deflecting and deforming when it is impacted from one side, ensuring that the lock leaf body 5 can always remain locked during the rear-end collision, preventing unlocking failure and improving safety performance.

[0042] When engaging the second-position lock, such as Figure 3As shown, this is the second-position locking state. When it is necessary to switch from the first-position locking state to the second-position locking state, the user pulls the handle 10, which rotates in the mounting slot 17, thereby driving the linkage rod 101 to rotate. This causes the linkage plate 7 to rotate at a certain angle, so that the linkage plate 7 and the stop plate 6 rotate away from the lock leaf body 51. At this time, since the latch is in contact with the lock leaf body 5, it prevents the lock leaf body 5 from resetting. Then, the latch is driven to move towards the insertion slot, so that the latch is in contact with the first-position limiting plate 9 and drives the first-position limiting plate 9 to rotate synchronously with the lock leaf body 5. Then, the handle 10 is released, and under the action of the third torque spring 13 and the fourth torque spring, the linkage plate 7 and the stop plate 6 are driven to rotate toward the lock leaf body 5. Under the action of the first torque spring 11 and the second torque spring 12, the lock leaf body 5 and the first-position limit plate 9 are driven to reset, thereby causing the stop plate 6 and the linkage plate 7 to abut against the lock leaf body 5, realizing the second-position locking state. At this time, the plug block 71 on the linkage plate 7 is inserted into the abutment groove 51 on the lock leaf body 5, which can ensure that the lock leaf body 5 will not fail when subjected to a rear collision in the second-position locking state, thus improving safety performance.

[0043] The multi-position lock provided by this utility model is only for one side. In actual production, when it is necessary to produce a backrest lock on the opposite side, the backrest lock on the opposite side can be obtained by mirroring the embodiment provided by this utility model.

[0044] The first torque spring 11, the second torque spring 12, the third torque spring 13, the fourth torque spring 14, and the fifth torque spring 15 mentioned in this article have elastic coefficients that meet the technical requirements of the present utility model.

[0045] Those skilled in the art will understand that other similar connection methods can also achieve this utility model. For example, welding, bonding, or screwing.

[0046] The foregoing description only illustrates certain exemplary embodiments of the present invention. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the above drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A multi-gear lock anti-disengagement structure of an automobile seat, comprising a lock body (1) and a cover plate (2), wherein a first rivet (3) and a second rivet (4) are arranged between the lock body (1) and the cover plate (2), and the lock body (1) and the cover plate (2) are connected to the lock body (1) through the first rivet (3) and the second rivet (4), characterized in that, The lock body (1) is provided with a first rivet (3), a second rivet (4), a lock leaf body (5), a stop plate (6), a linkage plate (7), a lock piece (8) and a first gear limiting plate (9), the first rivet (3) is rotatably connected with the lock body (1), the second rivet (4) is rotatably connected with the lock body (1), the lock leaf body (5) is rotatably connected with the first rivet (3), the stop plate (6) and the linkage plate (7) are both rotatably connected with the second rivet (4), the fourth torque spring (14) is arranged between the stop plate (6) and the lock body (1), the abutting block (61) is arranged on the stop plate (6), the abutting block (61) is kept in abutment with the linkage plate (7) by the fourth torque spring (14), the second torque spring (12) is arranged between the lock leaf body (5) and the lock body (1), the lock leaf body (5) and the linkage plate (7) are kept in opposite rotation by the second torque spring (12) and the fourth torque spring (14) respectively, the abutting groove (51) is arranged on the lock leaf body (5), the plug-in block (71) is arranged on the outer wall of the linkage plate (7), the lock leaf body (5) is driven to rotate by the lock catch, so that the plug-in block (71) is in abutment with the abutting groove (51).

2. The multi-position lock anti-disengagement structure of a car seat according to claim 1, characterized in that, The lock body (1) is provided with a first rivet (3), a second rivet (4), a lock leaf body (5), a stop plate (6), a linkage plate (7), a lock piece (8) and a first gear limiting plate (9), the first rivet (3) is rotatably connected with the lock body (1), the second rivet (4) is rotatably connected with the lock body (1), the lock leaf body (5) is rotatably connected with the first rivet (3), the stop plate (6) and the linkage plate (7) are both rotatably connected with the second rivet (4), the fourth torque spring (14) is arranged between the stop plate (6) and the lock body (1), the abutting block (61) is arranged on the stop plate (6), the abutting block (61) is kept in abutment with the linkage plate (7) by the fourth torque spring (14), the second torque spring (12) is arranged between the lock leaf body (5) and the lock body (1), the lock leaf body (5) and the linkage plate (7) are kept in opposite rotation by the second torque spring (12) and the fourth torque spring (14) respectively, the abutting groove (51) is arranged on the lock leaf body (5), the plug-in block (71) is arranged on the outer wall of the linkage plate (7), the lock leaf body (5) is driven to rotate by the lock catch, so that the plug-in block (71) is in abutment with the abutting groove (51).

3. The multi-position lock anti-disengagement structure of a car seat according to claim 1, characterized in that, The lock body (1) is provided with a first rivet (3), a second rivet (4), a lock leaf body (5), a stop plate (6), a linkage plate (7), a lock piece (8) and a first gear limiting plate (9), the first rivet (3) is rotatably connected with the lock body (1), the second rivet (4) is rotatably connected with the lock body (1), the lock leaf body (5) is rotatably connected with the first rivet (3), the stop plate (6) and the linkage plate (7) are both rotatably connected with the second rivet (4), the fourth torque spring (14) is arranged between the stop plate (6) and the lock body (1), the abutting block (61) is arranged on the stop plate (6), the abutting block (61) is kept in abutment with the linkage plate (7) by the fourth torque spring (14), the second torque spring (12) is arranged between the lock leaf body (5) and the lock body (1), the lock leaf body (5) and the linkage plate (7) are kept in opposite rotation by the second torque spring (12) and the fourth torque spring (14) respectively, the abutting groove (51) is arranged on the lock leaf body (5), the plug-in block (71) is arranged on the outer wall of the linkage plate (7), the lock leaf body (5) is driven to rotate by the lock catch, so that the plug-in block (71) is in abutment with the abutting groove (51).

4. The multi-position lock anti-disengagement structure of a car seat according to claim 1, characterized in that, The lock body (1) is provided with a first rivet (3), a second rivet (4), a lock leaf body (5), a stop plate (6), a linkage plate (7), a lock piece (8) and a first gear limiting plate (9), the first rivet (3) is rotatably connected with the lock body (1), the second rivet (4) is rotatably connected with the lock body (1), the lock leaf body (5) is rotatably connected with the first rivet (3), the stop plate (6) and the linkage plate (7) are both rotatably connected with the second rivet (4), the fourth torque spring (14) is arranged between the stop plate (6) and the lock body (1), the abutting block (61) is arranged on the stop plate (6), the abutting block (61) is kept in abutment with the linkage plate (7) by the fourth torque spring (14), the second torque spring (12) is arranged between the lock leaf body (5) and the lock body (1), the lock leaf body (5) and the linkage plate (7) are kept in opposite rotation by the second torque spring (12) and the fourth torque spring (14) respectively, the abutting groove (51) is arranged on the lock leaf body (5), the plug-in block (71) is arranged on the outer wall of the linkage plate (7), the lock leaf body (5) is driven to rotate by the lock catch, so that the plug-in block (71) is in abutment with the abutting groove (51).

5. The multi-position lock anti-disengagement structure of a car seat according to claim 1, characterized in that, ​ 6. The multi-position lock anti-disengagement structure of a car seat according to claim 2, characterized in that, ​ 7. The multi-position lock anti-disengagement structure of a car seat according to claim 1, characterized in that, ​

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