A locking structure for a rear seat armrest, a rear seat armrest and a vehicle

Abstract

The utility model belongs to the technical field of automobile parts, provide a locking structure for rear row handrail, rear row handrail and car, locking structure includes: unlocking piece, rotatably set up on rear row handrail, first locking piece, rotatably set up on rear row handrail, transmission part, movably set up inside rear row handrail, and transmission is connected between unlocking piece and first locking piece, second locking piece, rotatably set up on rear row handrail, have locking position and unlocking position. Compared with prior art, the utility model discloses through setting dual locking mechanism (first locking piece and second locking piece), has realized the separation control of main locking and safety protection to rear row handrail, this structure has improved the safety redundancy of locking system obviously, when the car is in collision or violent vibration, effectively avoids the handrail to loosen because of main unlocking mechanism accidental trigger, greatly enhances the driving safety.

Description

Technical Field

[0001] This utility model belongs to the field of automotive parts technology, specifically relating to a locking structure for a rear armrest, a rear armrest, and a car. Background Technology

[0002] With the continuous development of the automotive industry and the increasing demands of consumers for driving comfort and functional convenience, mid-to-high-end models are paying more and more attention to humanization and multi-functional integration in their interior space design. Among them, the rear seat center armrest, as an important feature to enhance the riding experience, has gradually become a standard feature in mainstream models. At present, many mid-to-high-end models have modularly designed the rear armrest system, which usually includes a two-level structure of "large armrest" and "small armrest": the small armrest is set on the upper surface or inside of the large armrest, and can be folded up. Its interior often integrates practical functional components such as cup holders and storage compartments for rear passengers to place drinks or personal items; while the large armrest not only supports the small armrest and provides elbow support, but also further integrates the communication control mechanism between the cabin and the trunk - for example, by pulling the linkage device inside the large armrest, the trunk lid or rear seat passage can be opened and closed from inside the car, allowing rear passengers to conveniently access items in the trunk without getting out of the car, greatly improving the flexibility and convenience of use.

[0003] However, in existing technological solutions, such multifunctional integrated armrests typically rely on a single locking mechanism to secure and release them from the rear seats. Specifically, when the armrest is folded up, a mechanical latch (such as a hook-shaped locking element) engages with a locking ring or groove on the rear seat to lock it in place; when the user operates the unlock handle, a transmission mechanism disengages the latch, releasing the armrest for folding. While this structure meets standard usage requirements, it has significant shortcomings in terms of safety.

[0004] Especially in emergency situations such as car collisions, sudden braking, or severe bumps, the large handrail, with only a single locking mechanism, is prone to sudden opening due to excessive impact force or structural failure. This could not only affect the stability of passengers' posture and pose a risk of secondary injury, but also trigger the linkage mechanism connected to the trunk, causing the trunk to open abnormally and creating a more serious safety hazard. Furthermore, the single locking structure lacks anti-accidental activation design; children or passengers accidentally touching the unlocking parts could also cause the handrail to loosen, affecting driving safety.

[0005] Therefore, existing rear armrest locking structures still have significant shortcomings in terms of reliability, safety redundancy, and protection against accidental operation, making it difficult to meet the dual demands of high safety and high-quality experience in mid-to-high-end vehicles. There is an urgent need for a new locking structure with multiple locking mechanisms, effectively preventing accidental opening, and possessing reliable mechanical interlocking functions to improve the overall passive safety performance of the vehicle and the user experience. Utility Model Content

[0006] The technical problem to be solved by this utility model is to provide a locking structure for a rear armrest, a rear armrest, and a car, in light of the current state of the technology.

[0007] The technical solution adopted by this utility model to solve the above-mentioned technical problem is as follows: a locking structure for a rear armrest is proposed, used for locking and releasing the rear armrest, the locking structure comprising:

[0008] The unlocking mechanism is rotatably mounted on the rear armrest;

[0009] The first locking element is rotatably disposed on the rear armrest for locking the rear armrest to the rear seat or for leaving the rear armrest in a free state.

[0010] A transmission component is movably disposed inside the rear armrest and is transmissionally connected between the unlocking component and the first locking component, for transmitting the rotational movement of the unlocking component to the first locking component;

[0011] The second locking element is rotatably mounted on the rear armrest and has a locked position and an unlocked position; wherein...

[0012] When the second locking member is in the locked position, at least a portion of the second locking member is located on the rotation trajectory of the unlocking member, thereby preventing the unlocking member from rotating relative to the rear armrest;

[0013] When the second locking member is in the unlocked position, at least a portion of the second locking member moves out of the rotation trajectory of the unlocking member.

[0014] In the aforementioned locking structure for a rear armrest, the rear armrest has an opening communicating with its internal space, and the second locking member includes:

[0015] The cover is snapped onto the opening;

[0016] The lock cylinder is rotatably disposed within the cover body, and one end is provided with a first abutting part. The first abutting part passes through the cover body and extends into the interior of the rear armrest, where it movably abuts against the unlocking component.

[0017] In the aforementioned locking structure for a rear armrest, a cavity is formed inside the cover, an annular protrusion is provided on the inner wall of the cavity, and an annular groove is provided on the outer wall of the lock cylinder. The annular groove cooperates with the annular protrusion to provide a limit for the lock cylinder when it rotates.

[0018] In the aforementioned locking structure for a rear armrest, the unlocking component includes a main body and a second abutting portion disposed on the main body. The main body has a shell-like structure, and the second abutting portion is movably abutting against the first abutting portion.

[0019] In the aforementioned locking structure for a rear armrest, the unlocking component further includes:

[0020] A pivot is fixedly mounted on the main body and rotatably installed on the rear armrest;

[0021] A track groove is formed on the outer side wall of the main body, and a guide protrusion is provided on the rear armrest. The guide protrusion is inserted into the track groove to provide guidance for the rotation of the unlocking component.

[0022] An elastic element is disposed between the main body and the rear armrest.

[0023] In the aforementioned locking structure for a rear armrest, the transmission component includes:

[0024] A drive shaft is rotatably disposed inside the rear armrest, and an eccentric shaft is provided at one end of the drive shaft, the eccentric shaft being connected to the first locking member;

[0025] A connecting sleeve is fitted onto the outside of the drive shaft and is snapped and fixed to the drive shaft. A connecting portion extends from the outer side wall of the connecting sleeve.

[0026] A connecting rod, one end of which is connected to the connecting part, and the other end of which is connected to the unlocking component.

[0027] In the aforementioned locking structure for a rear armrest, the outer side wall of the connecting rod is provided with several snap-fit ​​grooves, and the inner side wall of the connecting sleeve is provided with snap-fit ​​protrusions that cooperate with the snap-fit ​​grooves, the snap-fit ​​protrusions snapping into the corresponding snap-fit ​​grooves.

[0028] In the aforementioned locking structure for a rear armrest, the first locking element is a hook-shaped structure that is movably engaged with the rear seat.

[0029] This utility model solves the above-mentioned technical problems by providing a rear armrest, including the aforementioned locking structure for a rear armrest.

[0030] This utility model solves the above-mentioned technical problems and also proposes a car, including the aforementioned rear armrest.

[0031] Compared with the prior art, the present invention has the following beneficial effects:

[0032] (1) By setting up a dual locking mechanism (a first locking element and a second locking element), the main locking and safety protection of the rear armrest are separated and controlled. The first locking element realizes the main locking function between the armrest and the seat, while the second locking element acts as a safety interlock mechanism, which physically blocks the rotation trajectory of the unlocking element to prevent it from being accidentally opened in an unauthorized state. This structure significantly improves the safety redundancy of the locking system. In the event of a collision or severe vibration of the car, it effectively avoids the armrest from being loosened due to accidental triggering of the main unlocking mechanism, greatly enhances driving safety, and solves the technical problems of easy accidental opening and insufficient safety of the single locking structure in the prior art.

[0033] (2) The unlocking component adopts a shell-shaped main body structure, which makes it easy for the operator's fingers or palms to enter the main body and drive the main body to rotate relative to the rear armrest to realize the unlocking operation. The second abutment part set on the main body forms a direct abutment cooperation with the first abutment part on the lock cylinder, so that the second locking component can effectively limit the rotation of the unlocking component, thereby accurately acting on its key moving parts.

[0034] (3) The unlocking component can be stably rotated on the rear armrest by means of the support of the rotating shaft; with the guide structure of the track groove and the guide protrusion, the movement trajectory of the unlocking component can be precisely controlled, effectively avoiding shaking or deviation during the rotation process, and improving the operating feel and transmission accuracy. Attached Figure Description

[0035] Figure 1 This is a partial structural diagram of a rear armrest according to the present invention.

[0036] Figure 2 yes Figure 1 Floor plan.

[0037] Figure 3 yes Figure 2 Sectional view along the AA direction.

[0038] Figure 4 This is a perspective view of a locking structure for a rear armrest according to the present invention.

[0039] Figure 5 yes Figure 4 A view from another direction.

[0040] Figure 6 It is a 3D image of the unlocking component.

[0041] Figure 7It is a 3D view of the connecting sleeve.

[0042] Figure 8 This is a partial sectional view of the second locking element.

[0043] In the figure, 100 is the unlocking component; 110 is the main body; 120 is the second abutment part; 130 is the rotating shaft; 140 is the track groove; 150 is the elastic component; 200 is the first locking component; 300 is the transmission component; 310 is the transmission shaft; 311 is the eccentric shaft; 320 is the connecting sleeve; 321 is the connecting part; 322 is the snap-fit ​​protrusion; 330 is the connecting rod; 331 is the snap-fit ​​groove; 400 is the second locking component; 410 is the cover; 411 is the cavity; 412 is the annular protrusion; 420 is the lock cylinder; 421 is the first abutment part; and 422 is the annular groove. Detailed Implementation

[0044] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0045] It should be noted that all directional indicators (such as up, down, left, right, front, back, etc.) in this utility model embodiment are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicator will also change accordingly.

[0046] like Figures 1 to 8 As shown, this utility model discloses a locking structure for a rear armrest, used for locking and releasing the rear armrest. The locking structure includes: an unlocking component 100, a first locking component 200, a transmission component 300, and a second locking component 400.

[0047] Specifically, the unlocking member 100 is rotatably disposed on the rear armrest; the first locking member 200 is rotatably disposed on the rear armrest for locking the rear armrest to the rear seat or freeing the rear armrest; the transmission member 300 is movably disposed inside the rear armrest and is transmissionally connected between the unlocking member 100 and the first locking member 200 for transmitting the rotational movement of the unlocking member 100 to the first locking member 200; the second locking member 400 is rotatably disposed on the rear armrest and has a locked position and an unlocked position; wherein, when the second locking member 400 is in the locked position, at least a portion of the second locking member 400 is located on the rotational trajectory of the unlocking member 100 to prevent the unlocking member 100 from rotating relative to the rear armrest; when the second locking member 400 is in the unlocked position, at least a portion of the second locking member 400 moves out of the rotational trajectory of the unlocking member 100.

[0048] This solution achieves separate control of the main locking and safety protection of the rear armrest by setting up a dual locking mechanism (first locking element 200 and second locking element 400). The first locking element 200 provides the main locking function between the armrest and the seat, while the second locking element 400 acts as a safety interlock mechanism, physically blocking the rotation trajectory of the unlocking element 100 to prevent it from being accidentally opened in an unauthorized state. This structure significantly improves the safety redundancy of the locking system, effectively preventing the armrest from becoming detached due to accidental triggering of the main unlocking mechanism in the event of a collision or severe vibration, greatly enhancing driving safety and solving the technical problems of easy accidental opening and insufficient safety of existing single locking structures.

[0049] Furthermore, the rear armrest is provided with an opening communicating with its internal space. The second locking member 400 includes: a cover 410, which is snapped onto the opening; and a lock cylinder 420, which is rotatably disposed inside the cover 410 and has a first abutment part 421 at one end. The first abutment part 421 passes through the cover 410 and extends into the interior of the rear armrest, and abuts against the unlocking member 100.

[0050] This design incorporates a detachable lock cylinder 420 assembly as the second locking component 400, which is snapped onto the opening of the armrest body via a cover 410, facilitating assembly and subsequent maintenance. The lock cylinder 420 forms a mechanical abutment with the unlocking component 100 via its extended first abutment portion 421. When the lock cylinder 420 rotates to the locked position, the first abutment portion 421 enters the rotation path of the unlocking component 100, forming a rigid block and achieving reliable anti-accidental locking. When unlocking is required, the lock cylinder 420 can be turned with a key or a special tool to release the restriction. This structure not only enhances anti-theft and security but also balances structural compactness and ease of operation, making it suitable for mid-to-high-end vehicles with management requirements for rear-seat function control.

[0051] The cover 410 has a cavity 411 inside, and an annular protrusion 412 is provided on the inner wall of the cavity 411. An annular groove 422 is provided on the outer wall of the lock cylinder 420. The annular groove 422 cooperates with the annular protrusion 412 to provide a limit for the lock cylinder 420 when it rotates.

[0052] An annular protrusion 412 is provided inside the cavity 411 of the cover 410, which cooperates with the annular groove 422 on the lock cylinder 420 to form a dual guide structure of circumferential limiting and axial positioning. This cooperation method can provide stable guide support during the rotation of the lock cylinder 420, prevent the lock cylinder 420 from axially moving or radially shifting during use, and ensure that the first abutment part 421 is always in a precise position.

[0053] The unlocking component 100 includes a main body and a second abutting part disposed on the main body. The main body has a shell-like structure, and the second abutting part is movably abutting against the first abutting part 421.

[0054] The unlocking component 100 adopts a shell-like main body structure, making it easy for operators to insert their fingers or palms into the main body and rotate it relative to the rear armrest to achieve the unlocking operation. The second abutment portion on the main body directly abuts against the first abutment portion 421 on the lock cylinder 420, allowing the second locking component 400 to effectively limit the rotation of the unlocking component 100, thus precisely acting on its key moving parts. This face-to-face abutment design has a large contact area and uniform force distribution, effectively avoiding wear or structural deformation caused by localized stress concentration and extending the service life of components. Simultaneously, the abutment portions adopt a sliding fit, allowing for a smooth transition after the second locking component 400 is released, preventing movement jamming and ensuring that the user can still smoothly perform the main unlocking operation after releasing the safety lock.

[0055] The unlocking component 100 also includes: a pivot 130, which is fixedly mounted on the main body and rotatably mounted on the rear armrest; a track groove 140, which is formed on the outer side wall of the main body, and a guide protrusion is provided on the rear armrest, which is inserted into the track groove 140 to provide guidance for the rotation of the unlocking component 100; and an elastic component 150, which is disposed between the main body and the rear armrest.

[0056] The rotating shaft 130 can be integrally formed with the main body or it can be a separate structure. The elastic element 150 is preferably a torsion spring, with its helical body sleeved and fixed on the rotating shaft 130, and its two pins respectively abutting against corresponding parts of the main body and the rear armrest. Through the supporting action of the rotating shaft 130, the unlocking element 100 achieves stable rotation on the rear armrest; in conjunction with the guiding structure of the track groove 140 and the guide protrusion, the movement trajectory of the unlocking element 100 is precisely controllable, effectively avoiding wobbling or deviation during rotation, and improving the operating feel and transmission accuracy. The extension length and shape design of the track groove 140 can also limit the maximum rotation angle of the unlocking element 100, preventing excessive rotation that could damage the internal transmission mechanism. In addition, the setting of the elastic element 150 (such as a torsion spring) gives the unlocking element 100 an automatic reset function. After the user completes the operation, the unlocking element 100 can automatically spring back to the initial position under the restoring force of the elastic element 150, which improves the ease of use and the reliability of the mechanism. At the same time, it avoids malfunctions or affects the subsequent locking performance due to failure to reset in time, further improving the safety and stability of the system.

[0057] The transmission component 300 includes: a transmission shaft 310, which is rotatably disposed inside the rear armrest, with an eccentric shaft 311 at one end of the transmission shaft 310, the eccentric shaft 311 being connected to the first locking component 200; a connecting sleeve 320, which is sleeved on the outside of the transmission shaft 310 and is snapped and fixed to the transmission shaft 310, with a connecting portion 321 extending from the outer side wall of the connecting sleeve 320; and a connecting rod 330, one end of which is connected to the connecting portion 321 and the other end of which is connected to the unlocking component 100.

[0058] The transmission component 300 adopts a modular integrated design. Through the cooperation of the transmission shaft 310 and the eccentric shaft 311, the rotational motion is converted into the rotation of the first locking component 200, achieving efficient and reliable locking / releasing conversion. The connecting sleeve 320 is snapped and fixed to the transmission shaft 310, resulting in a robust structure that is easy to assemble. The connecting rod 330 is connected to the connecting sleeve 320 through the connecting part 321, forming a complete power transmission chain from the unlocking component 100 to the first locking component 200. This structure has a clear transmission path, rapid response, and good mechanical efficiency and durability. It can maintain stable performance during long-term and frequent use, effectively ensuring the reliability of the handrail locking action.

[0059] The outer side wall of the connecting rod 330 is provided with several snap-fit ​​grooves 331, and the inner side wall of the connecting sleeve 320 is provided with snap-fit ​​protrusions 322 that cooperate with the snap-fit ​​grooves 331. The snap-fit ​​protrusions 322 are snapped into the corresponding snap-fit ​​grooves 331.

[0060] By providing multiple snap-fit ​​slots 331 on the connecting rod 330, which engage with snap-fit ​​protrusions 322 within the connecting sleeve 320, an adjustable snap-fit ​​structure is formed. This design allows for fine-tuning of the relative angle or axial position of the connecting rod 330 and the connecting sleeve 320 during assembly, based on the actual installation position. This ensures the alignment and fit accuracy between components of the transmission system, reducing the impact of assembly tolerances. Simultaneously, the multi-slot design enhances the stability and vibration resistance of the connection, preventing loosening due to vibration during vehicle operation and significantly improving the reliability and long-term stability of the transmission system.

[0061] Preferably, the first locking member 200 is a hook-shaped structure that can be movably engaged with the rear seat.

[0062] The first locking element 200 employs a hook-shaped structure, which is simple in structure and has a reasonable force distribution, enabling a quick and secure engagement with the locking rings or buckles on the rear seats. The hook-shaped design has a large biting area and a self-locking tendency, effectively resisting impacts from all directions during vehicle movement and preventing the armrest from accidentally popping open. Simultaneously, this structure requires only a small driving force to disengage during unlocking, ensuring easy operation. Overall, it balances high safety with a good user experience, making it suitable for high-intensity usage scenarios.

[0063] This solution also proposes a rear armrest, including the aforementioned locking structure.

[0064] This proposal also suggests a car that includes the aforementioned rear armrest.

[0065] This rear armrest integrates the aforementioned innovative locking structure with dual locking functions, offering not only conventional support and storage capabilities but also a significant leap forward in safety. By introducing a second locking component 400 to physically lock the main unlocking mechanism, it effectively prevents accidental opening of the armrest due to child contact or collisions, making it particularly suitable for large armrest systems equipped with trunk linkage functions. The armrest boasts a compact structure, comprehensive functions, and a high level of safety, significantly enhancing the ride quality and user confidence in mid-to-high-end vehicles.

[0066] This solution provides a locking structure for rear armrests and its application in rear armrests and automobiles, aiming to address the safety hazards caused by existing mid-to-high-end vehicle rear armrests relying on only a single locking mechanism, particularly the risk of accidental opening during vehicle collisions or vibrations. By innovatively introducing a dual locking mechanism, this solution adds an independent safety interlock structure—a second locking component 400 forming an anti-accidental activation protection device—to the traditional main locking function. This effectively prevents the unlocking component 100 from rotating under unauthorized conditions, significantly improving the system's safety redundancy and reliability.

[0067] Furthermore, each component adopts a modular and highly assemblable design, such as the snap-fit ​​installation of the cover 410 and the multi-slot snap-fit ​​adjustment of the connecting rod 330 and the connecting sleeve 320, which facilitates production assembly and subsequent maintenance. The locking structure involved in this solution can be integrated into a large armrest with cup holders, storage functions, and a trunk-linked opening function. It is widely used in mid-to-high-end passenger cars, effectively preventing passenger injury or trunk malfunction caused by accidental opening of the armrest, and comprehensively improving the passive safety performance and user experience of the entire vehicle.

[0068] It should be noted that in this utility model, the use of terms such as "first," "second," and "a" is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of those features. In the description of this utility model, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly defined. The terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly defined. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0069] Furthermore, the technical solutions of the various embodiments of this utility model can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0070] The specific embodiments described herein are merely illustrative examples illustrating the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.

Claims

1. A locking structure for a rear armrest, used for locking and releasing the rear armrest, characterized in that, The locking structure includes: The unlocking mechanism is rotatably mounted on the rear armrest; The first locking element is rotatably disposed on the rear armrest for locking the rear armrest to the rear seat or for leaving the rear armrest in a free state. A transmission component is movably disposed inside the rear armrest and is transmissionally connected between the unlocking component and the first locking component, for transmitting the rotational movement of the unlocking component to the first locking component; The second locking element is rotatably mounted on the rear armrest and has a locked position and an unlocked position; wherein... When the second locking member is in the locked position, at least a portion of the second locking member is located on the rotation trajectory of the unlocking member, thereby preventing the unlocking member from rotating relative to the rear armrest; When the second locking member is in the unlocked position, at least a portion of the second locking member moves out of the rotation trajectory of the unlocking member.

2. The locking structure for a rear armrest as described in claim 1, characterized in that, The rear armrest has an opening communicating with its internal space, and the second locking element includes: The cover is snapped onto the opening; The lock cylinder is rotatably disposed within the cover body, and one end is provided with a first abutting part. The first abutting part passes through the cover body and extends into the interior of the rear armrest, where it movably abuts against the unlocking component.

3. A locking structure for a rear armrest as described in claim 2, characterized in that, The cover has a cavity inside, and an annular protrusion is provided on the inner wall of the cavity. An annular groove is provided on the outer wall of the lock cylinder. The annular groove cooperates with the annular protrusion to provide a limit for the lock cylinder when it rotates.

4. A locking structure for a rear armrest as described in claim 2, characterized in that, The unlocking component includes a main body and a second abutting portion disposed on the main body. The main body has a shell-like structure, and the second abutting portion is movably abutting against the first abutting portion.

5. A locking structure for a rear armrest as described in claim 4, characterized in that, The unlocking device also includes: A pivot is fixedly mounted on the main body and rotatably installed on the rear armrest; A track groove is formed on the outer side wall of the main body, and a guide protrusion is provided on the rear armrest. The guide protrusion is inserted into the track groove to provide guidance for the rotation of the unlocking component. An elastic element is disposed between the main body and the rear armrest.

6. A locking structure for a rear armrest as described in claim 1, characterized in that, The transmission component includes: A drive shaft is rotatably disposed inside the rear armrest, and an eccentric shaft is provided at one end of the drive shaft, the eccentric shaft being connected to the first locking member; A connecting sleeve is fitted onto the outside of the drive shaft and is snapped and fixed to the drive shaft. A connecting portion extends from the outer side wall of the connecting sleeve. A connecting rod, one end of which is connected to the connecting part, and the other end of which is connected to the unlocking component.

7. A locking structure for a rear armrest as described in claim 6, characterized in that, The outer side wall of the connecting rod is provided with several snap-fit ​​grooves, and the inner side wall of the connecting sleeve is provided with snap-fit ​​protrusions that cooperate with the snap-fit ​​grooves. The snap-fit ​​protrusions snap into the corresponding snap-fit ​​grooves.

8. A locking structure for a rear armrest as described in claim 1, characterized in that, The first locking element is a hook-shaped structure that can be movably engaged with the rear seat.

9. A rear armrest, characterized in that, Including a locking structure for a rear armrest as described in any one of claims 1 to 8.

10. A car, characterized in that, Including a rear armrest as described in claim 9.

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