JP7604282B2 - Seat lock device - Google Patents

Description

The present invention relates to a seat lock device. More specifically, it relates to a seat lock device that locks a vehicle seat in a flipped-up position against the side wall of the vehicle.

A space-up seat is known that can expand the luggage compartment by flipping up the seat cushion against the side wall of the vehicle (Patent Document 1). The space-up seat described in Patent Document 1 is configured such that, as the seat cushion is flipped up, a striker provided on the back of the seat cushion is pushed into a seat lock device provided on the side wall of the vehicle and locked. The seat lock device has a restricting portion that restricts the receiving position of the striker, and a hook that is hooked onto the back of the received striker.

As the striker is pushed in, the hook at the tip is pushed back in the rotational direction against the spring force. Then, as the striker is completely pushed in, the hook rotates back due to the spring force and hooks onto the back of the striker. This keeps the striker pinched between the hook at the tip and the restricting part.

JP 2020-172180 A

In the above conventional technology, the hooking portion of the hook is configured so that the hooking surface faces the rotation center of the hook. This means that the hook is not pushed around even when it receives a reaction force from the striker hooked on the hooking portion, and the hook is configured to appropriately prevent the striker from falling off. However, on the other hand, this structure makes it difficult to close the gap between the hook and the restricting portion, which causes the striker to easily rattle. Therefore, the present invention provides a seat lock device that can both prevent the striker from falling off and suppress rattling.

To solve the above problems, the seat lock device of the present invention takes the following measures.

That is, the seat lock device of the present invention is a seat lock device that locks a vehicle seat in a flipped-up position against the side wall of the vehicle. This seat lock device has a restricting portion and a hook. The restricting portion restricts the movement of a striker provided on the vehicle seat that accompanies flipping up at the flipped-up position. The hook is provided so as to be rotatable relative to the restricting portion, and is hooked onto the back of the striker when the vehicle seat is flipped up, thereby holding the striker between the restricting portion and the striker.

The hook has a hooking portion that is pushed around by the striker against the spring force as the vehicle seat is flipped up, and then rotates back due to the spring force as the striker passes, and is hooked onto the back of the striker. The hooking surface of the hooking portion that hooks onto the striker is set with an inclination angle that drives the striker into the restriction portion as the hook rotates back.

With the above configuration, the inclination angle set on the hooking surface of the hook makes it possible to drive the striker into the restricting section and lock it in a tight gap. As the striker enters, the hook is pushed aside against the spring force, and then rotates back and hooks behind the striker, preventing the striker from falling out. Therefore, the hook can prevent the striker from falling out and suppress rattling at the same time.

The seat lock device of the present invention may be further configured as follows: The restricting portion and/or the striker has a position correction structure that allows the deviation of the position that restricts the movement of the striker from a reference position in the fore-aft direction of the seat to be corrected by displacing the striker in the fore-aft direction of the seat. The restricting portion has a concave surface that restricts the position of the striker by contacting it with two points in the fore-aft direction of the seat.

With the above configuration, the striker can be held in an appropriate position by hitting a total of three points: one point on the hooking surface of the hook and two points on the concave surface of the restricting part.

The seat lock device of the present invention may further be configured as follows: The position correction structure is made of a pin connection structure that allows the restricting portion to rotate coaxially with the hook.

The above configuration allows for a simple structure in which the restricting portion is connected to the hook by a pin so that it can rotate coaxially with the hook, thereby realizing a position correction structure.

1 is a perspective view illustrating a schematic configuration of a seat lock device according to a first embodiment. FIG. 4 is an enlarged perspective view illustrating a locked state of the seat lock device. FIG. 2 is a partial cross-sectional perspective view of the seat lock device. FIG. 4 is an enlarged perspective view showing the seat lock device in an unlocked state. FIG. 2 is an exploded perspective view of the seat lock device. FIG. 6 is an exploded perspective view of FIG. 5 as seen from the rear side. FIG. 3 is a rear view of FIG. 2. FIG. 2 is a partial cross-sectional view showing an initial state of the seat lock device. 11 is a partial cross-sectional view showing a state in which the striker is pushed into the hook as the vehicle seat is flipped up. FIG. FIG. 11 is a partial cross-sectional view showing a state in which the hook is hooked onto the back of the striker as the striker passes. 11 is a partial cross-sectional view showing a state in which the striker enters the seat lock device from a position shifted to the rear of the seat. FIG. FIG. 11 is a partial cross-sectional view showing a state in which the base plate has rotated in response to a shift in the striker. 11 is a partial cross-sectional view showing a state in which the hook has been released by operating the operating lever. FIG.

Below, the form for implementing the present invention is explained with reference to the drawings.

First Embodiment
(General Configuration of Seat Lock Device 1)
First, the configuration of a seat lock device 1 according to a first embodiment of the present invention will be described with reference to Figures 1 to 13. In the following description, when directions such as front, rear, up, down, left and right are indicated, they refer to the respective directions shown in each figure. The forward direction in each figure represents the traveling direction of the automobile. In the following description, when no specific reference figure is indicated or when no reference figure has a reference symbol, any of Figures 1 to 13 will be referred to as appropriate.

As shown in FIG. 1, the seat lock device 1 according to this embodiment is disposed on the right side wall inside the vehicle cabin. This seat lock device 1 is configured as a locking device that locks a seat (vehicle seat) 10, which constitutes the right rear seat of the vehicle, in a flipped-up position against the right side wall of the vehicle.

The seat 10 is provided with a seat back 11 that serves as a backrest and a seat cushion 12 that serves as a seating area, and is installed facing forward on the vehicle floor F. When not in use, the seat 10 is configured as a space-up seat that can be flipped up against the right side wall of the vehicle by operating a lever (not shown) to expand the luggage compartment.

Specifically, the seat 10 is switched to a state in which the seat back 11 is folded onto the top of the seat cushion 12 by operating the lever (not shown). Furthermore, the seat 10 is released from a locked state in which the left side of the seat cushion 12 is locked against the floor F by operating the lever.

As a result, the seat 10 is flipped up, together with the folded seat back 11, toward the right side wall of the vehicle with the assistance of spring force around a hinge (not shown) that connects the right side of the seat cushion 12 to the floor F (or the right side wall of the vehicle). As the seat 10 flips up, the striker S provided at the left rear end of the seat cushion 12 is pushed into the seat lock device 1 provided on the right side wall of the vehicle and locked.

The striker S is a press-formed product made by bending a single metal round bar into a U-shape. Both ends of the striker S are integrally connected to the left rear end of the seat cushion 12.

The striker S is bent so that it projects rearward from both ends fixed to the seat cushion 12 and then extends in an inverted U-shape in the direction in which the seat cushion 12 is flipped up. As a result, when the seat 10 is flipped up, the striker S is configured so that the round bar-shaped engagement bar S1 connecting the two legs of the inverted U-shape extends vertically and is pushed into the seat lock device 1 from the inside (left side) of the vehicle, thereby locking it.

As shown in Figures 2 and 3, the seat lock device 1 has an engagement structure in which, as the striker S is pushed in, the hook 6 is once pushed aside against the spring force, and then as the striker S passes, the hook 6 rotates back and hooks onto the rear (left surface) of the striker S. As a result of this hooking, the hook 6 holds the striker S in a sandwiched state between itself and the concave surface 5D of the base 5, creating a locked state that prevents the striker S from falling out. Here, the base 5 corresponds to the "regulating portion" of the present invention.

As shown in FIG. 4, the locked state of the hook 6 is released when the user manually pulls the operating lever 6C, which is directly connected to the rear end of the hook 6, backward. After the release, the seat 10 is manually lowered from the state in which it has been flipped up against the right side wall of the vehicle to the floor F around the hinge (not shown). At that time, the fingers of the user who pulled the operating lever 6C backward are moved to a position rearward away from the movement trajectory of the striker S accompanying the lowering of the seat 10 due to the arrangement of the operating lever 6C.

As a result, the operating lever 6C is designed to reduce contact between the user's fingers and the striker S when releasing the hook 6 and dropping the seat 10 accordingly. This allows the user to properly perform a series of operations from manually releasing the hook 6 to dropping the seat 10 onto the floor F.

(Configuration of each part of the seat lock device 1)
The following describes the specific configuration of each part of the seat lock device 1. As shown in Figures 5 and 6, the seat lock device 1 includes a vehicle fastening bracket 2, a bezel 3, a pin 4, a base 5, a hook 6, a base-side torsion spring 7, and a hook-side torsion spring 8.

The vehicle fastening bracket 2 is made of a press-formed metal plate that has been bent into a frame shape with one side open. Various points around the periphery of the vehicle fastening bracket 2 are bolted to the right side wall of the vehicle (not shown) to secure the bracket together.

The bezel 3 is made of a resin injection molded product molded into a frame shape that opens toward the inside (left side) of the vehicle. The bezel 3 is fitted into the frame of the vehicle fastening bracket 2 from the inside (left side) of the vehicle, so that the locking portions 3A formed to protrude from the peripheral side are set in a state where they abut against the peripheral portion on the left side of the vehicle fastening bracket 2. The bezel 3 is fixed integrally to the vehicle fastening bracket 2 by the pin 4 that is inserted through the vehicle fastening bracket 2 from above and is also inserted through its base (see Figures 2 and 3).

The pin 4 is made of a metal round bar member that extends in the height direction. The pin 4 is set in the vehicle fastening bracket 2 in a state where it is inserted between the upper and lower frame sides so as to penetrate the bezel 3, base 5, and hook 6 from above (see Figures 2 to 3 and 7).

As shown in Figure 2, the base 5 is made of an injection-molded resin product molded to fit vertically inside the frame of the bezel 3. More specifically, as shown in Figures 6 to 7, the base 5 is formed in a box shape with a U-shaped cross section that opens to the rear. The base 5 is set inside the frame of the bezel 3, and the pin 4 described above is inserted into its base from above, so that it is assembled in a state where it is supported rotatably relative to the vehicle fastening bracket 2 (see Figures 2 to 3 and 7).

As shown in Figures 5 to 7, the base 5 is constantly biased to rotate clockwise in a plan view (clockwise in Figures 5 to 6) around the pin 4 by the spring force of the base-side torsion spring 7 hooked between the base 5 and the vehicle fastening bracket 2. As a result, as shown in Figure 8, in the initial state before the striker S enters the seat lock device 1, the base 5 is held in an initial position where the cushion pad 5E attached to the center of its front surface comes into contact with and engages the vehicle fastening bracket 2.

As shown in FIG. 2, the base 5 has a flat partition wall 5A that extends in the direction of the radius of rotation to separate the interior of the frame of the bezel 3 into front and rear sections. The partition wall 5A has a through hole 5B that penetrates in the shape of a long hole through which the hook portion 6B at the tip of the hook 6 can be passed from the rear.

The base 5 also has an inclined plate 5C that extends obliquely backward from the edge of the outer (left) side of the partition wall 5A in the direction of the rotation radius. The base 5 also has a concave surface 5D that extends forward from the edge of the inner (right) side of the rotation radius of the partition wall 5A in a curved manner, forming a V-shaped recessed surface in cross section toward the inside of the vehicle (left side).

As shown in Figures 8 and 9, the base 5 receives the engagement bar S1 of the striker S, which moves from the inside of the vehicle (left side) as the seat 10 is flipped up, along the front surface of the partition wall 5A. As shown in Figure 10, the base 5 restricts the movement of the striker S by having the engagement bar S1 of the striker S abut against the concave surface 5D.

The concave surface 5D is structured so that the engagement bar S1 of the striker S is supported at two points by abutting both slopes of the V-shaped cross section. As shown in FIG. 11, even if the engagement bar S1 of the striker S moves from a position shifted backward from the center (reference position) of the V of the concave surface 5D due to the installation of its surrounding parts, as shown in FIG. 12, this shift is corrected by rotational displacement around the pin 4, so that the engagement bar S1 of the striker S is always received at the center of the V of the concave surface 5D.

Specifically, as shown in FIG. 11, when the engagement bar S1 of the striker S moves from a position shifted backward, the base 5 causes the engagement bar S1 to abut against the inclined plate 5C. As a result, the base 5 is pushed backward around the pin 4 by the pressing force received from the engagement bar S1 of the striker S.

As a result, as the striker S enters, the base 5 is pushed backward and rotated to receive the striker S along the front surface of the partition wall 5A. As the base 5 rotates, the striker S hits both slopes of the concave surface 5D and is received in the center of the V, as shown in FIG. 12.

As shown in Figures 3 and 5-6, the hook 6 is made of a laminated component in which a resin coating is applied to a press-molded metal plate formed into an L-shaped plate. As shown in Figures 2-3 and 7-8, the hook 6 is set inside the frame of the bezel 3, entering the inside of the U-shaped cross section of the base 5 from the rear.

The hook 6 is attached to the vehicle fastening bracket 2 together with the base 5 in a rotatable manner by inserting the pin 4 into its base from above (see Figures 2 to 3 and 7). The hook 6 and base 5 are attached to the vehicle fastening bracket 2 so that they can rotate relative to each other.

As shown in Figures 5 to 7, the hook 6 is constantly biased to rotate clockwise in a plan view (clockwise in Figures 5 and 6) around the pin 4 by the spring force of the hook-side torsion spring 8 hooked between the hook 6 and the vehicle fastening bracket 2. As a result, as shown in Figure 8, in the initial state before the striker S enters the seat lock device 1, the hook 6 is held in an initial position where a pair of left and right cushion rubbers 6D (see Figure 5) attached to the front part of the operating lever 6C that is integral with the hook 6 each come into contact with and engage with a rib 5F (see Figure 6) that protrudes from the inner back surface of the U-shaped cross section of the base 5.

That is, the hook 6 is configured so that the rotation urged by the hook-side torsion spring 8 is stopped by abutment with the base 5. As shown in Figures 3 and 5 to 6, the hook 6 has an arm portion 6A that extends in a long plate shape in the direction of the rotation radius from the base portion on the rotation center side through which the pin 4 is inserted.

The hook 6 also has a hook portion 6B that extends from the tip of the arm portion 6A in a tapered plate shape toward the front, which is the direction of rotation. The hook 6 also has an operating lever 6C that is integrally connected to the rear of the tip side of the arm portion 6A and extends from the arm portion 6A in a shape that bulges out toward the rear and inside of the vehicle (left side).

The operating lever 6C is made of a resin injection molded product molded integrally with the hook 6. As shown in FIG. 5, the operating lever 6C has a flat finger hook surface portion 6C1 that extends upward from the rear of the tip side of the arm portion 6A toward the outside in the direction of the rotation radius, with the face facing forward. The operating lever 6C also has a curved cover surface portion 6C2 that extends backward in a curved manner from the edge of the outside (left side) in the direction of the rotation radius of the finger hook surface portion 6C1.

As shown in Figures 2 and 3, the finger hook surface portion 6C1 is shaped to extend from inside the frame of the bezel 3 to a position beyond the bezel 3 to the inside of the vehicle (left side). As a result, the finger hook surface portion 6C1 is shaped to extend further toward the inside of the vehicle (left side) than the inclined plate 5C of the base 5. The finger hook surface portion 6C1 is configured to form a gap T between it and the striker S that fits into the concave surface 5D of the base 5, allowing the user to hook their fingers from the inside of the vehicle (left side).

The cover surface portion 6C2 is shaped like a curved plate that extends in an arc shape around the rotation center (pin 4) of the hook 6. The cover surface portion 6C2 is set in a state where the edge portion that extends rearward is recessed into the vehicle outer side (right side) of the rear frame edge of the bezel 3. As a result, the cover surface portion 6C2 covers the inside of the frame of the bezel 3 rearward of the finger hook surface portion 6C1 in a flat manner facing the vehicle interior.

8, in the initial state before the striker S enters the seat lock device 1, the hook 6 is rotationally biased by the hook-side torsion spring 8 described above, so that the hook portion 6B on the tip side passes through the through hole 5B formed in the partition wall 5A of the base 5 and protrudes forward of the partition wall 5A, and is held in a state facing the concave surface 5D of the base 5 in the direction of the rotation radius. As a result, in the initial state, the hook 6 is in a state in which the hook portion 6B on the tip side protrudes on the movement trajectory of the striker S caused by the lifting of the seat 10.

The hook portion 6B has a pressed surface 6B1 forming its outer circumferential surface, and a hook surface 6B2 forming its inner circumferential surface. The pressed surface 6B1 is formed as an inclined surface that is inclined forward toward the rotation center from the arc surface drawn around the rotation center (pin 4) of the hook 6. As a result, as shown in FIG. 9, the pressed surface 6B1 is configured to receive a force that pushes it diagonally backward when the engagement bar S1 of the striker S hits it from the inside (left side) of the vehicle as the seat 10 is flipped up.

Therefore, when the engagement bar S1 of the striker S is pressed against the pressed surface 6B1 from inside the vehicle (left side) as the seat 10 is flipped up, the hook 6 is pushed backward around the pin 4 against the spring force of the hook side torsion spring 8. As shown in FIG. 10, when the engagement bar S1 of the striker S passes through the pressed surface 6B1, the hook 6 rotates back due to the spring force of the hook side torsion spring 8, and the hook surface 6B2, which is the inner surface of the hook portion 6B, hooks onto the back of the engagement bar S1.

The hook surface 6B2 is formed as an inclined surface that is inclined slightly forward and outward in the direction of the rotation radius from the arc surface drawn around the rotation center (pin 4) of the hook 6. As a result, when the hook surface 6B2 is hooked onto the back of the engagement bar S1 of the striker S as the hook 6 rotates back, the inclination angle (pressure angle) α is set so that the engagement bar S1 can be driven toward the concave surface 5D as the hook 6 rotates back.

By the above-mentioned driving, the hook 6 has its hook surface 6B2 hooked onto the back of the engagement bar S1, so that the engagement bar S1 can be supported in a state where it is properly abutted against a total of three points, one point on the hook surface 6B2 and two points on the concave surface 5D of the base 5, with minimal backlash. The inclination angle α of the hook surface 6B2 is the angle between a line connecting the abutment point between the hook surface 6B2 and the engagement bar S1 and the axis of the pin 4, which is the rotation center of the hook 6, and a line that passes through the abutment point and is perpendicular to the hook surface 6B2.

When the inclination angle α of the hook surface 6B2 is large, the engagement bar S1 can be efficiently driven toward the concave surface 5D as the hook 6 rotates back. However, on the other hand, the reaction force from the engagement bar S1 makes it easier for the hook 6 to be pushed backward around the pin 4, which can easily impair the function of preventing the engagement bar S1 from falling off.

On the other hand, if the inclination angle α is small, the hook surface 6B2 will be directed toward the axis of the pin 4, which is the center of rotation of the hook 6, so that the hook 6 will not be easily pushed backwards even if it receives a reaction force from the engagement bar S1. As a result, the hook 6 can more appropriately hold the engagement bar S1 in a state that prevents it from falling off. However, on the other hand, as the hook 6 rotates back, its function of driving the engagement bar S1 toward the concave surface 5D is easily impaired.

The inclination angle α of the hook surface 6B2 is therefore set, taking the above into consideration, to an angle that can adequately prevent the engagement bar S1 from falling out while adequately driving the engagement bar S1 into the concave surface 5D as the hook 6 rotates back. As described above in Figures 11 and 12, the hook 6 is configured such that the rotation biased by the hook-side torsion spring 8 is stopped by contact with the base 5 according to the rotational position of the base 5, which rotates according to the insertion position of the striker S in the fore-and-aft direction.

Therefore, as shown in Figures 10 and 12, even if the insertion position of the striker S shifts, the angular position at which the hook 6 hooked onto the engagement bar S1 of the striker S is prevented from rotating relative to the base 5 is always constant. Because of this, even if the insertion position of the striker S shifts, the engagement bar S1 of the striker S can always be supported in a state where there is no backlash by properly abutting a total of three points: one point on the hook surface 6B2 and two points on the concave surface 5D of the base 5.

As shown in FIG. 8, in the initial state before the striker S enters the seat lock device 1, the operating lever 6C is configured so that the hook 6 abuts against the base 5 and is prevented from rotating in the initial position. For this reason, the operating lever 6C is configured so that the finger hook surface portion 6C1 is always held in a state in which it protrudes from the rear of the inclined plate 5C of the base 5 toward the inside of the vehicle (left side).

As shown in Figures 10 and 12, when the seat 10 is flipped up, the engagement bar S1 of the striker S enters the seat lock device 1 and the hook 6 is hooked onto the back of the engagement bar S1, so that the operating lever 6C is returned to the same rotational position as the initial rotational position relative to the base 5 according to the rotational position of the base 5.

For this reason, as shown in Figures 10 and 12, the operating lever 6C is configured such that, even in a locked state in which the hook portion 6B of the hook 6 is hooked behind the engagement bar S1 of the striker S, a gap T is formed between the finger hook surface portion 6C1 and the striker S that has entered the concave surface 5D of the base 5, allowing the user to hook their fingers from inside the vehicle (left side). The seat lock device 1 can be released from the locked state by the hook 6 by hooking the user's fingers on the finger hook surface portion 6C1 from a position standing at the rear of the vehicle and pulling it backward, as shown in Figure 13.

Specifically, when the user hooks his/her finger on the finger hook surface 6C1 of the operating lever 6C and pulls it backward, the hook 6 that is integral with the operating lever 6C is pulled backward around the pin 4. This releases the hook portion 6B from the hooked state on the hook 6, and the striker S is released from the locked state.

The above release allows the seat 10 to be lowered, and as the seat 10 is lowered, the striker S is pulled away from the seat lock device 1 toward the inside of the vehicle (left side). At that time, the fingers of the user who pulled the operating lever 6C rearward are pulled further rearward from the initial position behind the striker S.

As a result, the fingers of the user who operates the operating lever 6C are always positioned rearward away from the path of movement of the striker S accompanying the dropping of the seat 10. Therefore, when the seat 10 is dropped onto the floor F after the operation of the operating lever 6C, there is no risk of the striker S coming into contact with the user's fingers, and the manual release operation of the hook 6 and the subsequent dropping operation of the seat 10 can be performed appropriately.

More specifically, as shown in Figures 10 and 12, the finger hook surface 6C1 of the operating lever 6C is configured to be separated from the engagement bar S1 of the striker S by the partition wall 5A of the base 5. The finger hook surface 6C1 of the operating lever 6C is also configured to protrude from the rear of the inclined plate 5C of the base 5 toward the inside of the vehicle (left side). Therefore, even if the insertion position of the striker S shifts rearward, the base 5 always rotates according to the insertion position of the striker S, so that the distance between the striker S and the engagement bar S1 is always the length of the inclined plate 5C in the fore-and-aft direction (gap T).

As a result, the space between the striker S and the fingers of the user operating the operating lever 6C is always separated by the partition wall 5A, with a gap T provided between them. This further reduces the risk that the fingers of the user touching the finger rest surface portion 6C1 will come into contact with the striker S.

(summary)
To summarize the above, the seat lock device 1 according to this embodiment has the following configuration: In the following description, the reference characters in parentheses correspond to the respective components shown in the above embodiment.

That is, the seat lock device (1) is a seat lock device (1) that locks a vehicle seat (10) in a flipped-up position against the side wall of the vehicle. This seat lock device (1) has a restricting portion (5) and a hook (6). The restricting portion (5) restricts the movement of a striker (S) provided on the vehicle seat (10) in the flipped-up position as the seat is flipped up. The hook (6) is provided so as to be rotatable relative to the restricting portion (5), and is hooked onto the back of the striker (S) as the vehicle seat (10) is flipped up, thereby holding the striker (S) between the restricting portion (5) and the vehicle seat (10).

The hook (6) has a hooking portion (6B) that is pushed around by the striker (S) against the spring force as the vehicle seat (10) is flipped up, and then rotates back due to the spring force as the striker (S) passes, and is hooked onto the back of the striker (S). An inclination angle (α) is set on the hooking surface (6B2) of the hooking portion (6B) that hooks onto the striker (S) so that the striker (S) is driven into the restricting portion (5) as the hook (6) rotates back.

According to the above configuration, the inclination angle (α) set on the hook surface (6B2) of the hook (6) can drive the striker (S) into the restricting portion (5) and lock it in a narrowed gap. As the striker (S) enters, the hook (6) is pushed aside against the spring force, and then rotates back and hooks behind the striker (S), preventing the striker (S) from falling out. Therefore, the hook (6) can prevent the striker (S) from falling out and suppress rattling at the same time.

The restricting portion (5) and/or the striker (S) have a position correction structure that allows the deviation of the position that restricts the movement of the striker (S) in the fore-aft direction of the seat from the reference position to be corrected by displacing the striker (S) in the fore-aft direction of the seat. The restricting portion (5) has a concave surface (5D) that restricts the position of the striker (S) by abutting it against two points in the fore-aft direction of the seat. With the above configuration, the striker (S) can be appropriately held in position by abutting against a total of three points: one point on the hook surface (6B2) of the hook (6) and two points on the concave surface (5D) of the restricting portion (5).

More specifically, the position correction structure is made up of a pin (4) connection structure that allows the regulating portion (5) to rotate coaxially with the hook (6). With the above configuration, the position correction structure can be realized with a simple configuration in which the regulating portion (5) is connected to the hook (6) by the pin (4) so that it can rotate coaxially with the hook (6).

Other embodiments
Although one embodiment of the present invention has been described above, the present invention can be embodied in various forms as described below in addition to the above embodiment.

1. The seat lock device of the present invention can be applied to vehicles such as automobiles and trains, as well as non-vehicle vehicles such as aircraft and ships.

2. The restricting portion does not necessarily have to be rotatable about the same axis as the hook with respect to the vehicle fastening bracket, and may be configured to be provided integrally with the vehicle fastening bracket. In that case, by providing the striker with a position correction structure that enables the deviation in the seat fore-and-aft direction of the position where the striker enters the restricting portion from the reference position to be corrected by displacing the striker in the seat fore-and-aft direction, it is possible to ensure that the striker always abuts against the concave surface of the restricting portion at two points in the seat fore-and-aft direction.

As a configuration in which a position correction structure is applied to the striker, for example, a configuration in which the striker can be pivoted by rotating or sliding in the front-rear direction of the vehicle seat relative to the seat is considered. The position correction structure may be applied to both the restricting portion and the striker.

3. The concave surface of the restricting portion is not limited to a V-shaped cross-section, but may be a curved concave surface.

REFERENCE SIGNS LIST 1 Seat lock device 2 Vehicle fastening bracket 3 Bezel 3A Locking portion 4 Pin 5 Base (regulating portion)
Reference Signs List 5A Partition wall 5B Through hole 5C Inclined plate 5D Concave surface 5E Cushion pad 5F Rib 6 Hook 6A Arm portion 6B Hook portion 6B1 Pressed surface 6B2 Hook surface 6C Operation lever 6C1 Finger hook surface portion 6C2 Cover surface portion 6D Cushion rubber 7 Base side torsion spring 8 Hook side torsion spring 10 Seat (vehicle seat)
11 seat back 12 seat cushion S striker S1 engagement bar F floor T gap α inclination angle

Claims (1)

A seat lock device for locking a vehicle seat in a flipped-up position against a side wall of a vehicle, comprising:
a restricting portion that restricts a movement of the striker provided on the vehicle seat caused by the striker being lifted at the lifted position;
a hook that is provided rotatably relative to the regulating portion and that is hooked onto a rear of the striker when the vehicle seat is flipped up to hold the striker between the striker and the regulating portion,
the hook has a hook portion which is pushed around by the striker against a spring force as the vehicle seat is flipped up, and then rotates back to its original position as the striker passes by, and is hooked onto the back of the striker,
a hooking surface of the hooking portion on which the striker is hooked is set at an inclination angle such that the striker is driven and pressed against the regulating portion as the rotation return of the hook progresses, and the striker is held by a spring force without being pushed back by a reaction force received from the striker ,
the restricting portion has a position correction structure that enables a deviation in the front-rear direction of the seat of a position where the movement of the striker is restricted from a reference position to be corrected by a displacement in the front-rear direction of the seat, and a concave surface that restricts the position of the striker in the flip-up direction by abutting against two points in the front-rear direction of the seat, which are both inclined surfaces of a V-shaped recess,
A seat lock device, wherein the position correction structure is a pin connecting structure that enables the regulating portion to rotate coaxially with the hook when pressed by the striker.

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