JPS62220674A - Lock apparatus of opening cover material of car - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Application Field) The present invention relates to a device for locking and unlocking a locking device for an opening covering material of a door, a luggage lid, etc. using a wireless signal from a vehicle. Regarding prevention of malfunction while driving.

(Prior Art) For example, by operating a portable transmitter, you can lock or unlock a door without operating a mechanical door key cylinder (KS in Figure 2a) or a luggage lid opener. Alternatively, a device has been proposed that allows the luggage lid to be unlatched.

This type of device is equipped with a locking solenoid and an unlocking solenoid in the vehicle door locking mechanism, an unlatching solenoid in the luggage lid latch mechanism, and a predetermined key code transmitted from a transmitter carried by the driver. Radio waves containing information are received by a receiver installed on the vehicle side, the key code information is detected, the detected key code information is compared with a pre-stored code, and if they match, the door lock solenoid is activated. energizes to lock the door lock mechanism, or energizes the door unlock solenoid to unlock the door lock mechanism, or energizes the luggage lid unlatch solenoid to unlatch the lid's latch mechanism. are doing. According to this, when the driver (including other occupants) wants to get into the vehicle, he operates the transmitter to send an unlock instruction, and when he gets out of the vehicle and leaves the vehicle, he sends a lock instruction, and also closes the luggage lid. When opening, by operating the transmitter and sending an instruction to unlatch the lid, the door can be locked/unlocked or the luggage lid can be unlatched without performing any mechanical operation, resulting in improved operability.

(Problems to be solved by the invention) By the way, in this type of door lock/unlock device,
While driving, the driver may accidentally operate the transmitter, resulting in the luggage lid being unlocked or the doors being unlocked. As a result, there is a risk that items stored in the luggage compartment may fall onto the road or that the rear view may be blocked.

As a means to solve such problems, a vehicle speed detection means is provided to cancel the unlock instruction and unlatch instruction while the vehicle is running, or an ignition key switch is provided to detect whether the ignition key is present or not and the unlock instruction is canceled when the ignition key is present. It is possible to cancel the lock instruction and the unlatch instruction, but in the former case, the problem arises that the instruction is not canceled while the signal is stopped, and in the latter case, the instruction is canceled while the engine warms up. causing inconvenience.

An object of the present invention is to prevent an erroneous unlocking of an on-vehicle opening cover material when a signal including key code information is issued due to an erroneous operation by a driver while driving.

[Structure of the invention]

(Means for Solving the Problems) In order to achieve the above object, in the present invention, when the key code information from the key code generating means matches the code stored in advance, the locking mechanism of the vehicle opening covering material In a locking device for an on-vehicle opening covering material that drives a vehicle to unlock and unlock: an occupant detection means for detecting the presence or absence of an occupant; The locking mechanism of the on-vehicle opening cover shall be driven to unlock.

(Function) According to this, even if a signal including a key code is erroneously issued due to an erroneous operation by the driver while driving, the presence of one occupant is detected and the locking mechanism is not unlocked. This can prevent the danger of the luggage lid opening inside.

Other objects and features of the present invention will become apparent from the following description of embodiments with reference to the drawings.

(Example) Fig. 2a shows a front view of the main parts of the internal door lock mechanism of the driver's seat door, Fig. 2b shows a partial perspective view of Fig. 2a, and Fig. 2c
Fig. 2a shows a partial front view of the external door lock mechanism corresponding to the back side of Fig. 2a, Fig. 2d shows a partial plan view of Fig. 2c, and Fig.
Figure e shows a plan view of the outside door handle of the driver's seat door. First, explanation will be given with reference to FIGS. 2a and 2b.

In FIGS. 2a and 2b, a bottle 11 is fixed to the right side of the base plate 1, and the bottle 1! A return lever 2 is pivotally attached to the.

The return lever 2 has three arms 2a, 2b and 2
It has c. A bottle 21 is fixed to the first arm 2a extending upward in FIGS. 2a and 2b, and a bottle 21 is fixed thereto.
A rod 4 connected to the connecting lever 3 and the outside handle 30 is engaged. of return lever 2,
Second arm 2b extending downward in FIGS. 2a and 2b
The end portion of the return lever 2 passes through a regulation hole 1b formed in a vertical surface 1a of the base plate 1 that is bent vertically toward the front side, and the rotation range of the return lever 2 is regulated by the parent control 1b. . Further, the third arm 2C extending to the right in FIGS. 2a and 2b is spring-loaded, and one end of the tension coil spring 5 is engaged with the third arm 2C. The other end of the tension coil spring 5 has a spring receiver bored in the vertical surface 1a of the base plate 1, which is engaged with a hole IC, and rotates clockwise around the pin 11 with respect to the return lever 2. is always enforced.

On the other hand, in FIGS. 2a and 2b, a bottle 12 is fixed to the left side of the base plate 1.
A 10th mounting plate 6 and a 20th mounting plate 7 are pivotally attached to 2.

The tenth mounting plate 6 has four arms 6a.

6b, 6c and 6d. Figures 2a and 2b
A bottle 61 is fixed to the first arm 6a extending rightward in the figure, and the long hole 3a of the connecting lever 3 is attached to the bottle 61.
is engaged. The second arm 6b extending downward in FIGS. 2a and 2b has an end bent vertically toward the front and is engaged with a link mechanism 8, and the door lock actuator DLA is connected via the link mechanism 8. Plunger 16
and a rod 10 connected to an inside locking button (not shown). The rotation of the tenth king plate 6 about the bin 12 is achieved by fixing the third arm 6c extending to the left or the fourth arm 6d extending to the lower left in FIGS. 2a and 2b to the base plate 1. It is regulated by coming into contact with the stopper 11. Further, a protrusion 62 is formed near the center of rotation of the tenth packing plate 6 (the pivot point with the bottle 12). A rod 12 connected to a mechanical door key cylinder KS is engaged with an arm 7a of the twentieth king plate 7 that extends upward in FIGS. 2a and 2b. In addition, a recess is formed near the center of rotation of the 20th king plate 7 (the pivot point with the bin 12) by the first bushing arm 7b and the second bushing arm 7C. and 2nd b.
in the state shown in the figure), the first bushing arm 7b is
The second bushing arms 7C are adapted to abut against projections 62 of the locking plate 6 in a locked state (described later).

In FIGS. 2a and 2b, an unlatch lever 13 to which a bottle 131 is fixed is pivotally attached to a substantially central portion of the base plate 1. As shown in FIGS. The bin 131 extends outwardly through the base plate l and has a cam 132 fixed thereon which rotates the detent lever 23 of the external door locking mechanism shown in FIG. 2c. The upper end of the unlatch lever 13 is a claw 13a bent vertically forward, and is in the unlocked state (that is, the state shown in FIGS. 2a and 2b).
Now, the bushing arm 3b of the connecting lever 3 comes into contact with the arm 6. A link mechanism 15 that acts on the lower end of the unlatch lever 13 is engaged with a rod 14 that is connected to an inside door handle (not shown).

The door lock actuator DLA is a bidirectional electromagnetic actuator, and the plunger 1 of the actuator DLA
6 is the first posture shown in FIGS. 2a and 2b, and the second posture that is drawn inside the DLA (in the direction of arrow A).
It has a posture. In the second position, the door lock switch (DLSW: see Figure 1) built into the DLA is turned on.

Referring to FIGS. 2c and 2d, the external door locking mechanism includes a disk-shaped fork bolt 20, a detent lever 23, and a loop-shaped striker as main elements. The fork bolt 20 has a primary latch 20b and a second latch 20a, and is pivotally attached to the door body (the door panel PNL or a portion fixed thereto) by a rotation shaft 22. The compression coil spring 21 always forces the fork bolt 2o to rotate clockwise.

The detent lever 23 is connected to the door body (
(same as above), and is always forced to rotate counterclockwise by a compression coil spring 24.

The striker 26 is fixed to the pillar PLA.

Further, a courtesy switch OC8wR (normally closed) for the driver's door is arranged below the striker 26 in the pillar PLA, and the switch OCS W
Only the R knob 27 is provided on the outside (on the striker 26 side).

As shown in FIGS. 2c and 2d, the fork bolt 20 meshes with the striker 26 (the hatched part in FIG. 2c), and the claw of the detent lever 23 contacts the primary latch 20b of the fork bolt 20. the door is completely closed. In this state, the second d
The part of the door panel PNL protruding toward the pillar PLA below the door lock mechanism, shown by the two-dot chain line in the figure, comes into contact with the knob 27 of the courtesy switch OCS W R, and the knob is moved to the left in Figure 2d. Therefore, the switch 0C8W
R is turned off.

In addition, the state generally referred to as "1 door ajar" is a state in which the fork bolt 20 is rotated clockwise as shown in FIG. In this state, the door is incompletely closed, but the fork bolt 20
is still engaged with the striker, thus preventing the door from opening. This second latch is provided to ensure safety while the vehicle is running. In addition, at this time, the overhanging part of the door panel PNL is connected to the door courtesy switch ocs.
Since it does not come into contact with the knob 27 of w, the knob 27 is pushed back to the right in FIG. 2d by the built-in spring reaction force, and the switch OCS W R is turned on.

Referring to FIG. 2e, outside door handle 30
is pivotally mounted by a shaft 31 inside the door panel PNL. Although not shown, the outside door handle 30 is always forced to rotate counterclockwise (that is, pressed toward the PNL side) by a coil spring.

A link mechanism (not shown) connected to the rod 4 is engaged with the arm 432 . In Figure 2a.

An outside door handle switch HDSW (normally open) is fixed below the arm 32.

1 when the outside door handle 30 is pulled, as shown in FIG. 2e.
As shown by the dotted chain line (partially omitted), when the arm 32 rotates around the shaft 31, the arm 3
2 rotates in the direction of arrow B and acts on switch HDSW,
The switch HDSW is turned on.

Explain the operation. The operation of pulling the outside door handle 30 moves the lock 4 of the internal door lock mechanism shown in FIGS. 2a and 2b to the left in the drawings via a link mechanism (not shown) engaged with the arm 32. let

Figures 2a and 2b show the unlocked state, and as described above, in this state the bush arm 3b of the connecting lever 3 is in contact with the pawl 13a of the unlatch lever 13, so the rod 4 moves to the left. As a result, the unlatch lever 13 and the bin 131 are rotated together in the counterclockwise direction. As a result, the cam 132 fixed to the bin 131 shown in FIG. 2c is rotated clockwise (in FIG. 2c), so that the detent lever 23 is moved by the spring 2.
The detent lever 23 is rotated clockwise against the reaction force of the fork bolt 20, and the contact between the claw portion of the detent lever 23 and the primary latch 20a of the fork bolt 20 is released, and the fork bolt 20 becomes rotatable. The door is opened by releasing the engagement with the door.

When the outside door handle 30 is no longer pulled, the tension of the tension coil spring 5 causes the connection lever 3. The return lever 2 and rod 4 return to their original states.

When the inside door handle (not shown) is operated, the rod 14 is pulled forward in FIGS. 2a and 2b, acts on the lower end of the unlatch lever 13 via the link mechanism 15, and moves the lever 13 counterclockwise. direction and release the latch in the same manner as above.

In the unlocked state shown in FIGS. 2a and 2b, when the door key KEY is inserted into the mechanical door key cylinder KS and the key cylinder KS is rotated in the forward direction, the rod 12 is moved to the right as shown in the figure. Ru. The rightward movement of the rod 12 acts on the arm 7a of the 20th packing plate 7 to rotate the 20th packing plate 7 clockwise in the drawing.

This clockwise rotation of the 20th sticking plate 7 is transmitted from the first bushing arm 7b of the plate 7 to the protrusion 62 of the 10th sticking plate 6, causing the 10th sticking plate 6 to move clockwise. 6's fourth arm 6d
rotates until it comes into contact with the stopper 11.

With this rotation, the first arm 6 of the tenth mounting plate 6
The lever 3 is pulled down in FIGS. 2a and 2b through the pin 61 fixed to the pin 61 and the elongated hole 3a of the connecting lever 3, and the bush arm 3 of the lever 3 is pulled down as shown in FIGS. 2a and 2b.
b and the claw 13a of the unlatch lever 13.
(locked state).

Furthermore, this rotation moves the rod 9 and IO in the direction of arrow A via the link mechanism 8 that is engaged with the second arm of the tenth king plate 6.

As a result, the rod 9 is connected to the door lock actuator DL.
The plunger 16 of A is pushed in the six directions of the arrows to take the second position, and the door lock switch DLSW built in the actuator DLA is turned on, and the rod 10 pushes in the inside locking button (not shown).

In this locked state, the outside door handle 3
0 is operated, the bushing arm 3 of the connecting lever 3
Since the engagement between the lever 13b and the pawl 13a of the unlatch lever 13 is disengaged, the operation is not transmitted to the unlatch lever 13, and the latch of the external locking mechanism shown in FIG. 2c is not released.

The mechanical door key cylinder KS, the rond 12, and the 20th locking plate 7 are adapted to return to the states shown in FIGS. 2a and 2b by a spring (not shown) when the rotational force from the door key KEY is released. There is.

Further, in the unlocked state shown in FIGS. 2a and 2b, when the plunger 16 changes from the first attitude to the second attitude due to the lock bias of the door lock actuator DLA and the rod 9 is pulled in the direction of arrow A. , or 1
When the rod 10 is moved in the direction of arrow A by pressing the inside locking button (not shown), the movement of these rods 9 and 10 is caused by the link mechanism 8 and the first
Since the plate 6 is rotated clockwise via the second arm of the connecting plate 6, the connecting lever 3 is rotated in the same manner as above.
The bushing arm 3b and the claw 13 of the unlatch lever 13
The engagement with a is released and the lock state is achieved.

When the lock mechanism is in the locked state, when the door key KEY is inserted into the mechanical door key cylinder KS and the key cylinder KS is rotated in the opposite direction, the rod 12 is moved to the left in the drawing. Movement of the rod 12 in the right direction is
The second
Rotate the zero-setting plate 7 counterclockwise. This counterclockwise rotation of the 20th pushing plate 7 is transmitted from the second bushing arm 7C of the plate 7 to the protrusion 62 of the 10th pushing plate 6, causing the 10th pushing plate 6 to move counterclockwise. The third arm 6C of the plate 6 rotates until it comes into contact with the collar 11.

With this rotation, the first arm 6 of the tenth mounting plate 6
The pin 61 fixed to a and the elongated hole 3at of the connecting lever 3? 2a and 2b.
As shown in the figure, the bushing arm 3b of the lever 3 and the claw 13a of the unlatch lever 13 engage with each other.

At this time, at the same time.

The rods 9 and 10 are moved in the opposite direction of arrow A via the link mechanism 8 engaged with the second arm of the tenth locking plate 6, and the plunger 16 of the door lock actuator DLA is pulled out and put in the first position. Door lock switch DLSW built into the actuator DLA
is turned off and the inside locking button (not shown) is set in the protruding state to return to the unlocked state shown in FIGS. 2a and 2c.

In addition, in the locked state, when the plunger 16 changes from the second attitude to the first attitude due to the unlock bias of the door lock actuator DLA and the rod 9 is pushed out in the opposite direction of the arrow A, or When the rod 10 moves in the opposite direction of arrow A by pulling out the locking button, the movement of these rods 9 and 10 moves the plate 6 through the link mechanism 8 and the second arm of the tenth locking plate 6. Since it rotates clockwise, the bushing arm 3b of the connecting lever 3 and the pawl 13a of the unlatch lever 13 are engaged with each other in the same way as described above, resulting in an unlocked state.

Furthermore, when the inside door handle (not shown) is operated in the locked state, the operation is performed by the rod 1.
4 and the unlatch lever 13 via the link mechanism 15.
act on the lower end of the lever 13 to rotate the lever 13 counterclockwise, this rotation is transmitted to the tenth locking plate 6 by a transmission mechanism (not shown), and the locking plate 6
counterclockwise, the bushing arm 3b of the connecting lever 3 and the pawl 13a of the unlatch lever 13 are engaged with each other in the same way as described above, and the unlocked state is achieved. In conjunction with this, the latch of the external door lock mechanism is released by rotating the unlatch lever 13 as described above.

This is in preparation for an emergency evacuation, but some also lock the operation of the inside door handle in the locked state.

Similarly, when the locking mechanism is in the locked state, the detent lever 2 of the external door locking mechanism shown in FIG.
3 is rotated clockwise as shown in the figure, the unlatch lever 13 is rotated counterclockwise in FIGS. 2a and 2b via the cam 132. 10, the locking plate 6 is rotated counterclockwise, and the bushing arm 3b of the connecting lever 3 and the pawl 13a of the unlatch lever 13 are engaged in the above direction 20, thereby creating an unlocked state. becomes. Therefore, for example, when the door is opened, the inside locking button locks the door locking mechanism,
When the door is then closed, the fork bolt 20 of the external door lock mechanism shown in FIG. 2C contacts the striker 26 and rotates, thereby causing the detent lever 23 to rotate clockwise (as shown in FIG. 2C). When the door is closed, the door lock mechanism is in an unlocked state. However, at this time, when the door is closed while pulling the outside door handle 30, the movement of the connecting lever 3 causes the transmission mechanism (not shown) to be unlatched, causing the unlatch lever 13 to rotate in the first position.
Since the zero is not transmitted to the locking plate 6, the door can be closed in the locked state. This eliminates the hassle of using a door key KEY for each door lock, and also prevents the door key KEY from being left in the car due to careless door locking.

The locking mechanism for the driver's door has been described above, but the vehicle of this embodiment also has a passenger's door (ie, a two-door type), and the door locking mechanism for the passenger's door is almost the same. however.

The door lock actuator (corresponding to DLA in FIG. 2a) of the door lock mechanism of the passenger door is unidirectional, and only performs an operation of retracting a plunger (corresponding to 16). There is also a switch (equivalent to DLSW) that is linked to the door lock actuator to detect the lock state, and a switch (H
(equivalent to DSW) is not equipped.

Next, the latch mechanism of the luggage lid will be explained with reference to FIG. This latch mechanism includes a latch lever 40. Deten 1-Lever 42. The main elements are a striker 44° and an unlatch solenoid 5 of 14.

The latch lever 40 is pivoted to a fixed part of the vehicle body (here, the vehicle body on the luggage compartment side with respect to the luggage lid; the same applies hereinafter) by a rotation shaft 41, and is pivoted clockwise in the diagram by a spring (not shown). rotation is forced. The detent lever 42 is
It is pivotally connected to a fixed portion of the vehicle body by a rotation shaft 43, and is forced to rotate counterclockwise in the illustration by a spring (not shown). Unlatch solenoid 5oQ4
is fixed to the vehicle body, and the solenoid 5ofi
4 plunger 45 and detent lever 42 hanging hole 42
b is connected by a wire 46. Striker 4
4 is fixed to the luggage lid.

The solid line in FIG. 3 indicates that the striker 44 and the latch lever 40 are engaged, and the latch portion 40a of the latch lever 40 and the detent portion 42a of the detent lever 42 are engaged, causing the latch lever 40 to rotate (clockwise). shows the latched state of the luggage lid where it is blocked by the detent lever 42.

In this state, when the unlatch solenoid 5of14 is energized and the plunger 45 is pulled in the right direction as shown in the figure,
The movement is transmitted to the detent lever 42 via the wire 46 and the hanging hole 42b, and the -n- lever 42 is rotated in the direction of arrow C about the rotation shaft 43 as a fulcrum. As a result, the detent lever 42 is at the position indicated by the two-dot chain line in FIG.
1 because the engagement between the detent lever 42 and the detent portion 42a is released and the rotation of the latch lever 40 is permitted.
The latch lever 40 is rotated clockwise by a spring reaction force (not shown), and the striker 44 is pushed away, thereby releasing the latched state of the luggage lid.

Thereafter, when the unlatch solenoid 5ofi4 is deenergized, the detent lever 42 rotates in the opposite direction of the arrow C about the rotation shaft 43 as a fulcrum due to a spring reaction force (not shown). When the luggage lid is closed in this state, the striker 44 rotates the latch lever 40 counterclockwise.
Rotate in the direction of arrow C so as to push 2 away. When the latch lever 40 and the detent lever 42 rotate beyond a predetermined position, the latch lever 40 can no longer push the detent lever 42 away, and a spring (not shown) of the lever 42 causes the detent lever 42 to move to the direction indicated by the arrow.
The detent portion 42a of the detent lever 42 engages with the latch portion 40a of the latch lever 40, and the luggage lid returns to the latched state.

Please refer to FIG. FIG. 1 is a block diagram showing the control system of the apparatus of this embodiment. The control system is mainly composed of a microcomputer ((1:PU) 100, and the input/output board of the CPU 100 has a key code receiver 3.
002 Occupant detection circuit 400° timer TMl & TM2. Door lock switch DLSW, outside door handle switch HDSW, driver's door courtesy switch O
CS W R-Passenger door courtesy switch 0C8WL
, solenoid driver Drl, Dr2. Dr3. and non-volatile memory NVM are connected. REG2 is a constant voltage circuit connected to the vehicle battery Btt,
A constant voltage Vcc is supplied to each component.

Briefly, the device shown in FIG. 1 receives a key code and an instruction code transmitted from a key code transmitter 200 using a key code reception@300, stores the received key code in a non-volatile memory NVM, and stores the received key code in a non-volatile memory NVM. registered food C
0DE, these match and the occupant detection circuit 40
Only when 0 indicates no occupant, the lock solenoid 5oQ2 of the door lock actuator DLA of the driver's door and the lock solenoid 5oQ1 of the door lock actuator of the passenger door are activated according to the command code and the states of the switches DLSW and HDSW. energize (lock energize) or energize (lock) the unlock solenoid 5oQ3 of the door lock actuator DLA of the driver's door.
Unlock bias)L.

Alternatively, the unlatch solenoid 5oQ4 of the luggage lid latch mechanism is energized (unlatch energized). In addition, for example, in a so-called ajar door, that is, the fork bolt of the door lock mechanism (20 in Fig. 2c = hereafter, the reference numbers of the components shown in parentheses are the same as those for the passenger door) engages with the striker (26). If the door lock mechanism is in the locked state with insufficient rotation and the pawl of the detent shiver (23) is in contact with the second latch (20a), pressing the door will detent the door as described above. The lever (23) rotates and enters the unlocked state, and as soon as this is detected, the lock solenoids SOΩl and 5on2 are energized to lock.

FIG. 4a shows a schematic configuration of the key code transmitter 200.
Figure b shows a timing chart showing the operation.

Referring to FIG. 4a, the key code transmitter 200 includes a dip switch (dual inline package).
switch) DIP, operation key switch DSW & LSW,
Parallel in shift register SR, timing circuit TM
, oscillator 0C8I, flip-flop FFI, FM modulator MOD, high frequency amplifier RFI, tuning circuit, antenna A
The main elements are TI and constant voltage circuit REGI.

The operation key switch DSW & LSW is a 2-contact switch, and the 9 first contacts are I) SW (1/2) & LSW.
(1/2) is inserted in parallel to the power supply line connecting the battery Ba and the constant voltage circuit REGI.

The parallel-in shift register SR is a 16-bit parallel-in/serial-out shift register.
parallel Kugata terminal, clock pulse input terminal CLK,
Shift load input terminal SL.

It has a clock inhibit input terminal CI and a serial output terminal OUT. The 1st bit parallel input terminal (the right end is the 1st bit) has an operation key switch LSW.
The second contact LSW (2/2) of the operation key switch DSW and a pull-up resistor are connected to the second bit parallel input terminal. , 3rd bit parallel input terminal to 16th bit parallel input terminal, respectively, are connected to a switch contact of a dip switch DIP and a pull-up resistor, respectively. These switch contacts LSW (2/2), DSW (2/2) and DIP
The other end is grounded. Dip switch DIP 14
The switch contacts are set on/off in accordance with the code C0DE stored in the non-volatile memory NVM.

A signal from the timing circuit TM is applied to input terminals SL and CI of the shift register SR.

Clock input terminal CLK of shift register SR.

Timing circuit input terminal and flip-flop FF
A signal from an oscillator 08CI is applied to the clock input terminal CLK of I. Output terminal OU of shift register SR
T is connected to the input terminal S of the flip-flop FFI, and the output terminal Q of the FFI is connected to the FM modulator MOD. The MOD output terminal is connected to a high frequency amplifier RFI, and the output of the high frequency amplifier RFI is connected to a transmitting antenna ATI via a tuning circuit. High frequency amplifier R
The FIK is provided with a radio wave transmission/stop control input terminal for reducing power consumption of the key code transmitter, and an output terminal of the timing circuit TM is connected to this input terminal.

The operation of the key code transmitter 200 will be explained with reference to the operation timing chart shown in FIG. 4b.

When the vehicle driver instructs the door lock mechanism to lock or unlock, the vehicle driver uses the door operation key switch DSW.
is turned on (closed), and when instructing to unlatch the luggage lid latch mechanism, the luggage lid operation key switch LSW is turned on (closed). Note that these switches DSW and LSW are seesaw switches and are not turned on at the same time.

When the switch DSW is turned on, the first
When the switch LSW is turned on via the contact DSW (1/2), the first contact LSW (1/2) of the switch is turned on.
2), the voltage of the battery Ba is applied to the constant voltage circuit REG, from which a constant voltage vcC is supplied to each part. As a result, the oscillator 0C8I and the timing circuit T
M stands up.

Clock inhibit input terminal C of shift register SR
When I becomes L (low level), it starts outputting radio waves and starts data shifting of the SR. At this time, since the H level is applied to the shift/load input terminal SL, the key code data applied to the parallel input terminal is not read, and the data It
1 #l is output. This lasts 5 clock periods. That is, start bit data indicated by 5-bit data "11111"' is output. When these 5 clock cycles are completed, the L level is output for a short time to the shift/load input terminal SL, and this causes the operation key switch D
Shift register SR depending on the operating status of SW and LSW
The instruction code data of the 1st bit and 2nd bit parallel input terminal ("o i", t, sw when operating the DSW)
) and dip switch D
3rd shift register SR by IP on/off setting
Key code data (14 bits) of the bit to 16th bit parallel input terminal are preset to each bit of the shift register SR.

After that, in synchronization with the clock, the set 2-bit instruction code data and 14-bit key code data are output as 16-bit serial data (corresponding to "key code information" in the claims). It is output from the terminal OUT. When the output of the serial data is finished, the start bit is output again, and the second output of the serial data is started. After repeating this operation several times, the clock input CI is set to H level and the output of radio waves is stopped for a predetermined period Ts (0.2 seconds in this embodiment). From now on, this operation will be performed using the switch DSW.
Or repeat at the same cycle until the LSW is turned off.

Flip-flop FFI sets the data from shift register SR to its output terminal at the rising edge of the clock pulse. The output signal of FFI is frequency modulated by MOD, amplified by high frequency amplifier RFI, and radiated from antenna ATI via a tuning circuit.

FIG. 5 shows a schematic configuration of a key code receiver 300 installed on the vehicle side.

Referring to FIG. 5, the key code receiver 300-32 includes an oscillator 03C2, a local oscillator 08C3, a high frequency amplifier RF2. Mixer MIX, intermediate frequency amplifier IFA, frequency discriminator DIS, low frequency amplifier AFA and comparator C
It is configured with Pl & CP2 as main elements. A receiving antenna AT2 is connected to the input terminal of the high frequency amplifier RF2 via a tuning circuit.

When the radio wave from the key code transmitter is received, it is amplified by the high frequency amplifier RF2, mixed with the oscillation frequency of the local oscillator 08C3 in the mixer MIX, and converted into an intermediate frequency. Thereafter, it is amplified by an intermediate frequency amplifier IFA and demodulated by a frequency discriminator DIS. The demodulated signal is low-frequency amplified by a low-frequency amplification circuit AFA, and is provided to comparators CP1 and C20. The comparator CPI converts it into a binary signal (waveform shaping) according to the signal level, and the comparator C
At P2, it is converted into an enable signal according to the reception level. When the oscillator 08C2 is given the enable signal, the 080 of the key code transmitter is synchronized with the detection output.
Outputs a clock pulse with the same frequency as 1.

Occupant detection circuit 400 with reference to FIGS. 6a and 6b
Explain.

The occupant detection circuit 400 detects that the electrostatic capacitance between the electrode sh incorporated in the seat cushion trim cover of the driver's seat St shown in FIG. driver)
It changes greatly depending on whether there is a MAN or not (
This device detects the presence or absence of an occupant by utilizing the fact that the relative dielectric constant of humans is said to be approximately 80. That is, the 6th b.
As shown in the figure, this detection circuit 400 consists of an oscillation circuit CRO in which the electrode sh and the body ground are external capacitors.
, which generates a voltage according to the oscillation frequency of the CRO.
v converter (frequency/voltage converter) It is constituted by FV and a comparator CP3 that compares the output voltage of FV and a predetermined voltage.

To explain the operation, this detection circuit 400 has a steady state in which there is no passenger MAN in the driver's seat, and at this time, the comparator CP3 outputs a voltage corresponding to the oscillation frequency of the oscillation circuit CRO output from the f/v converter FV. H (high level) is output by comparison with a predetermined voltage Vr3. However, when the passenger MAN is seated in the driver's seat, the capacitance between the electrode sh and the body ground is amplified, so the oscillation circuit CRO
The oscillation frequency of is well below the steady state, f/v
Since the converter FV outputs a voltage lower than the steady state, the comparator CP3 output changes to L (low level). For more details about this occupant detection circuit 400, please refer to Japanese Patent Application No. 60-2
Please refer to 80300 to 60-232371.

Nonvolatile memory NVM is battery-backed memory (
A readable/writable nonvolatile memory element, a dip switch, etc. may also be used).

7a and 7b are flowcharts showing the main routine of the CPU 100 shown in FIG. 1, and FIGS. 8a and 8b are flowcharts showing the subroutine. CPU1 by referring to these flowcharts.
The operation of 00 will be explained. In the following explanation, the step number will be indicated as tZS-1'' (S is omitted in the flowchart).

In Sl, output ports 01 to 03 are set to L, and internal registers Fl, F2 . Clear and initialize FG.

S2 is a code reading routine that reads the instruction code (2 bits) and key code (14 bits) received by the key code receiver 300. The code reading routine will now be described with reference to Figures 8a and 8b.

At S30, registers Ra, Rh, Re, Rd and Re
Clear.

In steps 831 to S35, a start bit is detected. S
The clock rise detection of No. 31 is as shown in FIG. 8b.
First, the flag register FG is set to 0 in S50, and if the clock pulse of the key code receiver 300 rises, the process returns from S50, but if not, S52
→Proceed to S53, and reset and start the 0.1 second timer TM2. If the clock rise is not detected before the time is over, it is determined that the output of the key code transmitter 200 is stopped or there is no output, and the process returns from S54 to 81 in FIG. 7a. Therefore, at 832, the level of the detection output signal is read in synchronization with the rising edge of the clock pulse.
When it goes to L level, the contents of register Ra is incremented. If H arrives before detecting 5 consecutive L's, 8
At 30, register Ra = Re is cleared and start bit detection is restarted from the beginning.

When the start bit is detected, 2-bit instruction code reading is executed in steps 836-841. In this case as well, 8
The detected output level is read in synchronization with the rising edge of the clock pulse in steps 36 and S37, and the contents of the register Rh are sequentially shifted by one bit to the upper digits in 838.Then, in S39, the read data bit is placed in the least significant digit of the register Rh. writes the contents (Ilo) of , and sets register Re to 1 in S40.
This loop is repeated twice until the register Re is incremented and the contents of the register Re become 2.

In steps 342 to S47, 14-bit key code reading is executed. In this case, similarly to the above, the detection output level is read in synchronization with the rising edge of the clock pulse at 842 and 843, and after the contents of the register Rd are sequentially shifted by one bit to the upper digit at S44, the highest digit of the register Rd is shifted at S39. The contents of the read data bit (Ilo) are written in the lower digits, the register Re is incremented by 1 in S40, and this loop is repeated 14 times until the contents of the register Re reach 14.

After this, the process returns to the main flow shown in FIG. 7a.

In S3, the 14-bit key code written in the register Rd and the registration code Co stored in the NVM 14 are
DE is compared, and if they do not match, the key code transmitter 200 repeats transmission while the switch DSW or LSW is on, so the process returns to 81 and repeats the above steps.

If the read key code matches the registration code C0DE stored in the NVM 14, the process advances to S4 and the output of the occupant detection circuit 400 is checked. If the input boat P2 indicates that there is a crew member, the process returns to Sl, but if not (H: no crew member), the process advances to S5 and the instruction code written in the register Rh is checked. Therefore, if there is an occupant (driver) in the driver's seat, the operation of the key code transmitter 200 is canceled.

When the switch LSW is operated, the instruction code is “10”.
'', proceed to S6, set capo-03 to H, and unlatch solenoid 5 of the luggage lid latch mechanism.
oQ4 is energized and unlatched), and after a predetermined time delay in S12, the process returns to S1.

When the switch DSW is operated, the instruction code is 01''
'' Therefore, in S7, the state of the door lock switch DLSW in the actuator DLA of the driver's door lock mechanism is checked.

If the driver's door lock mechanism is locked, this door lock switch DSW is on, so S
At 8, reset and start the tyke TMI for 15 seconds. S
In the loop 9→SIO→...→SIO, timer TM
If the outside door handle 30 of the driver's seat door is operated and the outside door handle switch HDSW is turned on before I overflows, the output port 02 at Sll is set to H and the unlock solenoid 5oQ3 of the actuator DLA is energized. After a predetermined time delay in S12, the process returns to S1. Therefore, when the driver's door is locked, the door cannot be opened unless the outside door handle 30 is operated before the TMI times out.

If the driver's door lock mechanism is unlocked,
Since this door lock switch DSW is off, the process advances to S13 shown in FIG. 7b. In S13, the driver's door courtesy switch OCS W R is checked, and if it is on, the driver's door is not completely closed (open, ajar), so in S14 flag register F1 is set to 1, and in S15, the passenger door courtesy switch OCS W
Check L, and if it is on, the passenger door is not completely closed (open, ajar), so set flag register F2 at 816.
Set to 1. In S17, the output port 01 is set to H, and the door lock actuator DLA of the driver's seat door is set to H.
The lock solenoid 5oQ2 of the passenger door and the lock solenoid 5oQ1 of the door lock actuator of the passenger door are energized (locked), and after a delay of a predetermined time, the process proceeds to 318.

If the contents of registers F1 and F2 are 1 in S18,
Return to 81 in Figure 7a, but if not (at least one is Q), proceed to SL9 and below. Below, S19→(
S20→)S22→(S23→)S26→S19→...
..., in the loop, door courtesy switch OCS W
Monitor pt and/or OCS W L- and detection output. Therefore, for example, if the driver's door is
When the door lock is activated with the door ajar, register F1 becomes 1, so S19→S20→S22→S26→S19→・
When the door is pressed in this state, the detent lever 23 (Fig. 2C) rotates as described above, and the door lock mechanism of the driver's door is momentarily unlocked. However, due to this pressing, the door is completely closed and the courtesy switch OCS is closed.
Note that when WR is turned on, the sequence proceeds from S20 to 521-+S25, and the output boat 014H is again energized to lock, returning the door lock mechanism to the locked state.

The same applies to the passenger door.

The unlatch solenoid 5oQ4 of the luggage lid latch mechanism can be energized to unlatch by a luggage lid open switch (not shown) provided inside the vehicle.

In the above embodiment, a two-door type vehicle has been described, but it is obvious that the device of the present invention can be similarly applied to a vehicle having four or more doors.

〔Effect of the invention〕

As explained above, according to the present invention, when the key code information from the key code generation means matches a pre-stored code, the locking mechanism of the on-vehicle opening covering is driven to unlock. In the device: an occupant detection means for detecting the presence or absence of an occupant; and only when the occupant detection means indicates no occupant, and when the comparison means indicates a match, the locking mechanism of the vehicle opening cover material is unlocked. Therefore, even if a signal containing a key code is accidentally emitted due to an erroneous operation by the driver while driving, the locking mechanism will not be unlocked because the presence of an occupant is detected, and for example, if the luggage lid is closed while driving. It is possible to reliably prevent the danger of the door opening.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing a control system according to an embodiment of the present invention. Fig. 2a is a front view showing the internal door lock mechanism of the driver's seat door, Fig. 2b is a partial perspective view of Fig. 2a, and Fig. 2c is a front view showing the external door lock mechanism corresponding to the back side of Fig. 2a. FIG. 2d is a partial plan view of FIG. 2C, and FIG. 2e is a plan view showing the area around the outside door handle 300 of the driver's door. FIG. 3 is a front view showing the luggage lid latch mechanism of the vehicle. FIG. 4a is a block diagram showing a schematic configuration of the key code transmitter 200 shown in FIG. 1, and FIG. 4b is a timing chart showing the operation timing of the key code transmitter 200. FIG. 5 is a block diagram showing a schematic configuration of the key code receiver 300 shown in FIG. 1. 6a and 6b show the occupant detection circuit 4 shown in FIG.
FIG. 2 is a block diagram showing a schematic configuration of 00. 7a and 7b are flowcharts showing the main routine of the microcomputer 100 shown in FIG. 1, and FIGS. 8a and 8b are flowcharts showing the subroutine. 100: Microcomputer (comparison means, energization control means) 200: Key code transmitter (key code generation means) 30
0: Key code receiver (key code detection means) 400:
Occupant detection circuit (occupant detection means) 1: Base plate 2: Return lever 3: Connection lever 4.9, 10, 12.14: Rod 5: Tension coil spring 6: 10th mounting plate 7: 20th mounting plate 8 .15: Link mechanism 11: Stopper 13: Unlatch lever 16.45 Nib lunge gear 20: Fork bolt 21.24: Compression coil spring 22.25, 41, 43: Rotation shaft 23: Detent lever 26.44 Nistrike 27: Switch knob 30 Near side door handle 31: Axis 32: Arm 40: Latch lever 42: Detent lever 46: Wire TMI: 15 second timer TM2: 0.1 second timer NVM: Non-volatile memory (storage means) REGI, REG2: Fixed Voltage circuit DLA lock actuator 5ofll, 5oQ2, 5oQ3, 5oQ4: Solenoid 5oQ3, 5oQ4: (Drive means) Dr 1. Dr.
2. Dr3. Dr4: Solenoid driver Dr2. Dr3: (Electric driver) DLSW near side door lock switch HDSW near side door handle switch OCS
W R, OCS W L: Door courtesy switch DI
P: Dip switch DSW, Lsw: Operation key switch SR: Parallel in/serial out shift register TM: Timing circuit 08CI, 05C2, 08C3: l/! Oscillator FFI: Flip-flop MOD: FM modulator RFI, Rf2. IFA, AFA: Amplifier ATI, AT
2: Antenna MIX: Mixer Dis: Frequency discriminator CPI, CF2. CF2: Comparator CP3: (detection processing means) Rf: Roof F lor: Floor Rf, Fl
or: (Body Earth) St: Sheet Sh
: Electrode (detection electrode) MAN: Passenger CRO: Oscillator circuit FV: f/v converter

Claims (7)

[Claims] (1) Locking mechanism for on-vehicle opening cover; Driving means for unlocking the locking mechanism; Electric driver for energizing the driving means; Key code generating means for generating a signal containing predetermined key code information; Mounted on the vehicle. key code detection means for receiving a signal containing the key code information and detecting the key code information included in the signal; code storage means for storing the code; key code information detected by the key code detection means and the code; Comparison means for comparing the code with the code stored in the storage means; Occupant detection means for detecting the presence or absence of an occupant; A locking device for an on-vehicle opening covering material, comprising: an energizing control means for instructing a driver to energize a driving means; (2) The occupant detection means includes a detection electrode installed on the vehicle and insulated from the body ground of the vehicle; a capacitance detection means that detects a change in capacitance between the detection electrode and the body ground; and Detection processing means for generating a signal indicating the presence of an occupant when the capacitance detection means detects an increase in capacitance; Locking of the vehicle opening covering material according to claim (1) Device. (3) The detection electrode is a conductive layer with a wide surface that is installed on the driver's seat of the vehicle; and the occupant detection means detects the presence or absence of an occupant in the driver's seat of the vehicle. The locking device for the vehicle opening covering material described above. (4) The locking device for a vehicle opening covering material according to claim 1, wherein the locking mechanism for the vehicle opening covering material is a vehicle door locking mechanism. (5) The locking mechanism of the on-vehicle opening covering material is a latch mechanism of the luggage lid of the vehicle, as set forth in claim (1) above.
A locking device for a vehicle opening covering material as described in 2. (6) The locking device for a vehicle opening covering material according to claim 1, wherein the locking mechanism for the vehicle opening covering material is a vehicle door lock mechanism and a luggage lid latch mechanism. (7) The locking device for an on-vehicle opening covering material according to claim (1), wherein the signal containing the key code information generated by the key code generating means is a radio wave.