JPS6349570A - Damage preventing device for vehicle - Google Patents

Abstract

PURPOSE:To prevent the robbery of a vehicle by automatically setting covering members for such openings as side windows or the like at their stand-by positions when crewman's absence and closed vehicle doors are detected, and converting the vehicle into a damage preventing mode when the vehicle turns into operating condition without the normal release of door locking. CONSTITUTION:Crew detecting circuits PD1-PD4 to detect crewman's presence or absence on a vehicle, door latch switches LA1-LA4 to detect the opening or closing of vehicle doors, and door key switches KS1, KS2 to detect that a lock releasing means has acted on a door locking mechanism are provided. When the crewman's absence and closed vehicle doors are detected, a driving mechanism sets covering members for such openings as side windows or a sunroof at their stand- by positions. After then, when the crewman's presence of any opened vehicle door is detected before it is detected that said releasing means has functioned, said vehicle is set in a damage preventing mode,and a drivers seat and a steering wheel are therefore moved to reduce a space between them so as to turn the vehicle into an uncontrollable condition.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Field of Application) The present invention is aimed at preventing damages such as theft of vehicles, vehicle-mounted objects, etc., and tampering with vehicles.

(Prior Art) Vehicles include side windows (driver door window, passenger door window, driver rear door window, and passenger rear door window), sunroofs (roof panels), luggage lids, and Although it is equipped with a member that covers the opening of the engine hood, etc.

If you forget to close these or leave them open to prevent the temperature inside the car from rising, items inside the car may be stolen or the inside locking button (knob for locking/unlocking the doors inside the car) may be operated from the opening. This could cause damage such as the door being unlocked.

Furthermore, since the members covering these openings are movably supported, they can be forcibly opened from the outside. Therefore, similar damage could have occurred due to prying.

In order to prevent such damage, anti-theft devices have been proposed that issue an alarm if a door lock knob inside the vehicle is operated before the door is opened. This device is equipped with a hidden switch that turns the alarm function on and off. After the driver gets into the vehicle, operate this switch to stop the alarm function, and when parking or stopping, operate this switch. Make the device work.

Further, an anti-theft device has been proposed that detects vibrations of a vehicle, changes in body potential, etc., and issues an alarm.

When parking or parking, operate the hidden switch on this device to turn on the alarm function.2 For example, if the vehicle vibrates due to openings such as side windows or sunroofs being opened, or if there is a change in the electric potential of the body, this alarm will be activated. Detect and issue an alarm.

(Problems to be Solved by the Invention) In both of the above two anti-theft devices, setting/resetting of the functions of the device is left to the driver of the vehicle, which is very cumbersome and uncertain. This means that if you forget to set your anti-theft device, it won't work, and
If the driver forgets to reset the vehicle, the anti-theft device will be activated when the authorized driver attempts to use the vehicle. In particular, in the latter case, when getting on and off the vehicle, vibrations of the vehicle and changes in the potential of the body occur, making it difficult to determine when to set/reset.

In addition, there are many false positives, so it is gradually becoming obsolete.

Furthermore, even if the anti-theft device is set, the system can be brought down by operating the engine hood unlatch knob on the driver's seat from the opening, opening the carrot hood, and cutting off the power line. The trespasser can secure sufficient time to remove the anti-theft device or search for items inside the vehicle.

As described above, conventional theft prevention devices have various disadvantages because they do not take into account damage to vehicles in general, and are also low in reliability.

The purpose of the present invention is to reliably prevent damage such as theft of vehicles, vehicle-mounted items, etc., and tampering with vehicles.6 [Structure of the Invention] (Means for Solving Problems) To achieve the above object In the present invention, a first detection means for detecting the presence or absence of an occupant on the vehicle; a second detection means for detecting the open/closed state of an on-vehicle door; and a vehicle damage prevention mechanism; When the first detection means detects the absence of an occupant and the second detection means detects the closed state of the onboard door, the onboard opening cover is set to the special position;
When the first detecting means detects that an occupant is present or the second detecting means detects that an on-vehicle door is open before the detecting means detects that the unlocking means is activated, the vehicle damage prevention mechanism is controlled. shall be used to set the vehicle's damage prevention mode.

(Function) In this, the first detection means detects the no-occupant state;
The state in which the second detection means detects the closed state of the vehicle door is a state in which the vehicle is not in use.

In other words, this is the state when the vehicle is parked or stopped.

In other words, according to this, it automatically detects when the vehicle is parked or stopped, automatically sets the side windows, sunroof, etc. opening covers to the special position, and then, if the vehicle is not in use without the normal door unlocking. In this case, the vehicle is set in a damage prevention mode, so that damage such as theft of the vehicle, on-vehicle items, etc., and damage caused by tampering with the vehicle can be reliably prevented.

In this case, the vehicle's damage prevention mode would, for example, narrow the distance between the driver's seat and the steering wheel in the vehicle to make it impossible to operate the vehicle, lock the luggage lid and engine hood, and shut off the power line to bring the system down. to prevent In addition, a horn or headlights may be energized to intimidate illegal intruders or to notify the outside.

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

(Embodiment) FIG. 1 is a block diagram showing the electrical configuration of the vehicle damage prevention device of the present invention.

Referring to FIG. 1, this device includes a microprocessor M
It is composed mainly of PU. microprocessor MP
Each U port has various switches, occupant detection circuit, window regulator system WR8, and seat & steering control system SSC.

Various drivers are connected. Microprocessor M
The on-board battery Bt is connected to the PU via a constant voltage power supply Reg.
A constant voltage Vcc is supplied from t.

The switch IGS is an ignition key switch provided in the ignition key installation opening (not shown), and is connected when the ignition key is installed (port PO
is L level tro11).

Switch DLL, DL2. DL3 and DL4 are door lock solenoids 5oQ1 for the front right door (driver seat door), front left door (passenger seat door), rear right door (driver seat rear door), and rear left door (passenger seat rear door), respectively.
, 5oQ2, 5oQ3, and 5oQ4, and is connected when each door is in the unlocked state (each port Pi, , P2.P3.P4
is L level “0”).

Switch LA, LA2. LA3 and LA4 are door latch switches provided in the front right door, front left door, rear right door, rear left door, and door latch mechanism, respectively, and are connected when each door is in the unlatched state (each port P51 P6.P7 , P8 is L level 41 Q ?+
).

Switches KSI and KS2 are door key switches provided in the door key cylinders of the front right door and the front left door, respectively, and are brought into contact when a door key is attached to each door key cylinder and rotated (each port P9.PIO
is L level "0").

Figure 2a, Figure 2b, Figure 2c, Figure 3a, Figure 3b,
Figures 4a, 4b, 4c, 4d and 4e
A door lock mechanism and a door latch mechanism will be described with reference to the drawings.

FIG. 2a shows the appearance of the door lock solenoid Son for the front right door. This solenoid is a two-way solenoid, with two solenoids 5on11 and 5oQ12 inside.
When 5oQll is energized, the plunger IO is driven to the left (UNLOCK side) in Fig. 2a, and 5oQ12
When energized, the plunger 10 moves to the right (LO) in Fig. 2a.
CK side). A flange portion 11 is formed inside the plunger 10, and the flange portion 11 acts on the built-in door lock switch DL1 to unlock the unlock position ff1 (UNLOCK
position), switch leads 12 and 13 of the switch DLL are in contact. The other door lock solenoids 5oQ2, 5oQ3, and 5oQ4 have similar configurations, but they are unidirectional solenoids and drive their respective plungers to the lock position (LOCK position) when energized.

The solenoid 5OQ1 engages with the door locking mechanism of the heavy cloth door shown in FIG. 2c to lock/unlock the locking mechanism. The door lock mechanism will be explained with reference to FIG. 2c.

Figure 2c shows the unlocked state. In this state, the unlatch plate 15 and the bushing plate 16 are engaged at their folded portions 15a and 16a, so when the outside door handle (the door handle provided on the outside of the door, not shown) is operated, the rod 17
．． The unlatch plate 15 is rotated counterclockwise in FIG. 2c about the shaft 152 via the bushing plate 16. As a result, the unlatch plate 15
The detent lever 22 (FIG. 3a) of the door latch mechanism, which will be described next, is rotated via the lever 51 to unlatch the door latch mechanism (that is, the door opens).

The plunger 10 of the door lock solenoid 5o121 is
It is connected to the rod 10a via a link mechanism (not shown), and when the plunger 10 is pushed out (at the locked position), the rod 10a is driven in the direction of the arrow ARO, and when the plunger 10 is retracted (at the unlocked position).
, drives the rod 10a in the opposite direction of the arrow ARO. When the rod 10a is driven in the direction of the arrow ARO, the bushing plate 16 is shifted downward in FIG. solve. Therefore, even if the outside handle is operated, the unlatch plate 15 will not rotate. This is the locked state.

When the rod 10a is driven in the opposite direction of the arrow ARO, the bushing plate 16 is pushed upward via the link mechanism 14, the folded portions 15a and 16a of the unlatch plate 15 and the bushing plate 16 are engaged, and the second c. Return to the state shown in the figure.

When the inside locking button (not shown) is pushed in and the rod 18 is driven in the direction of the arrow ARO, and when the door key cylinder described later is rotated and the rod 32
1 is driven to the right in FIG. 2c, the locking state is achieved in the same manner as described above, and when the inside locking button is pulled out and the rod 18 is driven in the opposite direction of the arrow ARO, and In any case where the door key cylinder is rotated and the rod 321 is driven to the left in FIG. 2c, the door key cylinder operates in the same manner as described above and becomes unlocked. Note that by these drives, the plunger of the solenoid 5o121 is mechanically driven to the lock position or the unlock position.

When an inside door handle (not shown) is operated, the unlatch plate 15 is rotated regardless of the locked/unlocked state. This is a function to prepare for emergency evacuation in unexpected situations.

Other door lock mechanisms (not shown), ie, door lock mechanisms for the front left door, rear right door, and rear left door, also have substantially the same configuration as described above.

Figure 3a shows the structure of the door latch mechanism for the front right door. The door latch mechanism is a fork bolt 20 provided on the door side.
The main components are a detent lever 22 and a striker 21 provided on the vehicle body side, and the door latch switch LAI
is built-in.

The fork bolt 20 is pivotally connected to a shaft 201, and is rotated counterclockwise (arrow AR) by a compression coil spring SPI.
rotation in the opposite direction of I) is forced. The detent lever 22 is pivotally attached to a shaft 221, and is forced to rotate counterclockwise (in the opposite direction of arrow AR2) by a compression coil spring SP2. In FIG. 3a, the left side corresponds to the inside of the vehicle.

The broken line in FIG. 3a indicates that the fork bolt 20 is connected to the striker 2.
1 is fully engaged and rotated counterclockwise, and the rotation is regulated by the detent lever 22, indicating a fully latched state. The dashed line in Fig. 3a indicates a primary latch state (so-called half-door) in which the fork bolt 20 and the striker 21 are engaged, but their rotation is insufficiently regulated by the detent lever 22. state).

The pin 151 fixed to the unlatch plate 15 of the door lock mechanism described above engages with the detent lever 22 as shown in the figure, so when the unlatch plate 15 rotates, the detent lever 22 moves in the direction of the arrow through the pin 151. It is rotated in the AR2 direction. As a result, the rotation of the fork bolt 20 is unrestricted, so when the door is opened, the striker 21 moves to the left in the figure relative to the door, and the fork bolt 20 is moved against the spring SPI by the arrow AR1. rotate in the direction. This fork bolt 20
As a result of the rotation, the fork bolt 20 and the striker 21 are disengaged, resulting in an unlatched state.

Rotation of the fork bolt 20 in the unlatched state is regulated by a detent lever 22. In this case, the fork bolt 20 - sometimes moves the detent lever 22 at a rotation angle larger than the rotation by the unlatch plate 15.
Since it rotates in two directions, the fork bolt 20 does not rotate even if the outside door handle or the inside door handle is operated in the unlatched state.

The door latch switch LAI, as shown in Figure 3b,
Slide knob 23. It consists of a compression coil spring 24 and switch leads 25 and 26.

The slide knob 23 is provided with a downward force in FIG. 3b from a compression coil spring 24, and normally protrudes. When the knob 23 protrudes, the switch lead 2
5 and 26 are in contact with each other, and the switch leads 25 and 26 are opened when pushed in (the state shown in FIG. 3b).

The slide knob 24 of the door latch switch LAI is
As shown in Fig. a, it is engaged with a part of the fork bolt 20, and in the fully latched state, the protrusion of the fork bolt 20 is pushed sufficiently to open the switch leads 25 and 26, and the switch leads 25 and 26 are opened in the primary latched state and unlatched state. Then, it protrudes and contacts the switch leads 25 and 26.

In this embodiment, the primary latch state and the unlatch state are not particularly distinguished, and the state in which the door latch switch LAI is in contact is defined as the unlatch state.

Other door latch mechanisms not shown, ie.

The door latch mechanisms for each of the front left door, rear right door, and rear left door have substantially the same configuration as described above.

FIG. 4a is a front view of the door key cylinder provided in the front right door, FIG. 4b is a right side view thereof, FIG. 4C is a rear view thereof, and FIG. 4d is a state in which the door key KEY is installed in the door key installation slot 30. FIG. 4 is a sectional view taken along the line IVD-IVD in FIG. 4a. The door key KEY is the same as the ignition key.

When the door key KEY is attached, the six tumblers engage with the ridges of the key KEY, and the cylinder 31 becomes rotatable.

When the cylinder 31 is rotated clockwise in FIG. 4a, the rod 321 is driven upward in FIG. 4a via the coupling plate 32 fixed to the cylinder 31. In other words, the second
In Figure c, the rod 321 is driven to the right, so the door lock mechanism is in the locked state. Also, when the cylinder 31 is rotated counterclockwise in FIG. 4a, the rod 3
21 is driven downwards in FIG. 4a. That is, in FIG. 2c, the rod 321 is driven to the right, so the door lock mechanism is in the unlocked state.

A door key switch KSI is engaged with the cylinder 31. The configuration of the door key switch KSI is shown in FIG. 4e. Door key switch KSI has switch lead 331
The rotating case 33 to which the switch lead 3 is fixed
It is composed of a fixed case 34 to which 4a and 34b are fixed. Switch leads 34a and 34b are connected by lead wire 35 to microprocessor MPU.

The rotating case 33 is fixed to the key cylinder body, and since the rotating case 33 is engaged with the cylinder 31 by fitting a square prism, the rotating case 33 is attached to the cylinder 31 once by rotating.
rotates together with the switch lead 33+. When the door key switch KSI is assembled, the switch lead 34
a comes into contact with the folded portion 331a of the switch lead 331, and when the cylinder 31 is moved one turn counterclockwise in FIG. 4a, the switch lead 34b comes into contact with the folded portion 331b of the switch lead 331. In other words, the door key switch KSI is brought into contact only when the door key KEY is attached to the door key attachment opening 30 and the door lock mechanism is brought into the unlocked state.

The door key cylinder of the front left door, which is not shown, also has the same structure as above.

The door lock mechanism and door latch mechanism are explained in detail in Japanese Patent Application No. 61-060067, so please refer to it.

Referring again to FIG.

The switch EFS connected to the boat P11 of the microprocessor MPU is an engine hood latch switch that detects latching/unlatching of the engine hood, and is closed when the engine hood is in the unlatched state (port pH is L level 11 Q). jt).

The latch mechanism and lock mechanism of the engine hood will be described with reference to FIGS. 5a and 5b.

The latch mechanism includes a latch lever 40 provided on the vehicle body side,
The main components are a detent lever 42 and a striker 41 provided on the engine hood side. The latch lever 40 and the detent lever 42 are pivotally connected to a shaft 401 and a shaft 421, respectively, and are forced to rotate clockwise and counterclockwise, respectively, by a tension coil spring SP3.

FIG. 5a shows a fully latched state in which the latch lever 40 engages the striker 41 and fully rotates counterclockwise, and the rotation is restricted by the detent lever 42. In this state, the engine boot latch switch EF, which has the same configuration as the door latch switch LAI shown in FIG.
The slide knob S is pushed in by the protrusion of the latch lever 40, and the switch is opened.

The locking mechanism is an unlatch lever 43. swing pin 44,
The main components are the lift lever 46 and the motor Me.

The unlatch lever 43 is pivotally mounted on a shaft 421, and the lift lever 46 is pivotally mounted on a shaft 461. One end of the lift lever 46 is engaged with the swing pin 44, and the other end is engaged with the output shaft of the motor Me via a screw pair 47.

FIG. 5a shows the unlocked state. In this state, the unlatch lever 43 is engaged with the detent lever 42 via the swing pin 44, so operate the engine hood unlatch knob (not shown) provided at the driver's seat. Then, the wire 45 is pulled in, and the detent lever 42 is rotated clockwise via the unlatch lever 43 and the swing pin 44.

As a result, the restriction on the rotation of the latch lever 40 is released, and the striker 41 is pushed upward as shown in FIG. 5a, resulting in an unlatched state. In the unlatched state, the slide knob of the engine hood latch switch EFS protrudes and
FS is tangent.

When the motor Me is reversely energized, the rotation rotates the lift lever 46 counterclockwise around the shaft 461 via the screw pair 47. As a result, the swing pin 44 engaged with one end of the lift lever 46 is pushed down as shown in FIG. 5a, and the engagement between the unlatch lever 43 and the detent lever 42 is released as shown in FIG. 5b. This is a locked state, and at this time, even if the engine hood unlatch knob is operated and the wire 45 is pulled in, the engine hood latch will not be released because the detent lever 42 is not rotated. When the motor Me is urged to rotate normally, the rotation rotates the lift lever 46 clockwise around the shaft 461 via the screw pair 47.

The state returns to the unlocked state shown in FIG. 5a.

Port P12 of the microprocessor MPU shown in FIG.
A luggage lid latch switch LOC is connected to detect whether the luggage lid is latched or unlatched.
The switch LOG is connected when the luggage lid is in an unlatched state (port P12 is at L level "0").

The latch mechanism and lock mechanism of the luggage lid are set in 5a.
Since the structure is substantially the same as the engine hood latch mechanism and lock mechanism described with reference to FIG. 5B and FIG. 5B, illustration and description thereof will be omitted. The locking mechanism for the luggage lid includes a luggage lid key cylinder having substantially the same configuration as the door key cylinder described with reference to FIGS. 4a to 4e, and a rod driven by the rotation of the cylinder 31. 32 is the wire 45
It is connected in parallel with the wire corresponding to (Fig. 5a). Therefore, in the unlocked state, the luggage lid can be brought into the unlatched state by operating a luggage lid unlatching knob or a luggage lid key cylinder (not shown) provided inside the vehicle. The luggage lid key switch LKS, which is provided in the luggage lid key cylinder and has approximately the same configuration as the door latch switch LAI mentioned above, is M
It is connected to port P13 of PU.

The boats P14 to P21 of the microprocessor MPU include an occupant detection circuit PDI for the front right seat (driver seat), an occupant detection circuit PD2 for the front left seat (passenger seat), and an occupant detection circuit PD3 for the rear right seat (seat behind the driver). and an occupant detection circuit PD4 for the rear left seat (passenger rear seat).

The occupant detection circuit PDI for detecting the presence or absence of an occupant in the front right seat will be described with reference to FIGS. 6a and 6b.

Referring to FIG. 6a, the occupant detection circuit 2 includes an oscillator OS
c, ts Bit counter CTR and parallel in/serial out shift register (P/S register) PS
It is composed of R.

O20 is an oscillator (in this embodiment, an I for a timer) that generates an electrical signal of a frequency corresponding to the capacitance of an external capacitor, that is, a variable capacitor cppt shown in FIG. 1b.
C555), and the capacitor cpr
When the capacitance of pt increases, it generates a low frequency signal, and when it decreases, it generates a high frequency signal. This capacitor CFR is connected to the electrode sheet E L F R provided on the front right seat 5Trq and the body ground (roof Rf, floor F
lor, etc.).

See Figures 6c and 6d. Seat 5TI
-R is the seat cushion frame 70. Seat cushion spring 701 and seat back frame 7
, a pad support 76, a pad 77, and a trim cover 78 are attached to a frame member including a seat back spring 711 and the like. trim cover 7
8 is a wadding cover 781 as shown in FIG. 6d.
゜Wading 782. The upper surface of the wadding 782 is covered with an electrode sheet ELpu sputtered with conductive paint.
is formed. Since this electrode sheet ELFR is insulated from the body ground, it forms a capacitor with the body ground as equivalently shown by CFR in FIG. Change.

The output of oscillator O5C is applied to a 16-bit counter CTR, which counts the rising edge of the output signal of O20. The 16-bit parallel output terminal of CTR is connected to the 16-bit parallel input terminal of P/S register PSR. Also.

A reset input terminal Rsj of the counter CTR is connected to the port P17 of the MPU.

The clock input terminal CLK of the P/S register PSR is M
The clock inhibit input terminal CI is connected to the boat P14 of the PU, the clock inhibit input terminal CI is connected to the boat P15 of the MPU, and the shift load input terminal SL is connected to the boat P16 of the MPU. When a shift load pulse is applied to the shift load input terminal SL, the PSR presets each bit of 16-bit data applied to the parallel input terminal at the rising edge of the pulse.

When the clock inhibit signal applied to the clock inhibit input terminal CI becomes L (low) level, the preset data is transferred from the output terminal OUT to the MPU in synchronization with the clock pulse applied to the clock input terminal CLK.
Serial output is made to the serial input port P18 of the .

Detection of an occupant by the occupant detection circuit PCI will be described later.

Front left seat occupant detection circuit PD2, rear right seat occupant detection circuit PD3, and rear left seat occupant detection circuit PD (not shown)
4 also has substantially the same configuration as above.

The window regulator system WR3 operates the opening/closing switch of each window (not shown) and the microprocessor M.
Depending on the PU's instructions, open the front window (driver's door window) and front window (passenger door window).

This is a control device that opens and closes the rear right window (window of the driver's rear seat door) and the rear left window (window of the passenger's rear seat door). 7th
An outline of the mechanism will be explained with reference to FIG. 7a and FIG. 7b.

FIG. 7a is a perspective view of the electric window elevating mechanism for opening and closing the window glass 51 of the front right door, as seen from inside the vehicle. This window elevating mechanism is called a non-parallel type, and the bin at one end is fixed to a fixed part, and the bin at the other end is a lift arm 522I connected to a lower guide rail fixed to the window glass 51.
The bottle at one end is connected to the upper guide rail fixed to the fixed part, and the pin at the other end is connected to the lower guide rail fixed to the window glass 51 (behind the sector gear 53 in FIG. 7a). An equalizer arm 521 is connected to a lift arm 522 via a linkage mechanism such as a sector gear 53. Worm wheel assembly 54 and motor MF
It is mainly composed of R.

Sector gear 53. The combination of the worm wheel assembly 54 and the motor MFR is shown in FIG.
The rotation axis of R is connected.

When the motor MFR rotates forward, this rotation rotates the sector gear 53 clockwise in FIG. 7a via the worm wheel assembly 54, pushing the glass 51 upward (closing the window). When the motor MFR rotates in the opposite direction, this rotation rotates the sector gear 53 counterclockwise in FIG. 7a via the worm wheel assembly 54, lowering the glass 51 (opening the window).

In 22, only the elevating mechanism for the front cloth window was illustrated, but the other windows have exactly the same structure.

Regarding the operation of the window regulator system WR3 in response to the operation of the open/close switch for each window, please refer to the patent application filed in 1983.
0-286544, so the explanation here will be omitted.

The seat and steering control system SSC is controlled by the operation of input switches (not shown) and the microprocessor MP.
This is a control device that adjusts the tilt angle and telescopic length of the steering wheel according to instructions from U, and adjusts the front right seat position.

An outline of the mechanism will be explained with reference to FIGS. 8a, 8b, and 9.

Figure 8a shows a schematic configuration of the tilt steering mechanism.
Referring to this figure, an upper main shaft 611 to which a steering wheel 60 is attached is supported by an upper bracket assembly 64. The upper bracket assembly 64 is pivotally supported by a shaft 641, and a reciprocating body 63 of a pair of screws is fixed to the lower end. The reciprocating body 63 is connected to a motor Mti via a gear train 62.
is connected to the output shaft. That is, by energizing the motor Mti in the forward and reverse directions, the reciprocating body 63 is reciprocated via the gear train 62 and the upper main shaft 611
The angle (tilt angle) with respect to the lower main shaft 613 is adjusted. 612 is a sleeve shaft that supports the lower main shaft 613.

FIG. 8b shows a schematic configuration of the telescopic steering mechanism. A telescopic steering mechanism is provided within the upper bracket assembly 64 described above. Referring to this figure, the lower half of the upper main shaft 611 (No. 8b)
A sliding tooth 611a parallel to the axis is formed on the left side in the figure, and is slidably engaged with a sliding tooth formed inside the hollow outer shaft 611b. The outer shaft 611b is coupled to the lower main shaft 613 via a universal joint 614.

The upper main shaft 611 is pivotally supported by an outer bracket 66 via a bearing Br1, the outer shaft 611b is pivotally supported by an inner bracket 67 via bearings Br2 and Br3, and the outer bracket 66 and the inner bracket 67 are slidable. is engaged in.

The motors Mt, e are mounted on an inner bracket 67, and their output shafts are coupled to an outer bracket 66 via a gear train 65. In other words.

By energizing the motor Mte in the forward and reverse directions, the upper main shaft 611 is pushed out or pulled in through the gear train 65 and the outer bracket 66 to adjust the telescopic length of the steering device (that is, the distance from the driver to the steering wheel 60). There is.

FIG. 9 shows a schematic configuration of the seat position adjustment mechanism.

Referring to this figure, the frame members consisting of the seat cushion frame 70 and the seat pack frame 71 are as follows:
It is reciprocatably mounted on a fixing member 75 fixed to the vehicle floor Floor. A nut 74 is fixed to the fixing member 75, and the nut 74 forms a screw pair with the worm screw 73. Although not shown in FIG. 9, a similar screw pair is also constructed on the near side of FIG. 9. A motor Msl is mounted on the seat cushion frame 70, and the output shaft of the motor is coupled to a worm screw 73 and the other worm screw (not shown) via gear trains 72a and 72b. That is, by energizing the motor Msl in the forward and reverse directions, the worm screw 73 and the other worm screw (not shown) are rotated in the forward and reverse directions via the gear trains 72a and 72b, thereby moving the seat S T F R forward (in the direction of travel).
move or move backwards (in the opposite direction).

The seat back frame 71 is pivotally attached to the seat cushion frame 70. The motor Mrc is mounted on the seat back frame 71 and adjusts the angle of the seat back frame 71 with respect to the seat cushion frame 70 via a gear train.

Further, for more detailed configuration and control operation of the seat and steering control system SSC, please refer to the Japanese Patent Application No. 1983-
189454.

Referring again to FIG.

Driver Drl energizes relay RL. When 6 relay RL, which is a relay driver, is energized, the relay contact is made and energizes relay RL 12. Relay RL 1
The second relay contact is a break contact and is inserted into the power supply line of the starter motor Mst. relay RL
12 is energized, the line is cut off and the starter motor Mst is prevented from being energized by the starter switch ST.

The driver Dr2 has a relay RL2. RL3 and RL
4 are connected, and these relays are selectively energized by instructions from the MPU. Relay RL2 is the horn Ho
The relay RL3 is a relay that energizes the headlamp LPI, and the relay RL3 is a relay that energizes the taillamp LP2.

The driver Dr3 has a door lock solenoid 5o (11
1,5o(l1215oQ2.SoQ, 3 and 5oQ
4 are connected, and these solenoids are selectively energized by instructions from MPtJ.

The driver Dr4 is a motor driver that biases the motor Me provided in the locking mechanism of the engine hood in the forward and reverse directions,
The driver Dr5 is a motor driver that biases the motor MQ provided in the locking mechanism of the luggage lid in the forward and reverse directions,
The driver Dr6 is a driver that activates the alarm ALM.

Next, an outline of the operation of the microprocessor MPU will be explained with reference to FIGS. 10a and 10b.

In addition, below, the number of steps shown in the flowchart is indicated by #.
S II (in the flowchart, tr S n
).

When the on-board battery Btt is connected, the internal memory, output port, and components are initialized in Sl.

Thereafter, steps 82 and below, which will be explained below, are repeated in a loop, and the timer interrupt shown in FIG. The process is executed to detect the presence or absence of personnel.

First, an outline of the timer interrupt processing executed in FIG. 11 will be explained with reference to FIG. 12.

The solid line in FIG. 12 indicates the oscillator O8C of the occupant detection circuit PDI.
The broken line represents the time change of the oscillation frequency f of the reference data Ref
(Example)

The MPU interrupts every 0.1 second timer interrupt (i.e. 0.1
(at second intervals) counter CTR and P/S register PSR
The number of pulses output by the oscillator O8C (corresponding to the oscillation frequency f of OS C) is sampled via the oscillator O8C, and frequency data corresponding to the number of pulses is set. (Frequency data at the time of timer interrupt) is used to set change amount data corresponding to time changes in the oscillation frequency f of the oSC. Here, when the change amount data indicates a change within a predetermined range of the oscillation frequency f of the oSC, "no occupant" is detected, and the frequency data is updated and set as reference data Ref; When the frequency f shows a decrease exceeding a predetermined range (that is, the capacitance rapidly increases), "occupant presence" is detected, and the reference data Ref is set to be fixed. In other words, when "occupant presence" is detected, the primary timer interrupt does not update the reference data Ref, but compares the value indicated by the reference data with the value indicated by the frequency data at that time, and updates the frequency data. The value indicated by is the reference data Ref
When the value indicated by is exceeded (the capacitance decreases), "no occupant" is detected. Similarly, other occupant detection circuit PD2. P.D.
3. This will also be done for PD4.

Refer to Figure 11.6 In the timer interrupt processing, registers R1a, R2a, and R
The contents of 3a and R4a are stored in register R1b.

Write to R2b, R3b and R4b. This register R
The contents of 1a, R2a, R3a, and R4a are the frequency data corresponding to the front right seat, front left seat, rear right seat, and rear left dust in the previous timer interrupt process (that is, the frequency 0.1 seconds ago). data).

Next, a shift load pulse (SL pulse) is output to the shift load input terminal of each P/S register, and after applying a reset pulse to the reset input terminal R3L of each counter, the clock inhibit input of each P/S register is output. Applying L level (low level) to terminal CI, serial input port P18. P19゜Reads the inputs of R20 and R21 and stores them as frequency data in registers R1a and R2a.
, R3a and R4a.

If register S1 is not 1, the contents of register R1a are subtracted from the contents of register R1b and stored as change amount data in register R1c, the contents of register R1a are stored as reference data in register Refl, and then the contents of register R1c ( (change amount data) is compared with the first threshold value C1.

At this time, if the contents of R4c exceed the first threshold C1, register M1 and register S1 are set to 1 (at this time, the contents of register R1a and register Ref
are equal).

When register S1 is set to 1, the contents of register Ref 1 (reference data) will not be updated (fixed) in the primary timer interrupt processing, and the previously set register R: efl will be updated.
(reference data) and the contents of new register R1a (
frequency data).

This comparison causes the contents of register R1a to be changed to register Re.
When the content of fl is exceeded, register M1 and register S1 are set to 0.

M1=1 indicates that there is a front right seat occupant, and M1=0 indicates that there is no front right seat occupant.

Hereinafter, in the same way, register M2 indicates whether there is a passenger in the front left seat (M2 = 1 means "there is a passenger in the front left seat").

M2=0 indicates "no front left seat occupant").

Register M3 (M3=1
register M4 indicates the presence or absence of a rear left passenger (M4=1 indicates that there is a rear left passenger). ,M
4=O indicates "no occupant on the rear left side").

S2.33. shown in Figure 10a. S4 is an abnormality processing loop in which a self-check is performed and if an abnormality is found, abnormality processing is performed.

In S5, the status of ports P1 to P4 is checked, and if even one is at L level tt O'1, the process advances to S6 and the status of ports P1 to P4 is checked.
Check the status of P8. At this time, P5 to P8 are all H
If the level is “1”, it means you forgot to lock the door, so 87
Instructs the driver Dr6 to activate the alarm ALM.

If all the doors are locked, the process proceeds from S5 to 89, where the open/closed status of each door is checked. All doors are closed (fully latched) and P5 to P8 are all at H level.
If it is 1", proceed to S10, but if even one L level is "0"
”, the process returns to S2.

In the SIO, check the registers M1 to M4, which store the status of each seat's presence or absence, by the timer interrupt process described above. If there is a 0 person on board, 1 is stored in at least one of M1 to M4. , in that case, return to S2.

Sll checks whether the ignition key is attached to port PO, and if the ignition key is attached and the port PO is at L level "0", S12 instructs driver Dr3 to energize solenoid SoΩ11 for a short time. The front right door is covered with ivy. Due to stiffness, S
2. S3. Proceed to S5 and S6, and in S7 driver D
Instruct r6 to activate alarm ALM. That is, if all the doors are locked with the ignition key attached, the door lock mechanism of the front right seat (driver's seat) is set to the unlocked state and an alarm ALM is used to notify the driver. This is done at the moment when all doors are locked, all doors are closed, and there are no occupants, so the driver and the like are near the vehicle and can know this.

P11$ and/or PI3 are at L level N when the engine hood and/or luggage lid is open.
o'', the process returns from S13 or S14 to S2.

When all doors are locked, all doors are closed, the ignition key is missing, the engine hood is closed, and the luggage lid is closed, it is determined that the vehicle is no longer in use, and S15 instructs the window regulator system WR3 to close the open windows. In this case, as explained in detail in Japanese Patent Application No. 60-286544, windows that the driver or the like intentionally left open to prevent the temperature inside the vehicle from rising remain open.

Thereafter, at 816, the motor drivers Dr4 and Dr5 are instructed to reversely energize the motor Me of the engine hood locking mechanism and the motor M1 of the luggage lid locking mechanism for a predetermined period of time, thereby locking each mechanism.

In S17, port P9. PIO), door key KE in S18
The unlatching of the luggage lid by Y is monitored (port P13). When any of the operations is performed, in S19, the motor drivers Dr4 and Dr5 are respectively instructed to energize the motors Me and Ml in the forward rotation for a predetermined period of time, and the engine hood and luggage lid are unlocked and the operation is performed in S2.
Return to Note that if the luggage lid is unlatched by the door key KEY (P13=O), the process returns to S18 once the lid is closed.

If the inside locking button is operated through a window that has been left open to prevent the temperature inside the vehicle from rising, or if the inside locking button is operated after the window is pried open,
Port P9. Before PIO or PI3 becomes L level "0", at least one of the ports P1 to P4 becomes L level 110H. At this time, when the inside door handle is operated to open the door, port P9.
Before PIO or PI3 reaches L level ``0'',
At least one of ports P5 to P8 becomes L level "'0". Furthermore, if a person's arm or the like enters through the window, port P9. PIO or PI3 is L level 11
At least one of registers M1-M4 becomes 1 before becoming 0'g. If such a state is detected in steps 317 to S22, the process proceeds to step 323 and subsequent steps to set the damage prevention mode.

First, in Si2, timer T is reset and started.

In S24, relay RL 11 is connected to relay driver Drl.
, RL2 and RL3 to cut off the power supply circuit of the starter motor Mst, and instructs the relay driver Dr2 to energize the horn Hon, headlamp LP1, and tail lamp LP2.

A predetermined instruction is given to the seat and steering control system SSC to set the tilt angle of the steering device to the down position and the telescopic length to the long position.

Move the front right seat s'rF all the way forward, and move the seat pack of the front right seat S T F R all the way forward.

There is a high possibility that the trespasser will leave, so when the timer T reaches the predetermined time T1, in S27, RL2, RL3 and R
Instruct L4 to be turned off.6 When the trespasser leaves and all registers Ml-M4 become O, S29. S30. S3
1, and instructs the solenoid driver Dr3 to briefly energize the door lock solenoids SoQ 12.5oQ2, 5oA3.5oQ4, and locks all the doors again.

When the driver of the vehicle returns and unlocks the door lock mechanism with the door key KEY, the port P9 or PIO becomes the L level "rto", so when this is detected in S25, the process proceeds to 332 and the relay RL11 is sent to the relay driver Drl. De-energizes the relay R to the relay driver Dr2.
L2 and RL3 are deenergized by motor driver Dr4. D
Short-time normal rotation bias of motor M e 2 M 1 is applied to r5,
The seat and steering control system SSC is instructed to return the tilt angle, telescopic length, and seat position of the steering device.

FIG. 10c shows a modification of the control operation of the MPU.

In this case, steps S16 to S24 in the flowcharts shown in FIGS. 10a and 10b are different.

That is, when it is determined that the use of the vehicle has ended, the window regulator system WR8 is instructed to close the open window in S15, and then ports P1 to PL2 and registers M1 to M4 are monitored in steps 840 to S45. Vehicle damage detection will be carried out. These steps are the same as described above.

When damage to the vehicle is detected and damage prevention mode is set, timer T is reset and started in S46.
In S47, relay RL is connected to relay driver Dr1.
1. Instructs to energize RL2 and RL3 to cut off the power supply circuit of starter motor Mst, and relay driver Dr2
The horn Hon* instructs the energization of the head lamp LPI and tail lamp LP2, and the motor drivers Dr4 and Dr5.

The motor Me of the engine hood locking mechanism and the motor M of the luggage lid locking mechanism are instructed to be reversely energized for a predetermined period of time, and a predetermined instruction is given to the seat and steering control system SSC.

The tilt angle of the steering device is set to the down position, the telescopic length is set to the long position, the front right seat 5TFR is moved fully forward, and the seat back of the front right seat STFR is fully moved forward.

That is, in the modification shown in FIG. 10c, the operation is performed in step S16 of the control shown in FIGS. 10a and 10b.
This is the result obtained by excluding step S19.

In the above embodiment, the engine hood locking mechanism and the luggage lid locking mechanism are constructed mechanically. However, in the case of an electric construction using a solenoid drive, for example, the locking mechanism may be electrically locked by interrupting the electric circuit. Just do it.

In addition, electrode sheets for occupant detection are installed on each seat, but they may also be installed on door trims, armrests, floor mats, etc. There are many other subtle variations that can be considered, but we will discuss them here. Enumeration will be omitted.

〔Effect of the invention〕

As explained above, according to the present invention, the first detection means detects the presence or absence of an occupant on the vehicle; the second detection means detects the open/closed state of the vehicle door; and the vehicle damage prevention mechanism. In this case, the state in which the first detection means detects the absence of an occupant and the second detection means detects the closed state of the vehicle door is a state in which the vehicle is not in use, for example, a state in which the vehicle is parked or parked. The system automatically sets opening covers such as side windows and sunroofs to the special position after determining the system, and then sets the vehicle damage prevention mode when the vehicle is in use without properly unlocking the doors. The space between the driver's seat and the steering wheel on the vehicle is narrowed to make it impossible to operate the vehicle, the luggage lid and engine hood are locked to prevent the system from going down due to power line interruption, and the horn and headlights are energized. Since trespassers are threatened or notified to the outside, it is possible to reliably prevent damage to the vehicle, vehicle-mounted items, etc., and damage caused by tampering with the vehicle.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the configuration of a vehicle damage prevention device according to an embodiment of the present invention. Fig. 2a is a front view showing the appearance of the door lock solenoid 5oul, Fig. 2b is a front view showing the door lock switch DLl built into the door lock solenoid 5ofll, and Fig. 2c is a perspective view showing details of the door lock mechanism. be. FIG. 3a is a front view showing details of the door latch mechanism. FIG. 3b is a front view showing the door latch switch LAI built into the door latch mechanism. Fig. 4a is a front view showing the door key cylinder, Fig. 4b is a right side view of Fig. 4a, Fig. 4c is a rear view of Fig. 4a, Fig. 4d is a sectional view taken along the line ■D-IVD of Fig. 4a, Figure 4e shows the door key switch KSI built into the door key cylinder.
FIG. Figures 5a and 5b are front views showing details of the latching and locking mechanisms of the engine hood. 6a is a block diagram showing the configuration of the occupant detection circuit PDI shown in FIG. 1, FIG. 6b is a block diagram showing a partial equivalent circuit thereof, and FIGS. 6c and 6d are the electrode sheet ELF.
FIG. 2 is a perspective view showing the configuration of a driver's seat S TFR to which a driver's seat S TFR is attached. FIG. 7a is a perspective view showing the elevating mechanism for the driver's seat window, and FIG. 7b is a perspective view showing a part thereof in detail. Figures 8a and 8b are a side view and a sectional view showing the tilt mechanism and telescopic mechanism of the steering device. FIG. 9 is a perspective view showing the driving mechanism of the driver's seat. 10a and 10b are flowcharts showing the control operation of the microprocessor MPU shown in FIG.
0c is a flowchart showing a modification thereof, and FIG. 11 is a flowchart showing the timer interrupt processing. FIG. 12 is a graph schematically showing timer interrupt processing. IO Niblunger 1]: Flange part 12.13
: Switch lead 14: Link mechanism 15: Unlatch plate 16
: Bushing plate 17. 18: Rod 20: Fork bolt 21 Ni striker 22: Detent lever 23 Ni slide knob 24: Compression coil spring 25. 26: Switch lead 30 Ni door key installation port 31 Niji cylinder 32; Cylinder 33: Rotating case 34: Fixed case 35
:Lead wire 40:Latch lever 4th striker 42
: Detent lever 43: Unlatch lever 44: Swing bottle 45 Nib ear 46: Lift lever 47 = Screw pair 13.4
4,46,47. Me: (Electric locking mechanism for second on-board opening covering material) 51: Window glass (first on-board opening covering material) 521: Equalizer arm 522: Lift arm 53: Sector gear 54: Worm wheel assembly 521 p 522, 53.54 r M p R”
(First electric drive mechanism) 60 Ni Steering Wheel (Steering Wheel) 61 Ni Tsubame Main Shaft 62.65: Gear Train 63: f! TTh body 64 Near shoulder bracket assembly 66: Outer bracket 67: Inner bracket 61 to 67, Mti, Mte: (Second electric drive mechanism, vehicle damage prevention mechanism) 70; Seat cushion frame 71 Nijido pack frame? 2a, 72b: Gear train 73: Worm screw 74: Nut 75: Fixed part 76: Pad support 77: Badd 78 Nidorim cover 71-75. Msl
, Mrc: (Second electric drive mechanism, vehicle damage prevention mechanism) MPU: Microprocessor (control device) PDI to PD
4: Occupant detection circuit (first detection means) IGS: Ignition key switch (ignition key installation/non-installation detection means) DLI to DL4 Door lock switch (door lock detection means) LAI to LA4: Door latch switch (door close/close detection means) )DL1~t)L4. LAI to LA4: (Second detection means) KSI, KS2 door key switch (Third detection means) EFS: Engine boot switch LOC Gauge lid latch switch KS: Luggage lid key switch Btt: On-board battery 5oQ1 to 5oQ4 door Rock solenoid (third electric drive mechanism) RLI,, RLI2. RL2 to RL4: Relay Me,
M 1 v MF it Mti, Mus, Msl
, Mrc: Motor KEY Nido key (door key, ignition key ST
FR: Sheet (Sheet) Patent Applicant Aisin Seiki Co., Ltd. Agent Patent Attorney Oki Sugi (and 1 other person) East Map 28 o11 2b Figure 20 Figure 7 Outside Hand) and 3d Figure A1 East Figure 58 5b Zuhoki 6C Aksei 7a1 J7b Zutomi 8b Zuto 10c Zusei 12 Zumu ■

Claims (37)

[Claims] (1) A first detection means for detecting the presence or absence of an occupant on the vehicle; An on-vehicle opening cover that can be opened and closed; A first electric drive mechanism that drives the on-board opening cover to open and close; An open/closed state of the on-vehicle door A second detection means for detecting the on-vehicle door lock mechanism; An unlocking means that acts on the on-vehicle door lock mechanism to bring the mechanism into an unlocked state; A second detection means for detecting that the unlocking means acts on the on-vehicle door lock mechanism; a third detection means for detecting; a vehicle damage prevention mechanism including at least a second electric drive mechanism that drives at least one of a driver's seat and a steering wheel on the vehicle; and at least a first electric drive mechanism and a vehicle damage prevention mechanism; A control means for controlling the prevention mechanism; when the first detection means detects the absence of an occupant and the second detection means detects the closed state of the onboard door, the onboard opening covering material is set to a standby position. Then, before the third detection means detects that the unlocking means is activated,
The first detection means detects the presence of an occupant, or the second detection means detects the presence of an occupant.
A damage prevention device for a vehicle, comprising: a control device that narrows the distance between a driver's seat on the vehicle and a steering wheel when the detection means detects an open state of an on-vehicle door. (2) After setting the distance between the driver's seat on the vehicle and the steering wheel to be narrow, when the third detection means detects that the unlocking means is activated, the control device adjusts the distance between the driver's seat on the vehicle and the steering wheel. A damage prevention device for a vehicle according to claim (1), which restores the interval to its original state. (3) The second detection means comprises an on-vehicle door closing/closing detection means for detecting opening/closing of an on-vehicle door, and a door lock detecting means for detecting locking/unlocking of an on-vehicle door lock mechanism. Damage prevention devices for vehicles described in Scope (1). (4) In the control means, the first detection means detects the absence of an occupant, the onboard door opening/closing detection means detects the closing of the onboard door, and the door lock detection means detects the locking of the onboard door locking mechanism. Then, the on-vehicle opening covering material is set to the standby position; thereafter, before the third detection means detects that the unlocking means is activated,
When the first detection means detects the presence of an occupant, the on-vehicle door opening/closing detecting means detects the opening of the on-vehicle door, or the door lock detecting means detects that the on-vehicle door locking mechanism is unlocked, the on-vehicle door lock mechanism A damage prevention device for a vehicle according to claim (3), in which the distance between the seat and the steering wheel is set narrowly. (5) The on-vehicle door locking mechanism includes at least a third electric drive mechanism that locks the locking mechanism; When the first detection means detects the absence of an occupant and the on-vehicle door opening/closing detection means detects the on-vehicle door closing, the third electric drive mechanism is controlled to lock the on-vehicle door locking mechanism; Claim No. (
Vehicle damage prevention device described in section 4). (6) The vehicle damage prevention mechanism includes an alarm means; the control means causes the door lock detection means to unlock the vehicle door lock mechanism when the vehicle door opening/closing detection means detects that the vehicle door is closed. A damage prevention device for a vehicle according to claim (3), which activates the alarm means upon detection. (7) The first detection means includes a body ground of the vehicle; an on-vehicle electrode facing the body ground with at least a portion of the person accommodated in the on-vehicle seat placed therebetween; and a connection between the body ground and the on-vehicle electrode. The damage prevention device for a vehicle according to claim 1, further comprising: capacitance detection means for detecting capacitance between the vehicle and the vehicle. (8) The control means monitors the detected capacitance of the capacitance detection means, and determines that there is an occupant when the capacitance increases;
When the capacitance decreases, it is determined that there is no occupant; Claim (7): A damage prevention device for a vehicle as described in the tomb. (9) The first detection means includes: a body ground of the vehicle; an on-vehicle electrode facing the body ground with at least a portion of the personnel accommodated in the on-vehicle seat placed therebetween; Claim 1 comprises a capacitance detection means for detecting capacitance; and an ignition key attachment detection means for detecting whether an ignition key is attached to an on-vehicle ignition key attachment portion; Damage prevention device for vehicles mentioned in ). (10) The control means monitors the detected capacitance of the capacitance detection means and the output of the ignition key attachment detection means, and detects whether the capacitance increases or the ignition key attachment detection means When detecting that the ignition key is attached, it is determined that there is an occupant; when the capacitance decreases and the ignition key attachment detection means detects that the ignition key is not attached,
It is determined that there is no occupant; a damage prevention device for a vehicle according to claim (9). (11) Claims (1), (2), (5), and (6) in which the unlocking means is a door key;
The vehicle damage prevention device described in paragraph (8) or (10). (12) First detection means for detecting the presence or absence of an occupant on the vehicle; A first on-vehicle opening covering member that can be opened and closed; An electric drive mechanism that drives the first on-board opening covering member to open and close; Opening/closing the on-vehicle door; a second detection means for detecting the closed state; an on-vehicle door lock mechanism; an unlocking means that acts on the on-vehicle door lock mechanism to bring the mechanism into an unlocked state; a detection means that the unlocking means acts on the on-vehicle door lock mechanism; A third detection means for detecting: a second vehicle opening covering member that can be opened and closed; at least a vehicle damage prevention mechanism including an electric locking mechanism for the second vehicle opening covering member; and at least an electric drive mechanism and a vehicle damage prevention mechanism control means for controlling; when the first detection means detects a no-occupancy state and the second detection means detects a closed state of an on-board door, the first on-board opening covering material is moved to a special equipment position; setting; thereafter, before the third detection means detects that the unlocking means is activated,
The first detection means detects the presence of an occupant, or the second detection means detects the presence of an occupant.
a control device that sets the second on-vehicle opening covering material to a locked state when the detection means detects the open state of the on-vehicle door;
Vehicle damage prevention device. (13) After setting the second onboard opening covering material to the locked state, when the third detection means detects that the unlocking means is activated, the control device sets the second onboard opening covering material to the unlocked state. A damage prevention device for a vehicle according to claim (12). (14) The second detection means comprises an on-vehicle door closing/closing detecting means for detecting opening/closing of an on-vehicle door, and a door lock detecting means for detecting locking/unlocking of an on-vehicle door lock mechanism. A damage prevention device for a vehicle as described in item (12). (15) In the control means, the first detection means detects the absence of an occupant, the onboard door opening/closing detection means detects the closing of the onboard door, and the door lock detection means detects the locking of the onboard door locking mechanism. Then, the on-vehicle opening covering material is set to the standby position; thereafter, before the third detecting means detects that the unlocking means is activated, the first detecting means detects the presence of an occupant, and detects the opening/closing of the on-vehicle door. When the means detects the opening of the on-vehicle door or the door lock detection means detects the unlocking of the on-vehicle door locking mechanism, the second on-vehicle opening covering material is set to the locked state; 14) Damage prevention device for vehicles described in section 14). (16) The vehicle door lock mechanism includes at least a door lock electric drive mechanism that brings the lock mechanism into a locked state;
The control means locks the door when the first detection means detects that no occupant is present and the on-board door opening/closing detection means detects that the on-board door is closed after setting the second on-board opening covering material to the locked state. A damage prevention device for a vehicle according to claim (15), wherein an electric drive mechanism is controlled to lock an on-vehicle door lock mechanism; (17) The vehicle damage prevention mechanism includes an alarm means; the control means causes the door lock detection means to unlock the vehicle door lock mechanism when the vehicle door opening/closing detection means detects that the vehicle door is closed. A damage prevention device for a vehicle according to claim (14), which activates the alarm means upon detection. (18) The first detection means includes a body ground of the vehicle; an on-vehicle electrode that faces the body ground with at least a portion of the person accommodated in the on-vehicle seat placed therebetween; and a connection between the body ground and the on-vehicle electrode. The damage prevention device for a vehicle according to claim 12, further comprising: capacitance detection means for detecting capacitance between. (19) The control means monitors the capacitance detected by the capacitance detection means, and determines that there is an occupant when the capacitance increases; determines that there is no occupant when the capacitance decreases; A vehicle damage prevention device according to claim (18). (20) The first detection means includes: a body ground of the vehicle; an on-vehicle electrode facing the body ground with at least a portion of the personnel accommodated in the on-vehicle seat placed therebetween; Claim 12, comprising: capacitance detection means for detecting capacitance; and ignition key attachment detection means for detecting whether the ignition key is attached to the on-vehicle ignition key attachment portion;
Damage prevention device for vehicles mentioned in ). (21) The control means monitors the detected capacitance of the capacitance detection means and the output of the ignition key attachment detection means, and detects whether the capacitance increases or whether the ignition key is attached. When the means detects that the ignition key is attached, it is determined that an occupant is present; when the capacitance decreases and the ignition key attachment/non-attachment detection means detects that the ignition key is not attached;
It is determined that there is no occupant; a damage prevention device for a vehicle according to claim (20). (22) The first detection means includes: a body ground of the vehicle; an on-vehicle electrode facing the body ground with at least a portion of the person accommodated in the on-vehicle seat placed therebetween; Capacitance detection means for detecting capacitance; Ignition key attachment detection means for detecting whether the ignition key is attached at the on-vehicle ignition key attachment portion; and detecting opening/closing of the second on-vehicle opening cover material. Second to do
The damage prevention device for a vehicle according to claim (12), comprising: means for detecting the closing/closing of an on-vehicle opening covering material. (23) The control means monitors the detected capacitance of the capacitance detection means, the output of the ignition key attachment/non-installation detection means, and the output of the second on-vehicle opening covering member closure detection means, and monitors the capacitance detected by the capacitance detection means. increases, and when the ignition key installation detection means detects that the ignition key is installed, or when the second vehicle opening covering material closing/closing detection means detects that the second vehicle opening covering material is open, it is determined that an occupant is present. Determine; the capacitance decreases, the ignition key installation detection means detects that the ignition key is not installed, and the second vehicle opening covering member closing/closing detection means detects that the second vehicle opening covering material is closed. When detected,
It is determined that there is no occupant; a damage prevention device for a vehicle according to claim (22). (24) The second vehicle opening covering material is a luggage lid and an engine hood; the unlocking means is a door key;
Claims (12), (13), (
A damage prevention device for a vehicle as described in paragraph 16), paragraph (17), paragraph (19), paragraph (21) or paragraph (23). (25) A first detection means for detecting the presence or absence of an occupant on the vehicle; An on-vehicle opening cover that can be opened and closed; A first electric drive mechanism that drives the on-vehicle opening cover to open and close; An open/closed state of the on-vehicle door a second detection means for detecting; an on-vehicle door lock mechanism; an unlocking means that acts on the on-vehicle door lock mechanism to bring the mechanism into an unlocked state; a second detection means for detecting that the unlocking means acts on the on-vehicle door lock mechanism; a second on-vehicle opening cover that can be opened and closed; a second electric drive mechanism that drives at least one of the driver's seat and the steering wheel on the vehicle; and a second on-vehicle opening. a vehicle damage prevention mechanism including: an electric locking mechanism for the covering material; and a control means for controlling at least the first electric drive mechanism and the vehicle damage prevention mechanism; the first detection means detects a no-occupant state, and When the second detection means detects the closed state of the onboard door, the onboard opening cover is set to the special position; thereafter, before the third detection means detects that the unlocking means is activated,
The first detection means detects the presence of an occupant, or the second detection means detects the presence of an occupant.
A control device that, when the detection means detects the open state of the on-vehicle door, narrows the distance between the on-vehicle driver seat and the steering wheel, and sets the second on-vehicle opening covering material to a locked state; Vehicle damage prevention device. (26) After the control device narrows the distance between the driver's seat on the vehicle and the steering wheel and sets the second vehicle opening covering material to the locked state, the third detection means operates as the unlocking means. When this is detected, the distance between the driver's seat on the vehicle and the steering wheel is restored to its original state, and the second
A damage prevention device for a vehicle according to claim (25), which sets an on-vehicle opening covering material to an unlocked state. (27) The second detection means comprises an on-vehicle door closing/closing detecting means for detecting opening/closing of the on-vehicle door, and a door lock detecting means for detecting locking/unlocking of the on-vehicle door lock mechanism. The damage prevention device for vehicles described in item (25). (28) In the control means, the first detection means detects the absence of an occupant, the onboard door opening/closing detection means detects the closing of the onboard door, and the door lock detection means detects the locking of the onboard door locking mechanism. Then, the on-vehicle opening covering material is set to the standby position; thereafter, before the third detecting means detects that the unlocking means is activated, the first detecting means detects the presence of an occupant, and detects the opening/closing of the on-vehicle door. When the means detects that the on-vehicle door is opened or when the door lock detection means detects that the on-vehicle door lock mechanism is unlocked, the distance between the driver's seat on the on-vehicle and the steering wheel is set narrow, and the second on-vehicle door is opened. A damage prevention device for a vehicle according to claim (27), wherein the opening covering material is set in a locked state. (29) The vehicle door lock mechanism includes at least a third electric drive mechanism that locks the lock mechanism; the control means narrows the distance between the driver's seat on the vehicle and the steering wheel; After setting the on-vehicle opening covering material to a locked state, the first detection means detects a state where there is no occupant;
and when the on-vehicle door opening/closing detecting means detects the on-vehicle door closing, the third electric drive mechanism is controlled to put the on-vehicle door locking mechanism in a locked state; Vehicle damage prevention device. (30) The vehicle damage prevention mechanism includes an alarm means; the control means causes the door lock detection means to unlock the vehicle door lock mechanism when the vehicle door opening/closing detection means detects the vehicle door opening/closing. The damage prevention device for a vehicle according to claim 27, which activates the warning means upon detection. (31) The first detection means includes a body ground of the vehicle; an on-vehicle electrode that faces the body ground with at least a portion of the person accommodated in the on-vehicle seat placed therebetween; and a connection between the body ground and the on-vehicle electrode. The damage prevention device for a vehicle according to claim 25, further comprising: capacitance detection means for detecting capacitance between. (32) The control means monitors the detected capacitance of the capacitance detection means, and when the capacitance increases, it is determined that there is an occupant; when the capacitance decreases, it is determined that there is no occupant; the above-mentioned patent A vehicle damage prevention device according to claim (31). (33) The first detection means includes: a body ground of the vehicle; an on-vehicle electrode facing the body ground with at least a portion of the personnel accommodated in the on-vehicle seat placed therebetween; A capacitance detection means for detecting capacitance; and an ignition key attachment detection means for detecting whether an ignition key is attached to an on-vehicle ignition key attachment portion; 2
Vehicle damage prevention device described in section 5). (34) The control means monitors the detected capacitance of the capacitance detection means and the output of the ignition key attachment detection means, and detects whether the capacitance increases or the ignition key attachment detection means When detecting that the ignition key is attached, it is determined that there is an occupant; when the capacitance is decreased and the ignition key attachment detection means detects that the ignition key is not attached,
It is determined that there is no occupant; a damage prevention device for a vehicle according to claim (33). (35) The first detection means includes: a body ground of the vehicle; an on-vehicle electrode facing the body ground with at least a portion of the personnel accommodated in the on-vehicle seat placed therebetween; Capacitance detection means for detecting capacitance; Ignition key attachment detection means for detecting whether the ignition key is attached to the on-vehicle ignition key attachment portion; and detecting opening/closing of the second on-vehicle opening cover material. Second to do
A damage prevention device for a vehicle according to claim (25), comprising: means for detecting the closing and closing of an on-vehicle opening covering material. (36) The control means monitors the detected capacitance of the capacitance detection means, the output of the ignition key attachment/non-installation detection means, and the output of the second vehicle opening covering material closing/closing detection means, so that the capacitance is determined. When the ignition key installation detection means detects that the ignition key is installed, or the second vehicle opening covering member closing/closing detection means detects that the second vehicle opening covering material is open, it is determined that an occupant is present. the capacitance decreases, the ignition key installation detection means detects that the ignition key is not installed, and the second vehicle opening covering material closing/closing detection means detects that the second vehicle opening covering material is closed; When detected,
It is determined that there is no occupant; a damage prevention device for a vehicle according to claim (35). (37) The second vehicle opening covering material is a luggage lid and an engine hood; the unlocking means is a door key;
Claims (25), (26), (
A damage prevention device for a vehicle as described in paragraph 29), paragraph (30), paragraph (32), paragraph (34) or paragraph (36).