VWGoA - Ex. 1005
`Volkswagen Group of America, Inc. - Petitioner
`
`1
`
`

`

`US. Patent
`
`May 15, 1990
`
`Sheet 1 of 16
`
`4,926,332 ‘
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`U.S. Patént
`
`' May 15,1990
`
`Sheet 2 of 16
`
`4,926,332
`
`STRIKER
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`PILLAR
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`3
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`

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`US. Pafent
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`'
`
`May 15, 1990
`
`Sheet 3 of 16'
`
`4,926,332 .
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`

`US. Patent May 15, 1990
`
`Sheet 4 of 16
`
`4,926,332
`
`FIG: 4.
`
`
`
`
`3
`
`DRIVER
`DOOR UNLOCK
`
`SET DRIVER DOOR
`UNLOCK FLAG
`
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`
`I—l
`
`
`CODEA
`DATA RE-
`
`CEIVED
`
`
`
`
`
`SET ALL DOOR
`UNLOCK FLAG
`
`4a
`
`5
`
`

`

`US. Patent May is, 1990
`
`Sheet 5 of 16
`
`A 4,926,332
`
`[-753 5b.
`
`POWER ON
`
`| INITIAUZEI
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`CLEAR RELAY l0
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`12
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`15
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`26
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`27
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`24
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`SETLowSPEEDFLAG 400 44
`I RAMA l
`
`6
`
`

`

`US. Patent May 15,1990
`
`Sheet 601' 16
`
`4,926,332
`
`FIG: 50.
`
`0
`
`45
`
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`56
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`53
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`54
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`65
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`
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`
`0
`
`0
`
`7
`
`

`

`US. Pafent
`
`I May 15,1990
`
`Sheet 7‘of 16
`
`4,926,332
`
`'-'
`
`FIG: 6a.
`
`I RECEIVE DATAI
`
`66
`
`UNLOCK COMMAND
`
`YES.
`
`MS OPEN
`
`LOCK COMMAND
`
`NO
`
`YES
`
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`
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`
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`RETURN
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`70
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`RETURN
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`M5 OPEN
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`8|
`
`N
`
`82
`
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`76
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`ABNORMAL
`
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`
`73 ‘
`
`77
`
`IARNORNALI
`
`
`
`NO . 78 ‘ 68
`
`
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`85
`
`CLEAR UNLOCK
`FLAG
`
`84
`
`74
`
`Ml STOP
`SET UNLOCK FLAG
`
`RETURN
`VEHICLE
`HIGH SPEED
`VEHICLE
`Low SPEED
`YES
`
`86
`
`-
`
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`
`RETURN
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`SET HIGH SPEED FLAG
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`CLEAR STOP AND
`Low SPEED FLAGS Q
`39
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`.
`
`HIGH SPEED TLACS
`
`SETLowSPEED FLAG
`
`-RETURN.
`
`RETURN -
`
`8
`
`

`

`US. Patent May is, 1990
`
`Sheet 8'of 16
`
`4,926,332 ‘
`
`Fl6: 6b.
`
`9|
`
`93
`
`YES
`
`CLEAR BUZZER
`
`INTERNITTENT
`FLAG
`
`94
`
`-
`
`RETURN
`
`9
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`INT
`BUZZER
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`
`I -
`
`97
`
`| RESEND REQUEST]
`
`RENIDNBEAIJFBNE
`36.57.58
`
`96
`
`RETURN
`
`RETURN
`
`|I|NTERRUPT
`
`Fla .90.
`
`SET UNLOCK FLAG
`
`
` SET LOCK FLAG
`
`9
`
`

`

`US. Pafent
`
`I May 15, 1990
`
`_
`
`Sheet 901 16
`
`4,926,332.
`
`98 ““20“
`
`FIG! 66'.
`
`9
`
`|INITIALIZE|
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`99
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`
`10
`
`10
`
`

`

`US. Patent May 15, 1990
`
`Sheet 10 of 16
`
`4,926,332
`
`0
`
`FIGS 6d
`
`HALF CLOSE DOOR
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`11
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`

`

`US. Patent
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`US. Patént
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`May 15, 1990
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`

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`U.S. PaTent
`
`I
`
`May 159 1990
`
`Sheet 13 of 16
`
`| GOOE OEGOOE
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`I RECEIVE DATA
`
`|
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`|
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`4,926,332
`I
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`IN CODE REGISTER
`
`CB ,
`
`RETURN
`
`"
`
`14
`
`14
`
`

`

`sheet 14 of 16
`US. Patent May 15, 41990
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`4,926’332.
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`DATA IN INSIDE
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`
`
`15
`
`

`

`US. Patent May 15,1990
`
`Sheet 15 of 16
`
`4,926,332‘
`
`FIG: 94.
`
`PowER ON
`
`|_I
`
`7
`
`8
`
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`
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`N0
`
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`
`16
`
`16
`
`

`

`' US. Patent May 15,1990
`
`Sheet 16 of 16
`
`4,926,332
`
`FIG 9a.
`
`0
`
`45
`
`SET HIGH SPEED FLAG
`
`
`
`CLEAR LOW SPEED
`AND HIGH SPEED
`
`Low OR HIGH
`SPEED FLAG
`
`
`
`
`
`
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`
`9 T
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`
`50
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`53
`
`54
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`LOCK
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`I REQUIRE CONDITION DATA I
`PERSON LEASING
`PARK sw CLOSED .YE
`NO 57.
`LOCK
`
`
`
`
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`
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`
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`
`N0 ALL DOORS
`
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`
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`
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`
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`
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`
`ALL DOORS
`LOCK
`
`N0
`
`64
`
`65
`
`
`
`CLEAR RELAY IO OFF FLAG
`
`_
`SET RELAY IO 0N
`
`
`9
`
`0
`
`17
`
`

`

`1
`
`LOCKING DEVICE FOR VEHICLES
`
`4,926,332
`
`This application is a continuation of application Ser.
`No. 888,168, filed July 22, 1986, now abandoned.
`BACKGROUND OF THE INVENTION
`
`5
`
`1. Field of the Invention
`The present invention relates to a lock control device
`for vehicles, and more particularly to a lock control
`device for vehicles which prevents an unauthorized
`entry into a vehicle and the unauthorized use of the
`vehicle by a third party.
`2. Description of the Prior Art
`In a conventional lock control apparatus, a door lock
`device holds the door closed by engaging a door lock
`mechanism attached to the door with a striker attached
`to a vehicle body. When an inside handle or an outside
`handle is released, a panel of the door lock mechanism
`is unlatched and the door is opened by disengaging the
`door lock mechanism and the striker. The door lock
`
`mechanism has a lock function for preventing the open-
`ing of the panel when the inside handle or the outside
`handle is released. A key cylinder attached to the door
`and a lock knob attached within the vehicle are con-
`nected to the door lock mechanism through a link and
`the door lock mechanism is locked or unlocked accord-
`ing to the operation thereof.
`In this conventional lock control apparatus, however,
`the key cylinder is connected to the door lock mecha-
`nism through the link, so that when the link is actuated
`the door lock mechanism is unlocked and the door can
`be opened by the operation of the outside handle. Fur-
`ther, in an engine ignition circuit, an outer portion of an
`engine key switch may be shorted by an electric lead
`line and the engine can be easily started.
`There has been a proposal for a door lock in which an
`unlock code and a lock code are sent by a transmitter
`and received by the lock mechanism. The door lock is a
`coincidence type lock that unlocks the door lock mech-
`anism only when the unlock code is received. An exam-
`ple of such an mechanism may be found in Japanese
`application
`publication
`nos.
`57(1982)-7737
`and
`59(1984)-24075). In that lock control apparatus, when a
`car owner sends an electrical signal from outside the
`vehicle and the door is unlocked, it is possible for a third
`party to receive the unlock code, analyze the unlock
`code, and make a transmitter for sending a similar un-
`lock code. The transmitter is in effect similar to a dupli-
`cate key. When the car owner is absent, the bogus trans-
`mitter may be used to break into the car.
`Further, a conventional lock knob is provided on
`each door within the vehicle to indicate whether the
`vehicle is locked or unlocked and to enable the door to
`be locked or unlocked from within the vehicle. The
`lock knob can be manually operated after breaking the
`window so that the lock system is not secure.
`OBJECTS AND SUMMARY OF THE
`INVENTION
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`An object of the present invention is an improved
`locking device for vehicles which prevents unautho-
`rized entry into a lockedrvehicle and diminishes the
`chance of a vehicle from being stolen.
`Another object of the present invention is a locking
`device for vehicles that employs a card transmitter for
`controlling the locking and unlocking of the vehicle.
`
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`2
`A further object of the present invention is a locking
`device for vehicles that controls the locking of the
`doors and luggage compartment thereof.
`These and other objects are attained by a lock control
`device for a vehicle comprising a lock device adapted to
`be mounted on the vehicle, a lock driver for energizing
`the lock device to lock and unlock the lock device,
`energization indicating switch means for indicating the
`energization of the lock driver, lock instruction means
`for selectively generating a lock command or an unlock
`command, lock control means reSponsive to the com-
`mands generated by the lock instruction means for es-
`tablishing a lock enable state in response to the lock
`command and an unlock enable state in response to the
`unlock command, and a lock actuator control for con-
`trolling the lock driver to unlock the lock device in
`response to the unlock enable state and the energization
`indication by the energization indicating switch means
`and for controlling the lock driver to prevent the ener-
`gization of the lock device to unlock the lock device in
`response to the lock enable state.
`A second aspect of the present invention is attained
`by a lock control device for a vehicle comprising lock
`instruction means for selectively generating a lock com-
`mand or an unlock command, lock control means for
`storing a lock reference code and an unlock reference
`code and for establishing a lock state in response to the
`lock command being equal to the lock reference code
`and an unlock state in response to the unlock command
`being equal to the unlock reference code, a lock setting
`apparatus adapted to control the locking and unlocking
`of a lock apparatus in response to the lock state and the
`unlock state, respectively, and code change generating
`means for generating change data in response to the
`unlock command being equal to the unlock reference
`code.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`The manner by which the above objects and other
`objects, features, and advantages of the present inven-
`tion are attained will become fully apparent from the
`following detailed description when it is considered in
`view of the accompanying drawings wherein:
`FIG. 1a is a block diagram showing a control system
`for the locking device of the present invention;
`FIG. 1b is a view showing the outside of a driver-side
`door D1;
`FIG. 2 is a side view showing a reader for the card
`CAD used with the control system of FIG. In;
`FIG. 3a is a plane view showing the top surface of a
`card CAD for providing code data;
`FIG. 3b is a plane view showing the bottom surface
`of the card CAD of FIG. 3a;
`FIG. 3c is a block diagram showing the schematic
`construction of circuitry on th card CAD of FIG. 3a;
`FIG. 4 is a side view of a door lock mechanism
`adapted for the driver-side door;
`FIG. 50 is a flow diagram showing the entry control
`operations of a microprocessor 32 of FIG. 1a;
`FIGS. 5b and 5c are flow charts showing additional
`control operations performed by the microprocessor 32;
`FIGS. 6a and 6b are flow charts showing entry con-
`trol operations of a microprocessor 34 associated with
`the driver-side door D1 of a vehicle;
`FIGS. 60 and 6d are flow charts showing additional
`control operations performed by the microprocessor 34;
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`FIG. 7 is a block diagram showing a second embodi-
`ment of a control system for the locking device accord-
`ing to the present invention;
`FIG. 80 is a plane view showing a surface of a card
`CAD for providing a code data;
`FIG. 8b is a block diagram showing the schematic
`construction of circuitry on the card CAD of FIG. 8a;
`FIGS. 9a and 9b are block diagrams showing the
`entry control operations of a microprocessor 32 of FIG.
`7;
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`FIG. 9c is a flow chart showing the control operation
`of a microprocessor TM of the card CAD of FIG. 8b;
`and
`
`FIGS. 9d and 9e are flow charts showing additional
`control operations of the microprocessor 32 of FIG. 7.
`
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`DETAILED DESCRIPTION OF THE
`PREFERRED EMBODIMENTS
`
`Referring now to FIG. In, an ignition circuit IGC is
`connected to a battery of a vehicle via an engine key
`switch 2 adapted for insertion into an engine key cylin-
`der. The ignition circuit IGC is normally provided with
`an ignition coil 3, a pick-up coil 7 for obtaining a signal
`synchronized with the actuation of an engine piston, an
`amplifier 6 for amplifying and shaping the waveform of
`the voltage generated by the coil 7, and a switching
`transistor 5 for energizing the primary coil of the igni-
`tion coil 3 in synchronization with the generated volt-
`age. A relay contact is inserted into the primary coil of
`the ignition circuit IGC and a relay 4 is assembled
`therein. When the relay 4 is not energized, the relay
`contact is open so that the ignition coil 3 is not ener-
`gized. The engine may not be started in this condition.
`A constant voltage circuit 11 is connected to the
`battery for supplying via a relay 10 the voltage Vc to the
`electrical components having comparatively large con-
`sumption of electric power such as a motor, a buzzer,
`etc. A constant voltage circuit 12 is also connected to
`the battery 1 and provides power V“. to a microproces-
`sor 32, etc. and supplies power to the electric devices
`having small consumption of electrical power when the
`engine key switch 2 is opened.
`.
`A relay driver 8 is provided for closing the relay 4
`and receives an output of the constant voltage circuit 11
`and a relay driver 9 is provided for closing the relay 10
`and receives an output of the constant voltage circuit
`12. Terminals of the control input of the relay drivers 8,
`9 are connected to an outlet port of the microprocessor
`32.
`
`A card reader CAR, an A/D converter 30, a key
`code receiver KCR, an interface 33, a DIP switch
`DSW-2 for setting a code, and other devices and cir-
`cuits (not shown) are connected to the microprocessor
`32. A microprocessor 34 associated with the driver-side
`door D1, as well as other microprocessors D2, D3, and
`D4 associated with a passenger-side door, rear driver-
`side door, and rear passenger-side door, respectively,
`are connected to the interface 33. That is to say, a sepa-
`rate microprocessor is adapted to each door of the vehi-
`cle and is connected to the microprocessor 32 via the
`interface 33.
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`When a permanent magnet gear 26 connected to a
`vehicle speed meter cable (not shown) is rotated, a reed
`switch 27 is opened and closed and an amplifier gener-
`ates electrical pulses with a frequency determined by
`the opening and closing of the reed switch 27. The
`electrical pulses are converted by a F/V convertor 29
`to an analog voltage that is proportional to the pulse
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`4
`frequency. The analog voltage is changed to a digital
`signal by an A/D converter 30 and is supplied to the
`microprocessor 32. The digital signal indicates a vehicle
`speed V.
`The key code receiver KCR is connected to an an-
`tenna AT2 and remodulates the code data of the re-
`ceived signal and supplies it to the microprocessor 32.
`When the electrical signal received is not of a certain
`frequency, the output of a comparator CP1 is H. When
`the electrical signal of a certain frequency is received
`and the code data is remodulated, the output of a com-
`parator CP1 becomes L.
`The microprocessor 32 is interrupted upon receiving
`the L output and reads the code data. As described
`later, when the vehicle is parked and the door is locked,
`the door lock is unlocked by sending the code data from
`the outside. Accordingly, the key code receiver KCR
`and the microprocessor 32 must always wait until a
`signal with a certain frequency is received, even when
`the engine key switch 2 is opened. The constant voltage
`V“; is supplied to the key code receiver KCR, the mi-
`croprocessor 32, the microprocessor 32, and the con—
`stant voltage circuit 12.
`The card reader CAR is described in FIG. 2 and is
`adapted for mounting in the inside of an irmer panel in
`front of the driver seat. A slot 19 for inserting a card
`CAD is provided near the driver’s seat. The card CAD
`for code input is inserted into the slot 19. A card detect-
`ing switch 13 is arranged in the inside of the slot 19.
`Rollers 20, 21 are provided for positioning the card
`CAD and a magnetic reading head 16 reads the code on
`the card CAD. A motor Mc drives the rollers 20, 21 via
`a reduction machine, and a switch 14 detects the pres-
`ence of the card CAD.
`
`Switches 13, 14 are connected to the microprocessor
`32 and a motor drive 15 drives the motor Mc under the
`control of the microprocessor 32. The magnetic reading
`head 16 is connected to an amplifier 17 (FIG. 1a). The
`amplifier 17 supplies to a comparator 18 a signal indicat-
`ing the signal level read by the head 16. The output of
`the comparator 18 is a binary code, namely, L or H, and
`is supplied to the microprocessor 32.
`When the card CAD is inserted in the slot 19 and is
`detected by the switch 13, the motor Me is energized
`and the rollers 20, 21 are rotated in the clockwise direc-
`tion. The card CAD is pulled into the slot 19 and at this
`time the information magnetically recorded on the card
`CAD is read. When the leading edge of the card CAD
`is detected by the switch 14, the motor Me is stOpped
`and the card CAD is stopped in the slot 19. As de-
`scribed later, when the engine key switch 2 is opened,
`i.e., the engine is stopped, the motor Me is energized in
`the reverse direction and the card CAD is driven out-
`wardly from the slot 19. When the switch 13 no longer
`detects the presence of the card CAD, the 'motor Me is
`stopped.
`The front surface of the card CAD is shown in FIG.
`3a the rear surface thereof is shown in FIG. 3b, and a
`circuit formed in the card CAD is shown in FIG. 3c. A
`ferro-magnetic film 24 is formed on the front surface of
`the card CAD and its front surface is covered by a
`protective film. Operating surfaces of unlock switches
`221, 222, and a lock switch 23 are exposed. A source
`switch 25 (FIG. 3c) is arranged at the lower portion of
`the switches 221, 222. and is also closed in accordance
`with the closing of the switch 23. An antenna ATl
`constructed by a printed terminal is formed on the rear
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`4,926,332
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`5
`surface of the card CAD and is protected by the protec-
`tive film.
`
`When the card CAD is pulled into the slot 19 by the
`roller 20, the ferro-magnetic film 24 moves under the
`reading head 16 and the information magnetically re-
`corded thereon is read by the head 16.
`A DIP switch DSW-l is provided in the inside of the
`card CAD for setting a data code. When the unlock
`switch 221 or 222 is closed or the lock switch 23 is closed
`to close the source switch 25, a code data formed by the
`combination of the open and close states of the lock and
`unlock switches 23, 221, 222 and the switch DSW-l is
`supplied to a flip flop FFl via a parallel-to-serial shift
`register SR. The output of the flip flop FFl is modu-
`lated and transmitted by the antenna AT]. The code
`data is repeatedly sent under the control of a timing
`circuit TM. An L signal is provided when the head 16
`first senses the card CAD. When the key code receiver
`KCR receives the L signal, the microprocessor 32 is
`interrupted and reads the data transmitted from the card
`CAD and represented by a selected number of bits. The
`final 2 bits read are data indicating the locked or un-
`locked states and are represented by the states of the
`switches 221, 222, and 23. The preceding bits of the data
`code are decided by setting the DIP switch DSW-l.
`The number of individual switches within the DIP
`switch DSW-l and DSW-2 (FIG. 1a) is the same. When
`a car is delivered to a user, the settings of the DIP
`switches DSW—l and DSW-2 are the same.
`Now referring to FIGS. 1a and 1b, the door D1 is
`provided with a lock knob switch 36 operable from
`within the vehicle, an inside handle switch 361', an out-
`side handle switch 360, a nut bar position detecting
`switch MS provided in the inside of the door, a half-
`closed detecting switch 37, a full-close detecting switch
`38, a lock/unlock motor M1, a motor driver 35, a
`buzzer 40, a buzzer driver 39, and the microprocessor
`34. The microprocessor 34 is electrically powered by
`receiving the constant voltage Vac from the constant
`voltage circuit 12. The other doors D2 to D4 have the
`same electrical construction.
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`Referring to FIG. 4, a door lock apparatus for the
`door D1 of the driver-side seat is shown. A recess por-
`tion of a platelike latch member 42 having a substan-
`tially circular shape is engaged with a striker 41 fixed to
`the vehicle body to hold the door closed. A pin 42p is
`integrated with the latch member 42, is insertable into a
`circular groove 485' formed on a base plate 48, and is
`urged by a spring 483p. Accordingly, a rotating force in
`the counterclockwise direction is always provided to
`the latch member 42.
`
`A panel 43 engaged with the recess portion of the
`latch member 42 is pivotably supported on a shaft 44
`and is urged in the clockwise direction about the shaft
`44. When the recess portion of the latch member 42 is
`engaged with the striker 41 and the panel 43 is engaged
`with the recess portion (latch position) as shown in
`FIG. 4, the latch member 42 cannot rotate and the door
`cannot be opened. The panel 43 is connected to a lock
`lever 45. When the lock lever 45 is rotated in the coun-
`terclockwise direction and the panel 43 is disengaged
`from the recess portion (unlatch position), the door can
`be opened. The lock lever 45 is provided with a bent
`projection 45a to cause the counterclockwise rotation
`of the lock lever 45 (unlock driver).
`A nut bar 46 contacts the projection 450 and has a
`female screw hole at the center thereof. An outer sur-
`
`face thereof is columnar-shaped at the front end portion
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`and has square pillar shape at the middle and rear end
`portions. The square, pillar-shaped portion is movably
`supported at a square-shaped opening of a case of a lock
`actuator. A screw bar 47 is screwed into the inside of
`the nut bar 46. A flange FL is formed on an end portion
`of the screw bar 47 which is engaged with a projection
`raised from a base plate of the door lock apparatus to
`limit the rightward movement of the screw bar 47. A
`rotating shaft of the motor M1 is connected to the screw
`bar 47.
`FIG. 4 shows the state in which the motor M1 is
`energized and the nut bar 46 is moved to the lock posi-
`tion. In this state, a nut position detecting switch MS is
`open. The state shown in FIG. 4 is the door closed state.
`When the motor is energized in the reverse direction in
`this state (door closed), the screw bar 47 is rotated and
`the nut bar 46 is leftwardly moved (release operation),
`and the switch MS becomes closed. The nut bar 46 then
`presses against the projection 45a. The lock lever 45 is
`rotated in the counterclockwise direction by the nut bar
`46. In the open state, the latch member 42 is rotated and
`the striker 41 is released from the recess portion of the
`latch member 42. The other doors D2 to D4 have lock
`mechanisms of the same construction. In such lock
`mechanisms, the nut bar 46 is leftwardly moved upon
`the latch state (FIG. 4) and the door is opened» by the
`release operation.
`Again, referring to FIG. 1a, a person-leaving switch
`31 indicates whether or not there is a person in the
`vehicle. When a person is in the vehicle, the switch 31
`is closed. When all persons exit from the vehicle, the
`switch 31 is opened. The state of the switch 31 is read
`by the microprocessor 32. The microprocessor 32 deter-
`mines also the open and close state of the key switch 2.
`The control operation of the microprocessors 32, 34
`are described hereinafter. For better understanding, the
`actions of the driver and the corresponding actuation of
`vehicle devices are described. The actuation of vehicle
`devices is performed by the microprocessors 32, 34, and
`the microprocessors associated with the doors D2—D4.
`
`(1) The State of the Vacant Parking
`
`The person-leaving parking switch 31 is closed (per-
`son-leaving park) and the locked state A is entered upon
`pushing the switch 23 of the card CAD from the outside
`of the car. The person-leaving park switch 31 is opened
`(vacant park) and enters a locked state B by pushing the
`switch 23 of the card CAD from the outside of the car,
`and depressing the lock knob switch 36 of all doors of
`the vehicle. In a locked state C, the card CAD is not
`used. In each of the above cases, the nut bar 46 is lo-
`cated in the position shown in FIG. 4.
`
`(2) Unlock from the Outside
`
`The switch 221 or 222 of the card CAD is pushed.
`When the switch 221 is pushed, only the door D1 of the
`driver seat will be unlocked. When the switch 222 is
`pushed, all of the doors will be unlocked.
`
`(3) Engine Start
`
`An engine key (not shown) is inserted into an engine
`key cylinder (not shown) and is rotated to an ON posi-
`tion to close the key switch 2. The card CAD is inserted
`into the slot 19 and is pulled further therein by the
`rollers 20, 21. When the information of the ferromag-
`netic film 24 corresponds to the setting code of the
`switch DSW-2, the relay 4 is closed. The engine may
`then be started by rotating the engine key to the engine
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`starting position. The Card CAD is maintained in the
`slot 19 during operation of the vehicle. When a code
`corresponding to the setting code of the switch DSW-2
`is not read by the head 16, the relay 4 remains open.
`When the engine key is rotated or the lead line of the
`engine key cylinder is shorted in this state, the engine
`will not start.
`
`(4) Vehicle Start
`
`When the door is opened or half-opened and the
`vehicle is traveling at a speed above V1, a door buzzer
`rings continuously. If a door is closed, it will be auto-
`matically locked upon the vehicle reaching a higher
`vehicle speed.
`
`(5) Engine Stop
`
`When the key is pulled out of the key cylinder and
`the key switch 2 returns to an open state, the card CAD
`will be partially ejected out from the slot 19 and the
`buzzer of the driver-side door of the driver seat will
`ring intermittently. When the card CAD is pulled com-
`pletely out from the slot 19, the buzzer stops ringing.
`
`(6) The Person-Leaving Park Mode
`
`The persomleaving park switch 31 is opened as the
`person exits the vehicle, and then the switch 23 of the
`card CAD is pushed from outside of the vehicle to lock
`the doors. When the switch 221 or 222 of the card CAD
`is not operated from outside of the vehicle, the door
`may not be opened, even if the inside handle switch 36i
`or the outside handle switch 360 is cldsed.
`Next the actuation of the microprocessor 32 will be
`described.
`
`The microprocessor 32 always receives the voltage
`V“ from the constant voltage circuit 12 so that the
`initialization of the microprocessor 32 is normally over
`and it is in a state allowing interruption. The interrup-
`tion actuation of the microprocessor 32 is described
`with reference to FIG. 5c.
`When the key code receiving device KCR does not
`receive an electric wave transmission from the card
`CAD, the output H is supplied to the interruption port
`INT of the microprocessor control. When the code is
`sent from the card CAD, the key code receiver KCR
`enters interrupt processing-mode upon receiving a plu-
`rality of bits with an L value supplied at the beginning
`of the code word. In this state, the microprocessor 32
`next reads a plurality of a code word bits indicating the
`open or close state of the switch DSW-l and the
`switches 221, 222 and 23. The bits of the code word
`corresponding to DSW-l are compared with bits repre-
`senting the open and close data of the DIP switch
`DSW-2. If the bits are equal, the bits of the code word
`corresponding to the states of the switches 221, 222, and
`23 are read and the driver door unlock indication or all
`door unlock indication or the lock indication (all doors)
`is judged. When the driver door unlock is indicated, the
`driver door unlock flag is set. When an all doors unlock
`is indicated, the all doors unlock flag is set. When all
`doors lock is indicated, the all doors lock flag is set.
`When the open and close data portion of the DIP
`switch DSW-l in the code word does not correspond to
`the open and close data of the DIP switch DSW-2
`(keeping code data), it returns back directly to the main
`routine 2. The above-mentioned steps comprise the
`interruption control routine. When the card CAD trans-
`mits the code word indicating interrupt control, the
`microprocessor 32 immediately reads the data sent and
`
`8
`sets the condition data flag for the next control opera.
`tion.
`The main routine of the control actuation of the mi-
`croprocessor 32 is shown in FIGS. 5b and 5c.
`Upon power on, the microprocessor 32 performs an
`initialization routine and assumes a waiting state. The
`relay 4 is OFF, the relay 10 is OFF, the motor Me is
`OFF, and the interrupt state is set. The microprocessor
`32 sends initial condition data to the microprocessors
`associated with the doors D1 to D4 and sets the unlock
`state and the buzzer 40 to OFF.
`When the unlock flag is set upon receiving unlock
`data from the card CAD and an interrupt, the vehicle
`speed V is compared to a low speed value, V1. When V
`is above the low speed value V1, a loop of steps 9 and 10
`is entered because the card CAD is being operated with
`the vehicle moving. No unlock operations