USOO7737831 B2
`
`(12) United States Patent
`Munoz
`
`(10) Patent No.:
`(45) Date of Patent:
`
`US 7,737,831 B2
`Jun. 15, 2010
`
`(54) MULTI-FUNCTION CONTROLAND DISPLAY
`APPARATUS AND DEVICE FOR
`AUTOMOBILES
`
`(56)
`
`References Cited
`U.S. PATENT DOCUMENTS
`
`(76) Inventor: Alex Munoz, 300 N. Florence St.,
`Burbank, CA (US) 91505
`-
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 800 days.
`
`c
`(*) Notice:
`
`(21) Appl. No.: 11/672,027
`(22) Filed:
`Feb. 6, 2007
`
`(65)
`
`Prior Publication Data
`US 2007/0142977 A1
`Jun. 21, 2007
`
`(51) Int. Cl.
`(2006.01)
`B60R 25/10
`(2006.01)
`H04B I/38
`(2006.01)
`G05B 23/02
`(2006.01)
`G05D 3/00
`(52) U.S. Cl. ............................ 340/426.35; 340/426.36;
`340/5.62: 340/5.61; 340/3.1: 318/466
`(58) Field of Classification Search .................. 340/3.1,
`340/5.2, 5.51, 5.61, 5.62, 5.63, 5.64, 426.35,
`340/426.36, 426.24, 426.28, 426.32, 426.34,
`340/438, 5.7, 5.72, 825.69; 49/25 31, 296/107.07,
`296/107.08, 107.09, 107.17, 108; 3.18/466
`See application file for complete search history.
`
`5,838,255 A * 1 1/1998 Di Croce ............... 340,825.69
`6,025,776 A
`2/2000 Matsuura .................... 340,438
`2002fO190872 A1* 12/2002 Suman et al. .......... 340,825.69
`2003/0231131 A1* 12/2003 Dimig et al. ................ 341,176
`2006/0178795 A1* 8/2006 Queveau et al. ............... TO1/49
`
`* cited by examiner
`Primary Examiner Daniel Wu
`Assistant Examiner—Mark Rushing
`(74) Attorney, Agent, or Firm—Marc E. Hankin; Kevin
`Schraven; Hankin Patent Law, APC
`57
`ABSTRACT
`(57)
`
`Various embodiments of this invention are directed towards
`an aftermarket automobile accessory that interfaces with
`vehicle Electronic Control Units (ECU’s) and local networks
`such as Controller Area Network busses (CAN-busses) in
`order that a user may add performance, convenience, and
`safety systems to the vehicle using factory controls and dis
`plays. Various embodiments of the invention allow wireless
`control of cabriolet tops, automatic control of cabriolet tops,
`and the control of further vehicle systems.
`
`22 Claims, 7 Drawing Sheets
`
`CAR/TRUCK CAN BUS
`Connection 1
`
`
`
`The VARIO PLUS
`CONTROL MODULE
`is connected to the integrated
`CAN-Network through 2
`interfaces
`
`CAR/TRUCK CAN BUS
`Connection 2
`
`POWER SUPPLY +12V / GND
`
`Petitioner's Exhibit 1004
`Page 1 of 14
`
`

`

`U.S. Patent
`U.S. Patent
`
`Jun. 15, 2010
`Jun. 15, 2010
`
`Sheet 1 of 7
`Sheet 1 of 7
`
`US 7,737,831 B2
`US 7,737,831 B2
`
`
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`Petitioner's Exhibit 1004
`
`Page 2 of 14
`
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`Petitioner's Exhibit 1004
`Page 2 of 14
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`

`

`U.S. Patent
`
`Jun. 15, 2010
`
`Sheet 2 of 7
`
`US 7,737,831 B2
`
`
`
`CAR/TRUCK CAN BUS
`CAR/TRUCK. CAN BUS
`Connection 1
`The VARIO PLUS
`Connection 2
`CONTROL MODULE
`() is connected to the integrated ()
`CAN-Network through 2
`interfaces
`
`2O
`
`2OS
`
`POWER SUPPLY +12V GND
`
`AiG, 2.
`
`Petitioner's Exhibit 1004
`Page 3 of 14
`
`

`

`U.S. Patent
`
`Jun. 15, 2010
`
`Sheet 3 of 7
`
`US 7,737,831 B2
`
`ce
`
`START
`
`MODULE
`ON?
`
`NO
`
`
`
`RECEVE
`lock unlock signal?
`
`MODE 1 or 2
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
`
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`
`
`3IO
`
`was it he luck
`uniock signa?
`
`NO
`
`32
`
`three times
`within seconds
`
`YES
`
`3.
`
`on UNLOCK
`
`Send open roof
`message for 26
`seconds
`
`Send close roof
`message for 26
`seconds
`
`S52
`
`was it the lock or
`unlock signal?
`
`3.
`
`did we receive
`another lockfurlock
`message
`
`did we receive
`another lock/unlock
`message?
`O
`
`Send open roof
`message for 26
`Secords
`
`Send close roof
`message for 26
`Seconds
`
`
`
`
`
`
`
`
`
`end operation and
`clear up messages
`
`320
`
`33
`
`did we receive
`another lock/unlock
`message?
`
`did we receive
`another lockjunlock
`message?
`
`320
`
`fo. 2
`
`end operation and
`clear up messages
`
`336
`
`Petitioner's Exhibit 1004
`Page 4 of 14
`
`

`

`U.S. Patent
`
`Jun. 15, 2010
`
`Sheet 4 of 7
`
`US 7,737,831 B2
`
`
`
`
`
`
`
`orn unlock/tock
`function on?
`
`sound the horn three
`times at a frequency
`of 200ms
`
`Petitioner's Exhibit 1004
`Page 5 of 14
`
`

`

`U.S. Patent
`
`Jun. 15, 2010
`
`Sheet 5 of 7
`
`US 7,737,831 B2
`
`
`
`O.
`
`Module ON?
`
`Receive activation
`ional?
`
`YES
`
`indicators or horn
`while reversing
`activated?
`
`reverse gear
`selected?
`
`Indicators on reverse
`
`Hon. On TeVerse
`
`Turn on the left indicators
`for 150ms followed by the
`right indicators for 150ms
`
`Turn on the horn for 50ms
`-just enough to alert
`people around the car
`
`car still in
`
`TeVeSe PNgu
`
`Petitioner's Exhibit 1004
`Page 6 of 14
`
`

`

`U.S. Patent
`
`Jun. 15, 2010
`
`Sheet 6 of 7
`
`US 7,737,831 B2
`
`
`
`
`
`
`
`
`
`Turn on the left indicators
`for 150ms followed by the
`right indicators for 150ms
`
`Send another 8 messages
`for each side at the same
`timings in order to finish
`this operation
`
`Petitioner's Exhibit 1004
`Page 7 of 14
`
`

`

`U.S. Patent
`
`Jun. 15, 2010
`
`Sheet 7 of 7
`
`US 7,737,831 B2
`
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`
`
`
`Module ON'?
`
`Receive activation
`signal?
`
`BLISPA on
`
`receiving left
`indicator or right
`indicator signal?
`
`NO
`
`is it a left or a right
`indicator signal we
`receive?
`
`adjust the left mirror
`to the left by 1.4
`seconds
`
`
`
`adjust the right
`mirror to the right
`by 1.7 seconds
`
`
`
`Has the indicator been
`cleared or did we drop
`below 12 mph speed?
`
`Has the indicator been
`cleared or did we drop
`below 12 mph speed?
`
`adjust the left mirror
`to the right by 1.4
`seconds
`
`
`
`adjust the right
`mirror to the left by
`1.7 seconds
`
`Petitioner's Exhibit 1004
`Page 8 of 14
`
`

`

`US 7,737,831 B2
`
`1.
`MULT-FUNCTION CONTROLAND DISPLAY
`APPARATUS AND DEVICE FOR
`AUTOMOBILES
`
`FIELD OF INVENTION
`
`Various embodiments of this invention relate, generally, to
`control devices for automobile systems; more particularly, to
`control devices that interface with automobile computers in
`order to control multiple automobile systems.
`
`10
`
`BACKGROUND
`
`2
`aftermarket systems require accessories, such as keychain
`attached transmitters, in order to operate. These systems are
`likewise undesirable because of the additional parts and
`accessories that they require. Even when visible aftermarket
`accessories are not subject to these shortcomings, they are
`nevertheless undesirable because they may be attractive to
`thieves passing by the vehicle.
`Another challenge to designers of aftermarket systems is
`integrating multiple aftermarket features into a single prod
`uct. Because each of the above problems is usually com
`pounded when multiple functions are allowed, it is especially
`desirable that aftermarketproducts performing multiple func
`tions be concealed and seamlessly integrated into automobile
`systems.
`Aftermarket automobile systems allow users to improve on
`features that are oftentimes not offered by automobile manu
`factures. For example, automobile manufactures often
`require that an automobile transmission be placed in park, an
`emergency brake be engaged, or the vehicle be traveling at a
`slow speed, prior to allowing the opening or closing of a
`cabriolet top. Producers of aftermarket systems, such as Wil
`helmy IT, Inc., produce products that allow vehicle owners to
`install products that overcome these requirements. Such sys
`tems, however, commonly require additional components,
`Such as key chain controllers. Also, these systems fail to
`integrate with vehicle controls, such that the user may view
`and control aftermarket functions from the factory vehicle
`controls and displayS.
`Other systems are known for providing vehicle features,
`Such as those that automatically adjust rear view mirrors
`when turn signals are activated. U.S. Pat. No. 3,574.446 to
`Moore, for example, discloses such a system. Moore's device
`is undesirable, however, because it relies upon antiquated
`technologies and is not integrable with modern ECU and
`CAN-bus systems.
`Other systems are known in the art for Supplying automo
`bile controls such as those that activate hazard lights when the
`automobile's reverse gear is engaged. U.S. Pat. No. 5,736,925
`to Knauff et al., for example, discloses one Such system.
`Knauffs patent, however, fails to disclose a system that is
`integrable as an aftermarket accessory to vehicles through the
`vehicle CAN-bus.
`Another such system is disclosed by U.S. Pat. Nos. 6,023,
`221 and 5,135,119, to Michelotti and Browne, respectively,
`which disclose systems for activating vehicle hazard lights
`upon activation of the vehicle's anti-lock braking systems.
`These systems, similarly, fail to disclose a system that is
`integrable as an aftermarket accessory through vehicle CAN
`busses.
`While Some Such systems are known in the art, the existing
`devices often fail to offer these systems and improvements as
`an aftermarket accessory. What is more, when such systems
`are disclosed as aftermarket accessories, rarely is the system
`seamlessly integrable to the vehicle ECUs and its local net
`works, such as CAN-bus. Also, the aftermarket systems
`rarely allow integration Such that their operations may be
`controlled through factory vehicle controls and displayed on
`factory vehicle displays.
`Thus, there remains a long felt need in the art for an after
`market automobile accessory that allows multiple perfor
`mance and convenience functions to be added to a vehicle
`
`15
`
`25
`
`30
`
`40
`
`In the art of automobile engineering, an ever increasing
`number of luxury, convenience, safety, and performance fea
`tures and options are offered for today's automobiles. With
`the development of automobile based computers and elec
`tronics, electronic control units (ECU’s) have been developed
`as a common means of controlling multiple automobile sys
`tems and subsystems. Some of the ECU's featured in modern
`automobiles include the Engine Control Unit, the Transmis
`sion Control Unit, the Telephone Control Unit, the Man
`Machine Interface, the Door Control Unit, the Seat Control
`Unit, the Climate Control Unit, the Suspension Control Unit,
`and several other Such control units.
`In order to interface with the various ECUs, a combination
`of local networks such as Controller Area Networks (CAN’s)
`or FlexRay Networks (look at: http://www.vector-informa
`tik.com/vi fleXray Solutions en.223.html) have been devel
`oped as a means for connecting to and transmitting data from
`the ECU's. The standard CAN-bus is abroadcast differential
`serial bus that has been incorporated as a standard interface on
`numerous modern automobile systems. It’s follow up stan
`dard, FlexRay, builds upon previous standards while increas
`ing speed, fault tolerance and Scalability at the same time.
`35
`CAN-bus systems are commonly used by automobile manu
`facturers as a means for interfacing with the various ECU’s,
`they are also used by manufacturers of aftermarket automo
`bile accessories and systems as a means of accessing the
`various ECUs.
`Designers of aftermarket automobile products allow auto
`mobile owners to add features and systems to their automo
`biles that may or may not be offered by the manufacturer of
`their vehicle.
`One of the challenges commonly faced by developers of
`45
`aftermarket automobile accessories is achieving seamless
`integration with existing, factory automobile systems. For
`example, it is undesirable for Such aftermarket systems to
`interfere with the factory performance, appearance, or ergo
`nomics of factory systems. Thus, aftermarket automobile
`improvements that integrate with factory networks, such as
`CAN-bus and ECU systems, such that they are not visible or
`intrusive, are highly desirable.
`Along with the seamless integration to factory automobile
`systems, it is also highly desirable that aftermarket automo
`bile improvements facilitate user-friendly controls and inter
`faces. Commonly. Such improvements require additional dis
`plays, indicator lights, buttons or other such undesirable
`accessories in order to facilitate user operations. Such sys
`tems are highly undesirable for a number of reasons. First,
`Such additional appurtenances are unsightly and interfere
`with factory automobile features and ergonomics. For
`example, Some accessories are attached to the automobile by
`a suction cup that attaches to the vehicle's windshield. Such
`systems are unreliable, because the Suction cup can easily
`become dislodged and are unattractive because they interfere
`with the aesthetic design of the automobile interior. Other
`
`50
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`55
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`60
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`Petitioner's Exhibit 1004
`Page 9 of 14
`
`

`

`US 7,737,831 B2
`
`3
`through the vehicle CAN-bus, that operates through the fac
`tory vehicle controls, and that is displayed on the existing
`vehicle displays.
`
`SUMMARY OF THE INVENTION
`
`4
`manufacturers, this feature is highly desirable because the
`user can open the cabriolet top before sitting in the car. Also,
`the user can close the vehicle top remotely, while walking
`away from the vehicle. In various embodiments of the inven
`tion, the factory keyless entry system is modified Such that, by
`pressing the unlockbutton three times in rapid succession, the
`cabriolet top is opened or closed.
`In various embodiments of the invention, the device
`improves upon factory cabriolet top controls by allowing
`one-touch operation of the cabriolet top. Factory cabriolet top
`controls often require that the user hold down a button as the
`top is opened or closed. The device improves upon conven
`tional vehicle systems by allowing the cabriolet top to be
`opened or closed by pressing the control button only one time.
`In various embodiments of the invention, the device
`improves upon factory systems by allowing users to program
`the cabriolet top controls such that the cabriolet top automati
`cally opens when the vehicle doors are unlocked and auto
`matically closes when the vehicle doors are locked. In this
`manner, the cabriolet top is automatically opened for the drive
`and automatically closed for when the vehicle is parked. Of
`course, the feature can be disabled using factory controls and
`displays during times when the feature is not desirable.
`It should be noted that in allowing this additional function
`ality to the vehicle cabriolet top controls, the device does not
`rely upon new buttons, controls, or displays. Furthermore, the
`device integrates with the vehicle information display such
`that the user may monitor the device's operations. For
`example, the factory buttons and display are used in order to
`turn on and off the automatic opening and closing feature.
`Also, in various embodiments of the invention, the vehicle
`display displays information related to the status of the
`cabriolet top as it is opened or closed.
`In various embodiments of the invention, the device inte
`grates further improvements to vehicle systems. For example,
`in various embodiments of the invention, the device adds
`functionality to electro-mechanically controlled rear view
`mirrors by automatically adjusting the mirrors angle when
`the vehicle turn signals are activated. In various embodiments
`of the invention, only the mirror on the side of the vehicle for
`which the indicator is activated is altered. In various embodi
`ments of the invention, the angle of the mirror is adjusted in
`order to compensate for blind spots according to a pre-pro
`grammed adjustment setting. In other embodiments of the
`invention, the user is able to program a second mirror angle to
`the mirror control memory, and this feature is automatically
`achieved when the vehicle turn signals are activated. In this
`manner, the device allows the driver to adjust the rear view
`mirrors for changing lanes simply by activating the turn sig
`nals. It should be noted that these added functions are
`achieved only using the factory vehicle controls and displayS.
`Invarious embodiments of the invention, the device may be
`programmed to activate the beeping of the vehicle horn,
`blinking of the hazard lights, or both, upon selecting a reverse
`gear at the vehicle transmission. In this manner, the device
`allows additional safety features to be achieved, without the
`need to modify the vehicle's factory controls and displays.
`Once again, selection and controls are provided using the
`factory controls and displayS.
`In various embodiments of the invention, the device
`improves upon factory systems by allowing the user to select
`whether or not the vehicle hornbeeps upon locking or unlock
`ing the doors to the vehicle. Using the factory display, the user
`may select to turn on or off this feature.
`In various embodiments of the invention, the device
`improves upon common factory systems by automatically
`activating the vehicle hazard light when the Anti-Lock Brak
`
`15
`
`25
`
`30
`
`35
`
`40
`
`Various embodiments of the invention disclose an after
`market automobile device that is seamlessly integrable to
`factory automobile networks such as CAN-bus and it's ECU
`systems and allows multiple convenience and performance
`10
`enhancements to be controlled through factory controls and
`displayed on factory displays.
`In various embodiments of the invention, the device com
`prises an electronic apparatus that connects to automobile
`ECUs through the vehicle CAN-bus or any other available
`local networks. In this manner, the device is able to add, alter,
`and improve vehicle performance without the need for
`unsightly appurtenances and accessories. The device, for
`example, operates only using factory controls and displays
`and is able to control multiple vehicle functions from a single
`apparatus.
`Modern automobiles often feature a plurality of buttons
`and Switches that control vehicle functions and systems,
`which are provided by the factory. This device is unique and
`improves upon other aftermarket devices because it allows
`the functions to integrate while only using the existing con
`trols. Thus, for example, in various embodiments of the
`invention, which feature the remote keyless opening of the
`cabriolet top, the device does not require an additional key
`chain accessory. Rather, the device operates using the wire
`less remote controls that are Supplied on the factory keyless
`entry System. For complex engine management functions,
`modern automobiles often feature a plurality of controls, such
`as buttons, knobs, and Switches, in order to operate one or
`more displays. The device further relies upon these controls,
`without the need for new buttons, knobs, or switches to be
`added to the vehicle.
`Modern automobiles further commonly feature a dash
`board display in order that the driver may monitor vehicle
`functions. Such displays are commonly used in order to dis
`play factory installed functions, such as cruise control, cli
`mate control, engine management systems, and Suspension
`adjustment. Another improvement made by the device over
`related art systems is the ability to operate using only the
`factory display. Messages that are required in order to operate
`and adjust the device's features and settings are displayed on
`the vehicle's factory display. In this manner, the user may
`control multiple additional functions and operations, inte
`grated by the device, without the need for additional displays.
`Various embodiments of the invention are directed towards
`allowing multiple aftermarket functions and improvements to
`be integrated into existing factory systems. For example, the
`device offers numerous improvements to factory cabriolet top
`systems. As noted above, factory cabriolet tops often require
`that the vehicle's transmission be placed in park, that the
`emergency brake be engaged, or that the vehicle be traveling
`at a slow speed, in order to open or close the cabriolet top. One
`function, offered in various embodiments of the invention, is
`that the vehicle user may open or close the cabriolet top while
`the vehicle is in motion. For vehicles that only allow the
`cabriolet top to be opened or closed when the vehicle is
`moving slowly, the device increases the maximum speed of
`the vehicle at which the cabriolet top may be opened or
`closed.
`In various embodiments of the invention, the device allows
`the user to open or close the cabriolet top using the factory key
`for the vehicle. Although not commonly offered by vehicle
`
`45
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`Petitioner's Exhibit 1004
`Page 10 of 14
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`

`

`US 7,737,831 B2
`
`10
`
`15
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`5
`ing System (ABS), Traction Control, or Automatic Skid Con
`trol (ASC) systems are activated. In this manner, the device
`improves upon factory systems by automatically flashing the
`hazard lights when an extreme condition that would require
`ABS, Traction Control, or ASC, occurs.
`In various embodiments of the invention, the device
`improves related art systems by allowing drivers to adjust
`pneumatic shock absorbers through vehicle controls. While
`some vehicles feature factory installed controls to adjust the
`pneumatic shocks, the factory controls are often very limited
`by only allowing two or three adjustment settings. Various
`embodiments of the invention, however, improve on these
`settings by allowing the user to select among a much greater
`plurality of shock absorber settings. The user may, for
`example, select the pressure in pneumatic shocks by selecting
`a number on the vehicle display that represents the pressure in
`the pneumatic shocks. Thus, the user may select shock
`absorber settings that lie outside of the range allowed by the
`factory. Further, the user may select in increments that are not
`allowed by the manufacturer.
`The principles of the invention are particularly desirable
`because the device allows multiple functions to be performed
`without interfering with vehicle controls or requiring addi
`tional appurtenances. In this manner, a user is allowed to
`make a Substantial upgrade to vehicle functionality without
`compromising existing factory features.
`It should be noted that in various embodiments of the
`invention the above features may be used in tandem or any
`combination, depending on the particular desired application.
`Furthermore, it should be noted that the principles of the
`invention may be practiced with all varieties of automobiles
`and automobile ECU's that use a CAN-bus, FlexRay or any
`other local network as an interface bus with the vehicle com
`puters.
`
`6
`to those skilled in the art from the following detailed descrip
`tion, which shows and describes illustrative embodiments of
`the invention. As will be realized, the invention is capable of
`modifications in various obvious aspects, all without depart
`ing from the spirit and scope of the present invention. Accord
`ingly, the drawings and detailed description are to be regarded
`as illustrative in nature and not restrictive. Also, the reference
`or non-reference to a particular embodiment of the invention
`should not be interpreted as a limit on the scope of the inven
`tion.
`In the following description, certain terminology is used to
`describe certain features of one or more embodiments of the
`invention. For instance, “automobile' or “vehicle' refers to
`any of the various motor and engine powered vehicles used in
`transportation, including but not limited to: cars, multi-per
`son vans, sports utility vehicles, convertible cars, coupes,
`convertible cars featuring soft cabriolet tops, cars featuring
`hard cabriolet tops, leisure activity vehicles, lift-backs, mini
`vans, station wagons, vans, trucks, pick-up trucks, and other
`such vehicles known in the art; “ECU’ refers to any of the
`various Electronic Control Units used in modern automo
`biles; and “CAN-bus” refers to any of the various serial bus
`standards and local networks for connecting to ECU's,
`including but not limited to CAN-bus, LIN-bus, FlexRay, or
`other such automobile network systems.
`FIG. 1 is a flow chart that illustrates the operation of the
`roof control module in various embodiments of the invention.
`105 illustrates the vehicle factory dashboard electronics and
`controls that are used to control Roof Control Electronics
`110. 100 illustrates the Roof Control Module, which is a
`portion of the device devoted to roof or cabriolet top controls.
`As diagrammed, a switch 120 connects the vehicle factory
`dashboard electronics and controls 105 to the Roof Control
`Electronics 110 via the Roof Control Module 100, such that
`the factory data connection is routed through the Roof Con
`trol Module 100.
`FIG. 2 is a schematic diagram that illustrates the connec
`tion of the device 200 to a first CAN-bus 210 and a second
`CAN-bus 205. Also, as illustrated, the device 200 is con
`nected to a power Supply and ground 215.
`FIG. 3 is a flow chart that illustrates the operation of the
`convertible top control mechanism of the device in two sepa
`rately selectable modes of operation. Operation 300 illus
`trates the start of device operations. Operation 305 represents
`the on/off switch that determines whether or not the device
`features are activated. If the unit is turned on at operation 305,
`the user is allowed to select between two modes at 306: Mode
`1, 308 an automatic open/close mode and Mode 2, 322 a
`manual open/close mode. Under the automatic open/close
`mode 308, when the ECU receives a door lock or unlock
`signal, it determines whether the signal was to lock the doors
`310 and if so, sends a close roof signal to the roof control
`mechanism for 26-seconds 312. Then, the system determines
`whether or not another lock/unlock signal 316 is received. If
`So, the system resets 320 by ending operations and clearing
`prior messages. If, on the other hand, the system does not
`receive another door lock/unlock signal 316, the system con
`tinues the operation 312. Referring back to 310, when an
`unlock signal is received, the system sends an open roof
`message for 26-seconds 314. Then, the system determines
`whether or not another lock/unlock signal 318 is received. If
`So, the system resets 320 by ending operations and clearing
`prior messages. If not, the system continues the operations
`314.
`If Mode-2 322 is selected, the system operates only upon a
`command from the vehicle key. First, the system determines
`a lock/unlock signal 322 by whether or not the lock/unlock
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`25
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`30
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`FIG. 1 is a flow chart that illustrates the operation of the
`roof control module in various embodiments of the invention.
`FIG. 2 is a schematic diagram that illustrates the manner in
`which the device is connected among a first and second
`vehicle CAN-bus.
`FIG. 3 is a flow chart that illustrates the operation of the
`convertible top control mechanism of the device in two sepa
`rately selectable modes of operation.
`FIG. 4 is a flow chart that illustrates, diagrammatically, the
`operation of the horn upon lock/unlock feature.
`FIG. 5 is a flow chart that illustrates the operation of the
`vehicle's horn while reversing feature.
`FIG. 6 is a flow chart that illustrates the operation of the
`module’s emergency flasher mode.
`FIG. 7 is a flow chart that illustrates the operation of the
`blind spot assistant system.
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`45
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`50
`
`DETAILED DESCRIPTION OF THE DRAWINGS
`
`55
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`In the following detailed description of various embodi
`ments of the invention, numerous specific details are set forth
`in order to provide a thorough understanding of various
`aspects of one or more embodiments of the invention. How
`60
`ever, one or more embodiments of the invention may be
`practiced without these specific details. In other instances,
`well-known methods, procedures, and/or components have
`not been described in detail so as not to unnecessarily obscure
`aspects of embodiments of the invention.
`While multiple embodiments are disclosed, still other
`embodiments of the present invention will become apparent
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`Petitioner's Exhibit 1004
`Page 11 of 14
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`US 7,737,831 B2
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`key is pressed three times within 2-seconds 324. Then, the
`system determines whether the signal was a lock signal oran
`unlock signal 326. If the signal received is a lock signal, the
`system proceeds to send a close roof signal 328 to the ECU.
`The system then determines whether another lock/unlock
`signal 330 is received and if so, ends its operations and sends
`resets 336. If another lock/unlock signal is not received 330,
`the system continues with operation 328 to close the roof.
`Referring back to 326, when an unlock signal is received,
`operation 322 sends an open roof message for 26-seconds.
`Operation 322 can be interrupted by operation 344 if another
`lock/unlock signal is received. If so, then operation 336,
`ending operations and resetting, is commenced. If not, opera
`tion 322 continues until completion.
`FIG. 4 is a flow chart that illustrates, diagrammatically, the
`operation of the horn upon lock/unlock feature. The system
`start is illustrated at operation 400. If the module is turned on
`at operation 402 and the horn upon lock/unlock 404 feature is
`turned off, then the system awaits an activation signal 406. If
`the horn upon lock/unlock 404 feature is on, the system waits
`for a lock/unlock signal 408. If another signal is received 408,
`the system, in operation 410, determines whether it is a lock
`or unlock signal. If an unlock signal is received, then the
`system sounds the horn once for 200 ms, 412. If a lock signal
`is received, then the system sounds the horn three times for
`200 ms each, 414. Then after 412 or 414, the system resets its
`start setting, 400.
`FIG. 5 is a flow chart that illustrates the operation of the
`vehicle's horn while reversing feature. The start of the flow
`chart is illustrated in 500. If the module is on 502, the system
`determines whether the horn while reversing feature is acti
`vated, in operation 504. If not, the system resets 506 to the
`start mode 500. If the horn while reversing feature 504 is
`activated, the system monitors whether the reverse gear is
`selected 508. If not, the system resets to the start mode 500. If
`the reverse gear 508 is activated and is placed in horn on
`reverse mode, once the transmission is placed in reverse the
`horn is sounded for 50 ms 512. Then, the system monitors that
`the car remains in reverse 514. Once the transmission is taken
`out of reverse, the system resets signals 516 and the system
`returns to start mode 500. When the system is placed in
`indicator on reverse mode, the car alternately flashes the left
`and right turn indicators for 150 ms each 510. Then the system
`monitors that the transmission remains in reverse 518. When
`the transmission is no longer in reverse, the system resets 520
`45
`and returns to the start mode 500.
`FIG. 6 is a flow chart that illustrates the operation of the
`module’s emergency flasher mode. The start of operations is
`diagrammed by 600. The module is turned on at 602 and the
`emergency flasher mode turned on at 604. If the system 604 is
`not on 606, the system returns to start mode 600. If the system
`604 is on, the system determines whether the vehicle is trav
`eling at over 30-miles per hour 608. If a speed of 30-miles an
`hour is exceeded, the system determines if the Electronic
`Stability Protection, Automatic Stability Control, or Anti
`lock Braking System is activated 610. If so, operation 612
`activates the left and right turn indicators in an alternating
`manner for 150 ms each. The system then determines if the
`systems remain activated 614. If not, the indicator lights
`continue for another 8-cycles 616 and, then, returns to start
`mode 600.
`FIG. 7 is a flow chart that illustrates the operation of the
`blind spot assistant module. The system starts at 700 and
`determines whether or not the blind spot assistant module is
`turned on 702. If the blind spotassistant system is on 704, the
`system monitors the vehicle speed for whether the speed
`exceeds 12-miles per hour 706. If the speed is over 12-miles
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`8
`per hour, the system monitors whether the left or right indi
`cator is engaged 708. If so, then the system determines
`whether the signal is a left signal or a right signal 710. If the
`system receives a right signal, the right mirror is adjusted to
`the right by 1.7 seconds 714. If the indicator is cleared or the
`speed drops below 12-miles per hour 716, the