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ENCYCLOPEDIA OF RADIO ELECTRONICS AND ELECTRICAL ENGINEERING Remote control systems for locking/unlocking doors
Encyclopedia of radio electronics and electrical engineering / Automobile. Security devices and alarms A combination of safety and convenience.
Varieties of control methods The advantages and benefits of remote locking systems are now known even to an inexperienced car owner. Although there are still many cars that are not equipped with such systems, their popularity has affected even the most conservative driver. You should see and try once - there will be no more questions. For the most persistent of drivers deciding whether or not to install this system and wanting maximum convenience at minimum cost, it can be recommended to install power locks only in the front (most frequently used) doors. The facilities are almost the same, but the level of security is lower due to the fact that the owner can still sometimes forget to lock the rear doors manually. The combination of vehicle safety and user convenience will be most complete when the remote locking system is "docked" with a car alarm. This will provide the following benefits:
The information material below not only introduces an almost complete set of connection schemes, but, most importantly, in our opinion, helps to solve three main problems that arise when implementing any remote locking system:
Overview The main elements of remote locking systems are door lock drives (actuators) and controllers - special control devices. Of the door lock drives, the most widely used are electric drives, which we will consider in more detail. Special control devices, often called central locking controllers, usually installed by the car manufacturer, provide simultaneous unlocking and locking of all car doors (possibly only the driver's door at first) using the central button or a regular car key. (We will also include some elements built into the car alarm and used for remote control of locks to the central lock controller). Particular attention during installation should be paid to the method of connecting the buttons (either newly installed or already installed in the car). The above diagrams of two types of buttons can help to solve this problem. When one side of the double button is pressed, only one moving contact switches to the position indicated by the dotted line. The second moving contact remains in its original position and will be switched to the dotted position when the second side of the button is pressed. When one side of the single button is pressed, the moving contact switches to the dotted position and, when released, returns to its original position. 
Electric door locks (actuators) Electric drives (electric motors) of door locks are produced in several design options, differing from each other in the value of traction force (from 2 to 5 kg). All of them use DC motors built into a plastic housing and plastic (or metal) gearboxes that convert rotational motion into translational motion. The change in the direction of the translational movement of the output rod of the motor is carried out by reversing the polarity of the supply voltage, which achieves the unlocking or locking of the door lock. The most common are electric motors of the T-shaped ("pistol") and square types. The electric motors of the locks are controlled by a pulsed voltage with a duration of 1 s. Electric motors differ in the presence or absence of a contact microswitch mechanically connected to the retractable stem. The three wires of this microswitch are brought out and, together with the two supply wires of the engine itself, form the so-called five-wire "master motor", usually installed in the front doors. The microswitch built into them, together with the control unit, ensures that the rear door electric drives are activated when the front door lock is manually unlocked / locked using a conventional car door key or door button. A variation of the lock is the “master lock”, which has a locking mechanism that prevents the lock from being unlocked using the door button (lever). Unlocking such a lock is carried out only electrically. A complete door motor kit includes 2 2-wire master motors, XNUMX or more XNUMX-wire conventional motors (no switch) and a master controller (module). A variety of electric locks has appeared, which has an electromechanical fixation of the output rod in the locked state, which prevents the hijacker from opening the door using any mechanical device. Regular opening of such a lock is carried out by two successive impulses (the so-called "two-stage unlocking"). This type of unlocking is provided in the central locking controllers built into the car alarm systems for both Top Line (Cel, Ireland) and Internet (Internet Auto Security, USA) systems.
Typical specifications
Pulling force, kg - 2-5; Output rod stroke, mm - 19; Force at manual unlocking/locking, kg - 0-25; Consumption current, A - 2-3; The duration of the control pulse, s - 0-7; Dimensions, mm - 134x60x30.
Central lock controllers. Purpose and types of controllers
Central locking controllers provide:
Additional functions of the central lock controller can perform:
The controllers interface with the electric lock drives directly or through microswitches of the door electric drives. Car manufacturers produce a number of cars with central locks (controllers) installed on them. The most versatile controllers provide different locking and unlocking times. The main task for obtaining automatic control of door locks when installing a car alarm is to choose the proper car alarm, as well as the correct way to connect it to the car's central lock (if it is already installed). Three types of car alarms with built-in central locking functions should be distinguished according to the capabilities they provide for controlling door locks. First view Car alarm with built-in full-featured central locking controller. Such a built-in controller has two powerful relays (each with changeover contacts) with a permissible current load of 10-20 A. To ensure automatic unlocking / locking of the rear door lock when opening (locking) the front door with a car key or lever (button), two negative clock inputs for connection to the "master drive", (fig. 1). The total number of wires of the lock is 8. Full-featured controller has car alarms SIRIO 777, CLIPPER 80/4, 80/6, MICROCAR ALARM 052. 1, SERPI STAR GR-44, SERPI STAR GR-440 and others. 
The second view Car alarms with built-in central locking have the same functions as the first type, but they do not have synchronizing inputs. The total number of lock wires is 6. PYTHON System 80, Puranha PRM 18, Clifford XL100, Flash Point 600, Enforcer 600, Mongoose, Mega 3000, Ungo car alarms have this type of central lock. Third kind. This type of car alarm controller has an electronic circuit with low-power outputs with a permissible current load of 200-300 mA, sufficient to connect to them, if necessary, standard relays or car central lock inputs. The number of outputs is 2. The outputs, in most cases, have a negative polarity of the signals, but there are also bipolar ones. Low-power locking controller outputs are provided in car alarms VIPER Code Plus, Enforcer 100A5, 200A5, 300V, FORCE 7002 and others.
Standalone lock controllers Standalone lock controllers include devices that are interfaced with car alarms and perform the functions of a central lock. Such controllers have two main versions:
Converts the negative output of the car alarm lock into pulse signals from the contacts of two powerful relays, one of which occurs at the moment of arming, and the other at the moment of disarming. These pulses control the lock motors. The controller often has additional negative clock inputs connected to the "master motor". Such a controller is used with car alarms that do not have standard outputs for the central lock. The M3 controller, which has both potential and pulse outputs, is manufactured by Spal, and the MC 2050 controller is manufactured by Autotecnica.
Controller with two control inputs
The controller is used to convert two pulsed low-power control signals into pulsed signals of powerful relays. It essentially contains two standard relays with changeover contacts, the windings of which are connected to the control inputs. It is used to increase the power of the central locking outputs for car alarms of the third type discussed above. Controllers of this type are produced by many companies (for example, the M4 controller from Spal).
Typical specifications
Pulse duration
Consumption current - 10 mA. Options for connecting the central lock
There are seven main options for connecting the central lock. These options are formed depending on the polarity of the control signals and the type of switches (buttons) of the central lock. The diagrams of these options, for ease of use with any type of car alarm, have, if necessary, the designations of the contacts of standard car relays. All actuators are usually connected in parallel to each other. The only exceptions are systems that have the ability to initially unlock only the driver's door.
Choice of car alarms and connection schemes
When choosing the door lock control option, the following sequence is recommended:
A. The car does not have central locking. It is recommended to choose a car alarm with a built-in central locking controller that has powerful outputs from relay contacts. B. The car has a central lock with negative control, but it is required to provide control of it from the car alarm. We recommend choosing a car alarm with low-power negative outputs for the central lock.
TYPE A. Positive control
This type of control is characterized by the positive polarity of the control pulses. On fig. 2 and 4 are diagrams for a car in which the central lock controller is already installed by the manufacturer, and the interface with the car alarm is performed through the relays built into it. On fig. 3 shows an option for interfacing with a car alarm that has low-power negative outputs that are connected to additional relays. This type of control is typical for General Motors Corp., Renault, Chrysler, VW Passat and some Ford models. If you look at the switch installed in the driver's door that controls the locks, then three wires will depart from it: a lock wire, an unlock wire and a positive wire permanently connected to +12 V. The unlock and lock wires will be at +12 volts during locking and unlocking. When these wires are connected to a car alarm, a short-term positive potential (pulse) will appear on them. 
TYPE B. Negative control
This is the simplest standard type of door lock control. It is used in Fiat, Lanchia, Volvo, Citroen, BMW (up to '89), Toyota, Honda and others. If you look at the switch installed in the driver's door that controls the locks, then three wires will depart from it: a lock wire, an unlock wire and a negative wire permanently connected to ground. The unlock and lock wires will be at ground potential during locking and unlocking. When these wires are connected to the car alarm, a short-term negative ground pulse will appear on these wires. The scheme in fig. 5 shows how the system is connected to a vehicle that does not have central locking and locks. Schemes in fig. 6, 7, 8 are shown for car alarms with low-power control outputs, and fig. 9, 10 - for powerful relay outputs built into car alarms. On fig. 7 shows how to make a child-proof connection. Notes for Toyota vehicles: many models of this company have a lock control system with additional protection that prevents children from unlocking the rear doors. In this case, the following must be borne in mind: if the door locks are locked by a car alarm command, then they can be unlocked by another command. But if the door locks are locked using the driver's door switch and the security system is on, then they cannot be unlocked by the car alarm command. This is because the security switch blocks the unlock signal. To make a correct connection, it is necessary to use decoupling diodes installed in the circuit of the release wire (fig. 7). This protection wire can be found in the lock control wiring harness common connector.
Safety wire color chart (protection wire is located under the side panel trim at the driver's feet)
TYPE C. Polarity reversal control
This control method is used in Chrysler, Ford, Chevy Cavalier (95-96), BMW 325 (95). This type of control is often confused with 3-wire positive control. This is due to the fact that positive control pulses appear on the wires of both systems. The difference is that the wires for unlocking and locking in this control option, in the initial state, have a ground, and in option A they have an indefinite (floating) potential. There are no factory relays installed in this type of control. The control switch directly controls the door actuators by changing the direction of the current in their winding. Therefore, when using this control scheme, it is necessary to use external relays. During installation, you must be especially careful, because incorrect connections will lead to instant damage to the elements of the system. As protection, a 12 A fuse must be used in the +3 V supply circuit. If you look at the switch installed in the driver's door that controls the locks, then five wires will depart from it: one wire with a constant power supply of +12 V, two wires showing a constant mass and two wires having a ground in the initial state, and a pulsed positive potential at locking or unlocking when the switch is pressed. Example. When the Lock switch is pressed, the lock wire will be +12 volts, the second unlock wire will be in its rest state and ground. When the Unlock switch is pressed, the polarity on the second wire will be reversed to +12V and the lock wire will be grounded. It is extremely important to determine which of the two reversing wires is the release wire and which is the lock wire.
Recommendations for connection
Repeat the procedure for recognizing the ends of the cut wire. Connect the switch end to terminal 87A of the unlock relay and the motor end to terminal 30 of the same relay. 
TYPE D. Special positive control
This type of control is highlighted separately, as it applies to vehicles with central locking, but without electric drive in the driver's door. Central locking is provided by a microswitch installed in the driver's door. For remote control, the microswitch in the door is removed and a five-wire actuator is installed in it. The wires from the drive microswitch are connected to the wires of the removed microswitch (Fig. 13). 
TYPE E. Vacuum control
This type of system uses a compressor to open and close door locks. Used in Mercedes, Audi cars. Depending on what signal the compressor receives from the lock drives, they can be push or pull type. When using this type of system, first of all, it is necessary to find and cut the wire that controls the compressor. A warning. To determine the purpose of the ends of the cut wire, you must use only a voltmeter (it is not permissible to use a test lamp). It is very important to identify and not confuse the ends of the wires going to the compressor and to the lock switch (you should mark them). Due to an error in determining the sides of the wire, the compressor can be disabled. Note. In most Mercedes Benz vehicles, the compressor control wire will be green or blue and can be found under the side panel trim at the driver's feet. This wire will have +12 volts when the doors are unlocked and ground when the doors are locked. 
TYPE F. Single wire positive control
Control is achieved by changing the positive potential level on a single-wire line. This type of control is used on Ford Probe and Chrysler vehicles (Fig. 16, 17). This single wire provides both locking and unlocking. To ensure proper operation, both wires from the optional unlock and lock relays must be connected to the same wire in the vehicle that controls the door locks.
Ford Probe car
The control wire is located under the panel trim at the driver's feet and is green/black. The locking signal is a positive pulse +12 V. The unlock signal is a +12 V positive pulse connected through a 4,7 kΩ resistor.
Cars Chrysler Cirrus, Dodge Stratus 1995
Models 1993-1995 New Yorker, Concorde, LHS, Eagle Vision have this type of control or 3-wire positive control. This single wire provides both locking and unlocking. To obtain proper operation, both wires from the additional unlock and lock relays must be connected through appropriate resistors to the same wire in the car that controls the door locks (see Figure 17). The resistors used ensure that the +12 V voltage from the additional relays is converted into a +3 V lock signal and a +6 V unlock signal. The lock signal is a +12 V positive pulse connected through a 620 ohm resistor. The unlock signal is a +12 V positive pulse connected through a 2,7 kΩ resistor.
Control Wire Color Chart (control wire is under the panel trim on the driver's side)
TYPE G. Single wire negative control Cars Dodge Caravan, Chrysler Town & Country, Plymouth Voager 1996 r. This type of control uses (same as type F control) one control wire, but with negative pulse signals at ground potential. The lock signal is a negative ground pulse connected through a 1,5 kΩ resistor. The unlock signal is a negative ground pulse connected through a 249 ohm resistor.
Control Wire Color Chart
Location:
BUT). Connector 40-pin (5th pin), light brown, under the dashboard on the driver's side in the control module, in front of the fuse box; B). Connector 16-pin, black. At the fuse box or under the trim panel at the driver's feet.
Mazda car
This type of control uses negative control with one resistor in the locking circuit. The locking signal is a negative ground pulse connected through a 1 kΩ resistor. The unlock signal is a negative ground pulse.
Control Wire Color Chart
Car brand Mazda 929
BUT). Light green wire in a black 20-pin connector in the driver's footwell panel. or B). Black/White in a white 6-pin connector in the passenger footwell panel.
Mazda Mellenia
BUT). Red/black wire in 28-pin white connector in driver's footwell; or B). Blue/yellow wire in the 28-pin white connector in the passenger footwell panel.
Cars Nissan, Mazda MPV 1991
The lock signal is an open control wire input, provided by a relay. The unlock signal is a negative ground pulse.
Control Wire Color Chart
Car
Nissan 240SX1991-1994
Orange/blue or orange/black wire in the side panel on the driver's side.
Nissan 300 ZX 1992-1995
Brown or brown/black wire in driver's side panel.
1991 Mazda MPV
Green/white wire in the lock control module connector in front of the glove box. 
Publication: cxem.net
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