(12) United States Patent
`Boisvert et al.
`
`111111
`
`1111111111111111111111111111111111111111111111111111111111111
`US006404158Bl
`US 6,404,158 Bl
`Jun.11,2002
`
`(10) Patent No.:
`(45) Date of Patent:
`
`(54) COLLISION MONITORING SYSTEM
`
`(75)
`
`Inventors: Mario Boisvert, Reed City; Randall
`Perrin, Cadillac, both of MI (US)
`
`(73) Assignee: Nartron Corporation, Reed City, MI
`(US)
`
`( *) Notice:
`
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 0 days.
`
`(21) Appl. No.: 09/562,986
`
`(22) Filed:
`
`May 1, 2000
`
`Related U.S. Application Data
`
`( 63) Continuation-in-part of application No. 08/736,786, filed on
`Oct. 25, 1996, now Pat. No. 6,064,165, which is a continu(cid:173)
`ation of application No. 08/275,107, filed on Jul. 14, 1994,
`now abandoned, which is a continuation-in-part of applica(cid:173)
`tion No. 07/872,190, filed on Apr. 22, 1992, now Pat. No.
`5,334,876.
`( 60) Provisional application No. 60/169,061, filed on Dec. 6,
`1999.
`
`(51)
`
`Int. Cl? ............................. G05D 3/00; H02P 1!04;
`H02P 3/00
`(52) U.S. Cl. ....................... 318/469; 318/466; 318/467;
`318/565
`(58) Field of Search ......................... 318/434, 466-470,
`318/565, 626
`
`(56)
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`
`4,514,670 A
`4,608,637 A
`4,641,067 A
`4,673,848 A
`4,686,598 A
`4,730,152 A
`4,746,845 A
`4,823,059 A
`4,870,333 A
`4,980,618 A
`
`4/1985 Passel eta!.
`8/1986 Okuyama et a!.
`2/1987 Iizawa eta!.
`6/1987 Hagiwara et a!.
`8/1987 Herr
`3/1988 Foust eta!.
`5/1988 Mizuta eta!.
`4/1989 Compeau et a!.
`9/1989 Itoh eta!.
`12/1990 Milnes eta!.
`
`5,038,087 A
`5,069,000 A
`5,081,586 A
`5,131,506 A
`5,140,316 A
`5,162,711 A
`5,204,592 A
`5,218,282 A
`5,278,480 A
`5,334,876 A
`5,399,950 A
`5,432,413 A
`
`8/1991 Archer eta!.
`12/1991 Zuckerman
`1!1992 Barthel et a!.
`7/1992 Mizuno eta!.
`8/1992 DeLand eta!.
`11/1992 Heckler
`4/1993 Huyer
`6/1993 Duhame
`1!1994 Murray
`8/1994 Washeleski et a!.
`3/1995 Lu eta!.
`7/1995 Duke eta!.
`
`(List continued on next page.)
`
`FOREIGN PATENT DOCUMENTS
`
`EP
`FR
`GB
`wo
`
`581509 A1
`2502679
`2189906
`wo 92/20891
`
`2/1994
`3/1982
`11/1987
`11/1992
`
`OTHER PUBLICATIONS
`
`Federal Register, vol. 56, No. 73/Tuesday, Apr. 16, 1991,
`Rules and Regulations, Department of Transportation,
`National Highway Safety Administration, 49 CFR Part 571,
`pp. 15290-15299.
`
`Primary Examiner-Marion T. Fletcher
`(74) Attorney, Agent, or Firm-Watts, Hoffmann, Fisher &
`Heinke Co., L.P.A.
`
`(57)
`
`ABSTRACT
`
`Disclosed is an improved system and method for sensing
`both hard and soft obstructions for a movable panel such as
`a sunroof. A dual detection scheme is employing that
`includes an optical sensing as the primary means and
`electronic sensing of motor current as a secondary means.
`The secondary means utilizes system empirical
`precharacterization, fast processing algorithms, motor
`parameter monitoring including both current sensing and
`sensorless electronic motor current commutation pulse
`sensing, and controller memory, to adaptively modify elec(cid:173)
`tronic obstacle detection thresholds in real time without the
`use of templates and cycle averaging techniques.
`
`15 Claims, 9 Drawing Sheets
`
`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 1
`
`

`

`US 6,404,158 Bl
`Page 2
`
`U.S. PATENT DOCUMENTS
`
`5,497,326 A
`5,525,876 A
`5,530,329 A
`5,537,013 A *
`5,539,290 A
`5,729,104 A
`
`3/1996 Berland et a!.
`6/1996 Filippi
`6/1996 Shigemaatsu et a!.
`7/1996 Toyozumi et a!. .......... 318/466
`7/1996 Lu et a!.
`3/1998 Kamishima et a!.
`
`5,734,245 A
`5,832,664 A
`5,949,207 A *
`5,952,801 A
`6,064,165 A
`
`3/1998
`11/1998
`9/1999
`9/1999
`5!2000
`
`Terashima et a!.
`Tajima eta!.
`Luebke et a!. .............. 318/468
`Boisvert et a!.
`Boisvert et a!.
`
`* cited by examiner
`
`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 2
`
`

`

`U.S. Patent
`
`Jun.11,2002
`
`Sheet 1 of 9
`
`US 6,404,158 Bl
`
`POWER
`SUPPLY
`
`VDC
`
`COMMON
`
`VOLTAGE SENSE
`
`OPTIONAL
`3, TEMPERATURE
`SENSOR 1--~
`..._I-
`
`OPTIONAL
`
`4-t- RAIN
`SENSOR
`
`: .....---1-
`Ll MIT
`6
`SWITCHES
`
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`
`VEHICLE
`COMMUNICATION.,_._....~
`BUS
`
`2b
`
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`
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`
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`
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`
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`1----1~ MOTOR ~
`DRIVE
`
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`I
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`
`2a
`
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`
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`
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`
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`MEMORY
`
`Fig.1
`
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`
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`
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`
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`
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`
`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 3
`
`

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`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 4
`
`

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`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 5
`
`

`

`U.S. Patent
`
`Jun.11,2002
`
`Sheet 4 of 9
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`US 6,404,158 Bl
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`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 6
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`

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`U.S. Patent
`
`Jun.11,2002
`
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`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 7
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`

`

`U.S. Patent
`
`Jun.11,2002
`
`Sheet 6 of 9
`
`US 6,404,158 Bl
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`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 8
`
`

`

`U.S. Patent
`
`Jun.11,2002
`
`Sheet 7 of 9
`
`US 6,404,158 Bl
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`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 9
`
`

`

`U.S. Patent
`
`Jun.11,2002
`
`Sheet 8 of 9
`
`US 6,404,158 Bl
`
`lYPICAL
`STARTUP
`ENERGIZATION
`
`200
`
`(/)
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`
`PATENTED THRESHOLD - OBSTACLE DETECTION
`
`INVENTIVE THRESHOLD - OBSTACLE DETECTION FUNCTION
`-------------------------------------------------------------------------------------.-
`NOMINAL UPPER RANGE
`
`NOMINAL MOTOR OPERATION FUNCTION
`
`-------------------------------------------------------------------------------------..
`
`NOMINAL LOWER RANGE
`
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`TIME(ms) or POSITION
`
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`3000
`
`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 10
`
`

`

`U.S. Patent
`
`Jun.11,2002
`
`Sheet 9 of 9
`
`US 6,404,158 Bl
`
`(/)
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`
`PATENTED THRESHOLD-OBSTACLE DETECTION
`
`ADAPTIVE THRESHOLD-OBSTACLE DETECTION FUNCTION
`_______________________________ ,__
`
`MOTOR OPERATION-FUNCTION
`
`------------------------------------ -'-____________ __,__---------------- ---------------------
`
`0
`
`Fig.6
`
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`
`2000
`TIME (ms) or POSITION
`
`3000
`
`PATENTED THRESHOLD-OBSTACLE DETECTION
`
`ADAPTIVE THRESHOLD-OBSTACLE DETECTION FUNCTION
`
`MOTOR OPERATION-FUNCTION
`--------------------------------------------------------------------------------------------~
`
`0
`
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`
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`
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`TIME (ms) or POSITION
`
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`
`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 11
`
`

`

`US 6,404,158 Bl
`
`1
`COLLISION MONITORING SYSTEM
`
`CROSS REFERENCE TO RELATED
`APPLICATIONS
`
`5
`
`The present application is a continuation-in-part of appli-
`cation Ser. No. 08/736,786 to Boisvert et al. which was filed
`on Oct. 25, 1996 now U.S. Pat. No. 6,064,165, which was
`a continuation of U.S. application Ser. No. 08/275,107 to
`Boisvert et al. which was filed on Jul. 14, 1994, now
`abandoned which is a continuation in part of application Ser.
`No. 07/872,190 filed Apr. 22, 1992 to Washeleski et al., now
`U.S. Pat. No. 5,334,876. These related applications are
`incorporated herein by reference. Applicants also incorpo(cid:173)
`rate by reference U.S. Pat. No. 5,952,801 to Boisvert et al 15
`which issued Sep. 14, 1999. This application also claims
`priority from U.S. Provisional application serial No. 60/169,
`061 filed Dec. 6, 1999 which is also incorporated herein by
`reference.
`
`2
`rough gear sector, faulty motor commutation segment, buf(cid:173)
`feting pressure as caused by steady wind turbulence, and the
`like. Fluid vortex shedding frequency is proportionate to
`flow velocity past a discontinuity.
`Large-ranging system operation variables necessitate
`obstacle detection thresholds that inherently necessitate
`greater operational parameter disturbances by obstacles in
`order to detect obstruction without nuisance tripping. Larger
`normal operation disturbance variables inherently require
`10 larger obstacle force and/or pinching prior to obstruction
`detection.
`Prior art obstacle detection systems slowly adapt obstacle
`detection template thresholds over several previous opera(cid:173)
`tion cycles resulting in inferior real time response to moni(cid:173)
`taring actuator load-related parameters that can significantly
`vary from one actuation to the next. Such threshold detection
`limit algorithms are primarily based upon a running average
`template of a fixed number of prior actuation operations with
`fixed factors and/or terms and/or statistically determined
`tolerance threshold of ongoing measurement parameters for
`20 obstacle detection. Therefore, prior art systems and methods
`incorporate inherent practical limitations on true and reliable
`obstacle detection performance including minimum obstacle
`force sensitivity at detection, minimum detection time, mini(cid:173)
`mum stopping time, and minimum obstacle force at the
`25 stopped position.
`To improve real time microcontroller algorithm perfor(cid:173)
`mance of obstacle detection one prior art technique has been
`to control and/or regulate motor drive speed to slower values
`to directly enable improvements in minimum obstacle force
`30 sensitivity at detection, minimum stopping time, and mini(cid:173)
`mum obstacle force at the stopped position. These improve(cid:173)
`ments are at the tradeoff expense of slower actuator opera(cid:173)
`tion and increased system RFI (radio frequency interference)
`and EMC (electromagnetic compatibility) issues.
`National Highway Traffic Safety Administration
`(NHTSA) Standard 118 contains regulations to assure safe
`operation of power-operated windows and roof panels. It
`establishes requirements for power window control systems
`located on the vehicle exterior and for remote control
`devices. The purpose of the standard is to reduce the risk of
`40 personal injury that could result if a limb catches between a
`closing power operated window and its window frame.
`Standard 118 states that maximum allowable obstacle inter(cid:173)
`ference force during an automatic closure is less than 100
`Newton onto a solid cylinder having a diameter from 4
`45 millimeters to 200 millimeters.
`Certain technical difficulties exist with operation of prior
`art automatic power window controls. One difficulty is
`undesirable shutdown of the power window control for
`causes other than true obstacle detection. Detection of
`obstacles during startup energization, soft obstacle
`detection, and hard obstacle detection each present technical
`challenges requiring multiple simultaneous obstacle detec(cid:173)
`tion techniques. Additionally, the gasket area of the window
`that seals to avoid water seepage into the vehicle presents a
`55 difficulty to the design of a power window control, since the
`window panel encounters significantly different resistance to
`movement in this region. Operation under varying power
`supply voltage results in actuator speed variations that result
`in increased obstacle detection thresholds. Previous methods
`and systems based upon running measurements and calcu(cid:173)
`lations from prior operational parameters are inherently
`limited by their inability to adapt obstacle detection thresh(cid:173)
`olds in real time.
`
`FIELD OF THE INVENTION
`
`The present invention concerns motor driven actuator
`control systems and methods whereby empirically charac(cid:173)
`terized actuation operation parameters are subsequently
`monitored, compared, and computed during real time opera(cid:173)
`tion to detect obstacles via adaptive obstacle detection
`threshold(s) for protection of people and/or equipment.
`
`BACKGROUND
`
`35
`
`Prior art for automatically-powered actuator systems
`implement undesirable increased obstacle-sensing detection
`thresholds to avoid nuisance tripping caused by uncontrolled
`operation variables of static, transient, and periodic dynamic
`load conditions that individually and/or collectively cause
`significant "normal" load variation. These significant ranges
`of system disturbance variables added to the nominal vari(cid:173)
`able ranges of operation characteristic of system parameters
`have necessitated increased obstacle detection thresholds
`within which the automatic actuation system is required to
`operate to avoid false obstacle detection. Higher obstacle
`detection thresholds necessary to accommodate all ranges of
`anticipated load variables inherently desensitize the system
`ability to detect initial onset of obstacle detection. Large
`obstacle detection thresholds also inherently increase mini(cid:173)
`mum system operational parameter disturbances for which
`obstacle detection is reliably possible without false tripping.
`Examples of such relatively static but significantly rang(cid:173)
`ing variable forces during closing an automobile sunroof
`panel include differential air pressure caused by wind 50
`loading, air pressure caused by ventilation fan speed and/or
`window positions, gravity load varying from level to uphill
`or downhill orientation, friction and/or lubrication charac(cid:173)
`teristics varying with temperature and/or wear, and the like.
`Examples of such relatively transient dynamic but sig(cid:173)
`nificantly ranging variable forces during closing an auto(cid:173)
`matically controlled automobile sunroof panel include wind
`gust differential pressure caused by opening or closing
`another window, ambient wind shift, passing and being
`passed by another vehicle, and/or turning on vehicle venti- 60
`lation; change of vehicle uphill/downhill attitude; vehicle
`acceleration or deceleration; rough or poorly lubricated area
`on a actuator drive mechanism; friction changing with
`actuator drive motor speed; bumpy road; and the like.
`Examples of such relatively periodic dynamic but signifi- 65
`cantly ranging variable forces during closing an automati(cid:173)
`cally controlled automobile sunroof panel include repetitive
`
`SUMMARY OF THE INVENTION
`This invention concerns an improved actuator system that
`provides faster operation, more sensitive obstacle detection,
`
`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 12
`
`

`

`US 6,404,158 Bl
`
`4
`Empirical characterization of actuator operation param(cid:173)
`eters and algorithms, ongoing sensing measurements of
`motor operation parameters, FIFO memories, DSP (digital
`signal processing), adaptive algorithms for obstacle
`5 detection, and adaptive software filters collectively enable
`ongoing adaptive modification of obstacle detection thresh(cid:173)
`olds "on the run" in real time for improved obstacle detec(cid:173)
`tion sensitivity thresholds with reduced occurrences of false
`obstacle detection.
`Utilization of FIFO memory for actuation speed
`measurement, motor current measurement, and calculations
`of an ongoing actuation with real time adaptive algorithms
`enables real time running adaptive compensation of obstacle
`detection thresholds.
`
`BRIEF DESCRIPTIONS OF THE DRAWINGS
`
`3
`faster actuator stopping with reduced pinch force, and
`reduced false obstacle detection all with less costly hard(cid:173)
`ware. This invention has utilization potential for diverse
`automatic powered actuator applications including position(cid:173)
`ing of doors, windows, sliding panels, seats, control pedals,
`steering wheels, aerodynamic controls, hydrodynamic
`controls, and much more. One exemplary embodiment of
`primary emphasis for this disclosure concerns an automatic
`powered actuator as a motor vehicle sunroof panel.
`This preferred automotive sunroof system implements 10
`redundant non-contact obstacle detection prior to physical
`contact force by the sunroof. The preferred system employed
`is an optical coupled transmission-interruption sensing via
`opposing IR (infrared) emitter and IR detector elements
`across the pinch zone.
`This controller system and method incorporate significant 15
`improvements in "sensorless" electronic parameter sensing
`as more reliable means for hard and/or soft obstacle detec(cid:173)
`tion during initial energization, full travel, and/or end-of(cid:173)
`travel.
`Preferred means for position and speed sensing is via 20
`sensor less electronic motor current commutation pulse sens(cid:173)
`ing of the drive motor. Motor current commutation pulse
`counting detection means and counting correction routines
`provide improved position and speed accuracy.
`Improved adaptive methods and systems for obstacle
`detection thresholds based upon empirical operation perfor(cid:173)
`mance algorithms and real time operation parameter moni(cid:173)
`toring replace typical operation template methods of prior
`art. Memory is eliminated as previously utilized for storing
`a template or "signature" of pre-measured actuation cycle
`operating parameter variables for subsequent operation
`cycle parameter measurement and comparison therewith.
`Algorithms and coefficients are empirically predeter(cid:173)
`mined for automatic actuator operating parameters. Such
`algorithms compensate for various operational variables,
`including actuation speed as related to supply voltage, by
`virtue of intelligent software adaptation capability.
`Only in certain limited cases is cycle calibration of an
`individual actuator characteristic required for operation after 40
`initial powerup and prior to enabling automatic operation.
`Such cycle calibration typically involves simply learning the
`number of incremental encoder pulses from full CLOSED to
`full OPEN positions as well as learning the present position
`via one of several known position sensing means. This case 45
`enables one controller incorporating multiple software algo(cid:173)
`rithm programs to operate a family of sunroofs by simply
`learning which sunroof is in the system.
`Necessity for controlling and limiting motor drive speed
`by duty cycle energization, PWM (Pulse Width 50
`Modulation), linear drive control, or other speed control
`means is eliminated due to improved real time algorithms
`that adapt to full-ranging battery-powered actuation speeds
`and variable load conditions. Thus, actuation occurs at full
`speed powered by full battery voltage.
`Stored empirical parameter characterizations and algo(cid:173)
`rithms adaptively modify obstacle detection thresholds dur(cid:173)
`ing an ongoing actuation for improved obstacle detection
`sensitivity and thresholds resulting in quicker obstacle
`detection with lower initial force, lower final pinch force and 60
`reduced occurrences of false obstacle detection.
`At least one internal and/or external FIFO memory and/or
`RAM (random access memory) is utilized for storing run(cid:173)
`ning measured parameters of an ongoing actuation.
`At least one internal and/or external FIFO memory and/or 65
`RAM is utilized for storing running calculations based upon
`running measured parameters of an ongoing actuation.
`
`35
`
`FIG. 1 is a block diagram schematic of the components of
`an exemplary embodiment of the present invention;
`FIGS. 2A-2D are schematics of circuitry for controlling
`movement and sensing obstructions of a motor driven panel
`such as a motor vehicle sunroof;
`FIG. 3Ais a plan view depicting an optical sensing system
`for monitoring an obstruction in the pinch zone of a moving
`25 panel such as a motor vehicle sunroof;
`FIG. 3B is a front elevation view of the FIG. 3A optical
`sensing system;
`FIG. 3C is a plan view depicting an optical system with
`moving optics for monitoring an obstruction at the leading
`30 edge of a moving panel such as a motor vehicle sunroof;
`FIG. 3D is a front elevation view of the FIG. 3C optical
`sensing system;
`FIG. 3E is a plan view depicting an optical sensing system
`with moving optics, flexible optic fiber, remote IR emission,
`and remote IR detection for monitoring an obstruction at the
`leading edge of a moving panel such as a motor vehicle
`sunroof;
`FIG. 4 represents typical startup energization character(cid:173)
`istics of motor current and per speed versus time;
`FIG. 5 represents a simplified example characteristic
`steady state nominal motor operation function versus time or
`position showing nominal motor operation function, upper
`and lower tolerance range, a typical fixed prior art obstacle
`detection threshold, and inventive adaptive threshold
`obstacle detection function (in this case, stable);
`FIG. 6 represents a simplified example characteristic
`dynamic transient motor operation function versus time
`and/or position showing motor operation function with
`transients, a typical fixed prior art obstacle detection
`threshold, and inventive adaptive threshold obstacle detec(cid:173)
`tion function showing transient response;
`FIG. 7 represents a simplified example characteristic
`55 dynamic periodic cyclic motor operation function versus
`time and/or position showing motor operation function with
`cyclic disturbances, a typical fixed prior art obstacle detec(cid:173)
`tion threshold, and inventive adaptive threshold obstacle
`detection function showing cydical response; and
`FIG. 8 is a sequence of measurements taken by a con(cid:173)
`troller during successive time intervals and operation of a
`monitored panel drive motor.
`
`BEST MODE FOR PRACTICING THE
`INVENTION
`FIG. 1 shows a functional block diagram of an actuator
`safety feedback control system 1 for monitoring and con-
`
`BNA/Brose Exhibit 1049
`IPR2014-00416
`Page 13
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`US 6,404,158 Bl
`
`5
`trolling movement of a motor driven panel such as a motor
`vehicle sunroof. A panel movement controller 2 includes a
`commercially available multipurpose microcontroller IC
`(integrated circuit) with internal and/or external FIFO
`memory and/or RAM (Random Access Memory) 2a and
`ADC (analog-to-digital-converter) 2b.
`Eight-bit word bytes, eight-bit counters, and eight-bit
`analog-to-digital conversions are used with the exemplary
`controller 2. It should be fully realized, however, that
`alternative word lengths may be more appropriate for sys(cid:173)
`tems requiring different parameter resolution. Larger word
`bytes with equivalent ADC resolution enables greater reso(cid:173)
`lution for motor current sensing. Likewise, larger word bytes
`with higher microcontroller clock speeds enable greater
`resolution for motor per speed sensing plus quicker digital
`signal processing and algorithm processing for quicker
`response time.
`A temperature sensor 3 (which according to the preferred
`embodiment of the invention is an option) when installed, is
`driven by and sensed by the controller 2. Temperature
`sensing allows the panel controller 2 to automatically sense
`vehicle cabin temperature and open or close the sunroof to
`help maintain a desired range of temperatures. Temperature
`compensation of actuator obstacle detection thresholds is
`typically unnecessary.
`An optional rain sensor 4 can be both driven by and
`sensed by the microcontroller 2. Automatic closing of the
`sunroof panel occurs when the sensor is wet. Subsequently,
`the sunroof panel can be opened when either falling rain has
`stopped for some time duration or when the rain has evapo(cid:173)
`rated to some extent.
`Manual switch inputs 5 are the means by which operator
`control of the system occurs.
`Limit switch inputs 6 indicate to the control system such
`physical inputs as HOME position, VENT/NOT OPEN
`Quadrant Switch, and end of panel movement. Limit switch
`signals indicate where microcontroller encoder pulse
`counter registers are set or reset representative of specific
`panel position(s).
`Motor drive outputs 7a and 7b control whether the motor
`drives the panel in the forward or the reverse direction.
`When neither the forward nor the reverse direction are
`driven, the motor drive terminals are electrically shorted
`together, possibly via a circuit node such as COMMON,
`resulting in an electrical loading and thus a dynamic braking
`effect
`Motor plugging drive, which is the application of reverse
`drive polarity while a motor is still rotating, is an optional
`method of more quickly stopping the motor, but has been
`unnecessary for use with the preferred embodiment of the
`sunroof panel controller due to satisfactory performance
`taught by this disclosure. Very large motor plugging currents
`are often undesirable because they can easily exceed typical
`maximum stalled rotor currents producing undesired motor
`heating in large applications. Such high motor plugging
`currents can be detrimental to the life and reliability of
`electromechanical relay contacts and solid state switches
`used to switch motor operating currents. High motor plug(cid:173)
`ging currents can also cause undesirable transients, trip
`breakers, and blow fuses in a power supply system.
`Application of brakes and/or clutches is also unnecessary
`with the automotive sunroof system due to the improved real
`time obstacle detection performance taught by this disclo(cid:173)
`sure.
`Optical Obstacle Detection
`Obstacle detection by actual physical contact and/or pinch
`force with human subjects is somewhat unnerving to some
`
`6
`individuals. For improved system safety and user comfort,
`the preferred system utilizes non-contact detection of
`obstacles in the path of the moving panel. Of various
`technologies by which it is possible to sense an obstacle
`5 without physical contact, IR (infrared) emission with trans(cid:173)
`mission interruption mode detection is preferred. IR emit(cid:173)
`ting diodes and/or IR laser diodes are the two preferred IR
`emission sources. IR photodiodes and/or IR phototransistors
`are the two preferred IR detection means. Optical obstacle
`10 detection senses and enables stopping of the actuator move(cid:173)
`ment prior to significant applied pinch force and possibly
`prior to actual physical contact with a subject. In unusual
`light conditions, explained below, optical sensing means
`becomes temporarily ineffective, thus obstacle detection via
`15 motor current sensing or current sensing and speed sensing
`means becomes the remaining reliable backup method of
`detecting an obstacle.
`Of two preferred configurations utilized for implementing
`IR transmission interruption mode of obstacle detection, the
`20 first is use of at least one emitter and at least one detector
`sensing at least across the pinch zone in close proximity to
`an end of travel region of a sunroof. As shown in FIGS. 3A
`and 3B, at least one IR emitter 100 and at least one IR
`detector 102 are separated from each other by a sunroof
`25 pinch zone 104. In an exemplary embodiment of the
`invention, opto sensing of obstructions is across and in
`relatively close proximity to a pinch zone near the end of
`travel region of a sunroof. The depictions in FIGS. 3A and
`3B do not show the entire region between emitter and
`30 detector but it is appreciated that a gap G between emitter
`and detector is on the order of the width of the moving
`sunroof. In this preferred embodiment, cabling 108 passes to
`the region of the detector 102 around the end of the sunroof
`liner in the region of the end of the sunroof travel. The
`35 detector and emitter are fixed to the sunroof liner and do not
`move. Implementation of this fixed configuration is simpli(cid:173)
`fied by lack of moving components, although the sunroof
`may have to push the obstacle into a sensing field between
`the emitter 100 and the detector 102. Thus, although the
`40 sensing means is non-contact, the sunroof can still contact
`the obstacle.
`Of two preferred configurations utilized for implementing
`IR transmission interruption obstacle detection, the second
`is use of at least one emitter and at least one detector sensing
`45 at least immediately ahead of the front moving edge of the
`moving portion of a sunroof. As shown in FIGS. 3C and 3D,
`at least one IR emitter 100 and at least one IR detector 102
`are separated proximal a front moving edge of a sunroof
`103. In an exemplary embodiment of the invention, opto-
`50 sensing of obstructions is across and in relatively close
`proximity to a front edge 105 of the sunroof 103. The
`depictions in FIGS. 3C and 3D show the entire region
`between emitter and detector for which a gap G, between
`emitter and detector, is on the order of the width of the
`55 moving sunroof. In this preferred embodiment, flexible fiat
`circuitry 107 passes to the emitter 100 and the detector 102
`of the moving panel or window to the region of the front
`moving edge. Alternate means to supply electrical signal
`and/or power to the moving opto-electronic components
`60 includes means such as electrical contact brushes cooperat(cid:173)
`ing with conductive traces on the moving panel. Power and
`signal are optionally both transmitted over the same con(cid:173)
`ductors. FIG. 3E shows an alternative means to supply IR
`emission to receive IR detection from the front edge of the
`65 moving panel via flexible moving optic fiber 303 means
`connected with components 300, 302 that respectively emit
`IR and detect IR signals. IR optical fibers are terminated at
`
`BNA/Brose Exhibit 1049
`IPR2014-00416
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`US 6,404,158 Bl
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`7
`each end to optical components 304, 305 that perform
`collimating, reflecting, and focusing requirements. The
`structure depicted in FIGS. 3A-3E make it possible to sense
`obstructions with no physical obstacle contact regardless of
`the position of the moving sunroof.
`Alternate, non-preferred means of obstacle detection
`include sensing back reflection from a reflective surface of
`radiation emitted from an emitter, electric field sensing of
`proximal material dielectric properties, and magnetic field
`sensing of proximal material inductive properties.
`Various techniques improve the operation and reliability
`of non-contact optical detection sensing. In accordance with
`an exemplary embodiment of the present invention, the IR
`emitter 100 is driven with a duty cycle and frequency. One
`typical automobile sunroof application uses 20% duty cycle 15
`at 500 Hz IR emitter drive synchronized with IR detector
`sensing. Pulsed drive allows the IR emitter 100 to be driven
`harder during its on time at a low average power. This harder
`drive yields improved signal-to-noise for IR sensing by the
`IR detector. The IR detector circuit synchronously compares 20
`the IR signal detected during IR emitter on times with IR
`emitter off times to determine ambient IR levels for drive
`and signal compensation purposes. This allows the IR emit-
`ter to IR detector optical coupling to be determined with a
`level of accur