`
`1111111111111111111111111111111111111111111111111111111111111
`
`US008217612B2
`
`(10) Patent No.:
`(45) Date of Patent:
`
`US 8,217,612 B2
`*Jul. 10, 2012
`
`(58) Field of Classification Search ........................ None
`See application fle for complete search history.
`
`(56)
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`4,328,540 A *
`5/1982 Matsuoka et a!. .............. 700/56
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`8/1989 Lemirande
`4,870,333 A
`9/1989 Itoh eta!.
`(Continued)
`Primary Examiner Marlo Fletcher
`(74) Attorney, Agent, or Firm
`Tarolli, Sundheim, Covell
`& Tummino LLP
`
`ABSTRACT
`
`(57)
`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 sens
`ing of motor current as a secondary means. The secondary
`means utilizes system empirical precharacterization, fast pro
`cessing algorithms, motor parameter monitoring including
`both current sensing and sensorless electronic motor current
`commutation pulse sensing, and controller memory, to adap
`tively modify electronic obstacle detection thresholds in real
`time without the use of templates and cycle averaging tech
`niques.
`
`1 0 Claims, 9 Drawing Sheets
`
`c12) United States Patent
`
`Boisvert et al.
`
`(54) COLLISION MONITORING SYSTEM
`
`(75) Inventors: Mario Boisvert, Reed City, MI (US);
`Randall Perrin, Grawn, MI (US); John
`Washeleski, Cadillac, MI (US)
`
`(73) Assignee: Uusi, LLC, 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 405 days.
`
`This patent is subject to a terminal dis
`claimer.
`
`(21 ) Appl. No.: 12/360,942
`
`(22) Filed:
`
`Jan.28,2009
`
`(65)
`
`Prior Publication Data
`
`US 2009/0272035 Al
`
`Nov. 5, 2009
`
`Related U.S. Application Data
`
`(63) Continuation of application No. 1 0/100,892, fled on
`Mar. 18, 2002, now Pat. No. 7,548,037, which is a
`continuation in part of application No. 09/562,986,
`fled on May 1, 2000, now Pat. No. 6,404,158, which is
`a continuation in part of application No. 08/736,786,
`fled on Oct. 25, 1 996, now Pat. No. 6,064,1 65, which
`is a continuation of application No. 08/275,107, fled
`on Jul. 1 4, 1 994, now abandoned, which is a
`continuation in part of application No. 07/872,1 90,
`fled on Apr. 22, 1 992, now Pat. No. 5,334,876.
`
`(60) Provisional application No. 60/1 69,061 , fled on Dec.
`6, 1 999.
`
`(51)
`
`Int. Cl.
`
`GOSD 3100
`(2006.01 )
`(52) U.S. Cl. ........ 31 8/4 66; 318/264; 318/265; 318/266;
`318/280; 318/282; 318/286; 318/461; 318/468;
`318/469
`
`,/
`
`BNA/Brose Exhibit 1005
`Page 1
`
`
`
`US 8,217,612 B2
`Page 2
`
`U.S. PATENT DOCUMENTS
`4,980,618 A
`12/1990 Milnes eta!.
`5,038,087 A
`8/1991 Archer eta!.
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`8/1991 Schap
`5,069,000 A
`12/1991 Zuckerman
`5,081,586 A
`111992 Barthel et al.
`5,131,506 A
`7/1992 Mizuno eta!.
`5,140,316 A
`8/1992 DeLandet a!.
`5,162,711 A
`1111992 Heckler
`5,204,592 A
`4/1993 Huyer
`5,218,282 A
`6/1993 Duhame
`5,278,480 A
`111994 Murray
`5,334,876 A *
`8/1994 Washeleski
`eta!. ......... 307/10.1
`3/1995 Lu et al.
`5,399,950 A
`4/1995 Takeda et al. . . . . . . . . . . . . . . . . . . . . . 49/28
`5,404,673 A *
`5,432,413 A
`7/1995 Duke eta!.
`5,436,539 A
`7/1995 Wrenbeck eta!.
`5,497,326 A
`3/1996 Berland et a!.
`5,525,876 A
`6/1996 Filippi
`5,530,329 A
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`5,537,013 A
`7/1996 Toyozumietal.
`5,539,290 A
`7/1996 Lu et al.
`5,585,702 A * 12/1996 Jackson et a!. ................ 318/266
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`5,616,997 A *
`5,701,063 A
`12/1997 Cooket a!.
`5,708,338 A *
`111998 Cooket a!. .................... 318/466
`5,723,960 A
`3/1998 Harada
`5,729,104 A
`3/1998 Kamishima et a!.
`3/1998 T erashirna et a!. ............ 318/453
`5,734,245 A *
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`1111998 Tajima eta!.
`5,932,931 A *
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`5,952,801 A *
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`5,955,854 A
`5,969,637 A
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`5,982,124 A
`1111999 Wang
`5/2000 Boisvert et a!. ............... 318/465
`6,064,165 A *
`6,097,166 A *
`8/2000 Fitzgibbon
`eta!. ........... 318/471
`6,107,765 A *
`8/2000 Fitzgibbon
`eta!. ........... 318/266
`
`8/2000 Fitzgibbon et a!. ........... 318/282
`
`6,111,374 A *
`et a!. ........... 318/445
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`6,169,379 B1 *
`1/2001 Zhang et al. .................. 318/280
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`
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`6,246,196 B1 *
`6/2001 Fitzgibbon
`et a!. . .......... 318/430
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`8/2001 Terashima ................... 307/10.1
`6,278,249 B1 *
`
`8/2001 Fitzgibbon et a!. ........... 318/268
`
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`4/2002 Philipp
`6,400,112 B1 *
`
`6/2002 Fitzgibbon et a! ........... 318/445
`6,404,158 B1 *
`
`6/2002 Boisvert et a!. ............. 318/469
`RE37,784 E *
`7/2002 Fitzgibbon
`et a!. ........... 318/466
`6,456,022 B1 *
`9/2002 Fitzgibbon
`et a!. . .......... 318/162
`6,528,961 B1 *
`3/2003 Fitzgibbon
`et a! . .......... 318/283
`6,548,979 B2 *
`4/2003 Boisvert et a!. ............. 318/469
`6,566,828 B2 *
`
`5/2003 Fitzgibbon et a!. ........... 318/283
`6,683,431 B2 *
`
`112004 Fitzgibbon et a!. ........... 318/468
`
`6,806,665 B2 * 10/2004 Fitzgibbon et a!. ........... 318/282
`7,164,246 B2 *
`
`1/2007 Fitzgibbon et a!. ........... 318/264
`7,548,037 B2 *
`
`6/2009 Boisvert et a!. ............... 318/466
`8/2009 Boisvert et a!. ............... 318/466
`7,579,802 B2 *
`200110024094 A1 *
`9/2001 Fitzgibbon
`et a!. ........... 318/445
`et a!. ........... 318/480
`200110024095 A1 *
`9/2001 Fitzgibbon
`et a!. ........... 318/565
`200110038272 A1 * 1112001 Fitzgibbon
`2002/0084759 A1 *
`
`7/2002 Fitzgibbon et a!. ........... 318/283
`2002/0093301 A1 *
`7/2002 Itami eta!. .................... 318/452
`2002/0101210 A1 *
`8/2002 Boisvert et a!. ............... 318/469
`2003/0025470 A1 *
`
`2/2003 Fitzgibbon et a!. ............. 318/66
`2004/0056621 A1 *
`3/2004 Fitzgibbon
`et a!. ........... 318/445
`9/2004 Boisvert et a!. ............... 318/469
`2004/0183493 A1 *
`et a!. ........... 318/280
`2004/0195986 A1 * 10/2004 Fitzgibbon
`2005/0140323 A1 *
`
`6/2005 Fitzgibbon et a!. ........... 318/468
`2006/0186844 A1 *
`
`8/2006 Fitzgibbon et a!. ........... 318/280
`2009/0272035 A1 * 1112009 Boisvert et a!. ................... 49/28
`
`* cited by examiner
`
`BNA/Brose Exhibit 1005
`Page 2
`
`
`
`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 1 of 9
`
`US 8,217,612 B2
`
`POWER
`SUPPLY
`
`VDC
`
`COMMON
`
`
`
`
`
`
`
`
`
`VOLTAGE SENSE
`
`OPTIONAL
`TEMPERATURE
`SENSOR
`
`OPTIONAL
`RAIN
`SENSOR
`
`LIMIT
`SWITCHES
`
`OPTIONAL
`VEHICLE
`
`BUS
`
`,/
`
`Rc
`
`Rb
`
`
`
`DRIVE CURRENT
` COMMUNICATION
`SIGNAL
`
`DRIVE
` CURRENT
`SIGNAL
`
`FORWARD
` MOTOR
`DRIVE
`
`REVERSE
` MOTOR
`DRIVE
`
`
`
`
`
` 70
`
`7b
`
`
`
`2b
`
`
`
`D
`c
`
`2a
`
`
`
`OPTIONAL
`
`
`
`
`2
`
`FIFO
`MEMORY
`
`Fig.1
`
`R1
`
`RO
`
`Ra
`
`Fig.8
`
`BNA/Brose Exhibit 1005
`Page 3
`
`
`
`= N
`0. "" N
`'N "" -.
`00
`d rJl
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`0 .. \0
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`150
`
`152
`
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`94
`
` 1
`
`
`
`Fig.28
`
`
`
`
`
`216
`
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`.2
`
`
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`110
`
`Onf
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`6
`
`
`
`V SWTCH
`
`vee
`
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`Fig.2cj
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`112
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`BNA/Brose Exhibit 1005
`Page 4
`
`
`
`= N
`"" N
`0.
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`'N
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`d rJl
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`0 .. \0
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`
`12
`
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`
`Fig.28
`
`142
`
`
`
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`
`CONTROLLER
`V SWTCH TO
`
`":"
`
`
`
`
`
`214
`
`
`
`
`
`1 OOnf
`
`VRLY
`
`131
`
` 226
`
`215
`
`
`
`150
`
`
`
`216
`
`Fig.2A
`
`BNA/Brose Exhibit 1005
`Page 5
`
`
`
`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 4 of 9
`
`US 8,217,612 B2
`
`
`
`N en
`
`0. 2 <( I 0. 0
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`>
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`
`BNA/Brose Exhibit 1005
`Page 6
`
`
`
`= N
`0. "" N
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`d rJl
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`
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`134
`
`I Fig.2B
`
`BNA/Brose Exhibit 1005
`Page 7
`
`
`
`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 6 of 9
`
`US 8,217,612 B2
`
`108
`108
`,102
`
`
`
`100
`\
`
`G
`
`
`100
`\
`
`104
`\
`
`/102
`
`Fig.38
`
`BNA/Brose Exhibit 1005
`Page 8
`
`
`
`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 7 of 9
`
`US 8,217,612 B2
`
`
`
`107
`
`103
`
`
`
`
`
`---- --
`
`J
` ---- --
`
`
`
`
`
`
`
`107
`
`
`
`Fig.3 c
`
`
`
`-----------------------------------------------------
`PINCH ZONE
`
`100
`
`102
`
`---- ----
`
`Fig.3D
`
`Fig.3E
`
`303
`
`303
`
`304
`
`305
`
`BNA/Brose Exhibit 1005
`Page 9
`
`
`
`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 8 of 9
`
`US 8,217,612 B2
`
`200
`
`(/) I-z ::
`(.!) 150
`z 0: LLJ LLJ z (.!)
`I-z LLJ 0: 0: :: u
`� ::
`
`�100
`
`50
`
`0:
`
`0
`0
`
`TYPICAL
`STARTUP
`ENERGIZATION
`
`25
`
`50
`TIME (ms)
`
`75
`
`100
`
`Fig.4
`
`50
`
`75 � z
`100 :: (.!) z
`125 ffi LLJ z
`150 (.!) z LLJ
`175 8 LLJ a.
`200 (/)
`0: LLJ
`225 a.
`
`250
`
`� z ::
`
`(.!) z 0: LLJ LLJ z (.!) z LLJ
`z 0
` 0: LLJ a. 0
`0:
`� ::IE
`
`PATENTED THRESHOLD - OBSTACLE DETECTION
`
`INVENTIVE THRESHOLD - OBSTACLE DETECTION FUNCTION
`
`-------------------------------------------------------------------------------------�
`-------------------------------------------------------------------------------------�
`
`NOMINAL UPPER RANGE
`
`NOMINAL MOTOR OPERATION FUNCTION
`
`NOMINAL LOWER RANGE
`
`
`
`2000
`1000
`TIME(ms) or POSITION
`
`
`3000
`
`0
`
`Fig.5
`
`BNA/Brose Exhibit 1005
`Page 10
`
`
`
`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 9 of 9
`
`US 8,217,612 B2
`
`�
`z ::
`(.!) z
`0: w w z
`(.!) z w
`z 0
` w a. 0
`� �
`
`0:
`
`�
`z ::
`(.!) z
`0: w w z
`(.!) z w
`z 0
`!;
`0:
`w a. 0
`
`PATENTED THRESHOLD-OBSTACLE DETECTION
`ADAPTIVE THRESHOLD-OBSTACLE DETECTION FUNCTION
`-------------------------------�
`MOTOR OPERATION-FUNCTION
`
`
`
`------------------------------------
`
`�
`
`1000
`
`2000
`TIME (ms) or POSITION
`
`3000
`
`0
`
`Fig.6
`
`PATENTED THRESHOLD-OBSTACLE DETECTION
`ADAPTIVE THRESHOLD-OBSTACLE DETECTION FUNCTION
`
`MOTOR OPERATION-FUNCTION
`--------------------------------------------------------------------------------------------�
`
`0
`
`Fig.7
`
`1000
`
`2000
`TIME (ms) or POSITION
`
`3000
`
`BNA/Brose Exhibit 1005
`Page 11
`
`
`
`US 8,217,612 B2
`
`1
`
`COLLISION MONITORING SYSTEM
`
`CROSS REFERENCE TO RELATED
`APPLICATIONS
`
`The present application is a continuation of application Ser.
`No. 1 0/1 00,892 which is a continuation in part of application
`Ser. No. 09/562,986 fled May 1, 2000 which is a continua
`tion in part of application Ser. No. 08/736,786 to Boisvert et
`a!. which was fled 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 a!. which was fled on Jul. 1 4,
`1 994 which is a continuation in part of application Ser. No.
`07/872,190 fled Apr. 22, 1 992 to Washeleski et a!., now U.S.
`Pat. No. 5,334,876. These related applications are incorpo
`rated herein by reference. Applicants also incorporate by
`reference U.S. Pat. No. 5,952,801 to Boisvert et a!, which
`issued Sep. 1 4, 1999. This application also claims priority
`from U.S. Provisional application Ser. No. 60/169,061 fled
`Dec. 6, 1999 which is also incorporated herein by reference. 20
`
`2
`sis for this disclosure concerns an automatic powered actuator
`as a motor vehicle sunroof panel.
`An exemplary system built in accordance with one
`embodiment of the invention implements position and speed
`sensing is via electronic motor current commutation pulse
`sensing of the drive motor. Motor current commutation pulse
`counting detection means and counting correction routines
`provide improved position and speed accuracy.
`In one exemplary embodiment, stored empirical parameter
`10 characterizations and algorithms adaptively modify obstacle
`detection
`thresholds during an ongoing actuation for
`improved obstacle detection sensitivity and thresholds result
`ing in quicker obstacle detection with lower initial force,
`lower fnal pinch force and reduced occurrences of false
`15 obstacle detection.
`An exemplary embodiment of the collision sensing system
`uses a memory for actuation speed measurement, motor cur
`rent measurement, and calculations of an ongoing actuation
`with real time adaptive algorithms enables real time running
`adaptive compensation of obstacle detection thresholds.
`
`FIELD OF THE INVENTION
`
`BRIEF DESCRIPTIONS OF THE DRAWINGS
`
`The present invention concerns motor driven actuator con
`trol systems and methods whereby empirically characterized
`actuation operation parameters are subsequently monitored.
`
`BACKGROUND
`
`FIG. 1 is a block diagram schematic of the components of
`25 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. 3A is a plan view depicting an optical sensing system
`30 for monitoring an obstruction in the pinch zone of a moving
`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
`35 moving optics for monitoring an obstruction at the leading
`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, fexible optic fber, 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 characteris
`45 tics of motor current and per speed versus time;
`FIG. 5 represents a simplifed example of characteristic
`steady state nominal motor operation function versus time or
`position;
`FIG. 6 represents a simplifed example characteristic
`dynamic transient motor operation function versus time and/
`or position showing motor operation function with transients;
`FIG. 7 represents a simplifed example characteristic
`dynamic periodic cyclic motor operation function versus time
`and/or position showing motor operation function with cyclic
`55 disturbances; and
`FIG. 8 is a sequence of measurements taken by a controller
`during successive time intervals and operation of a monitored
`panel drive motor.
`
`National Highway Traffc Safety Administration
`(NHTSA) Standard 1 1 8 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 personal
`injury that could result if a limb catches between a closing
`power operated window and its window frame. Standard 1 1 8
`states that maximum allowable obstacle interference force
`during an automatic closure is less than 1 00 Newton onto a
`solid cylinder having a diameter from 4 millimeters to 200 40
`millimeters.
`Certain technical diffculties exist with operation of prior
`art automatic power window controls. One difficulty is unde
`sirable 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 requir
`ing multiple simultaneous obstacle detection techniques.
`Additionally, the gasket area of the window that seals to avoid
`water seepage into the vehicle presents a diffculty to the 50
`design of a power window control, since the window panel
`encounters signifcantly 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.
`
`provides faster operation, more sensitive obstacle detection, 60
`
`SUMMARY OF THE INVENTION
`
`This invention concerns an improved actuator system that
`
`faster actuator stopping with reduced pinch force, and
`reduced false obstacle detection all with less costly hardware.
`This invention has utilization potential for diverse automatic
`powered actuator applications including positioning of doors,
`windows, sliding panels, seats, control pedals, steering 65
`wheels, aerodynamic controls, hydrodynamic controls, and
`much more. One exemplary embodiment of primary empha
`
`BEST MODE FOR PRACTICING THE
`INVENTION
`
`FIG. 1 shows a functional block diagram of an actuator
`safety feedback control system 1 for monitoring and control
`ling movement of a motor driven panel such as a motor
`vehicle sunroof. A panel movement controller 2 includes a
`commercially available multipurpose microcontroller IC (in
`
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`US 8,217,612 B2
`
`3
`tegrated circuit) with internal and/or external FIFO memory
`and/or RAM (Random Access Memory) 2a and ADC (ana
`log to digital converter) 2b.
`Eight bit word bytes, eight bit counters, and eight bit ana
`log to digital conversions are used with the exemplary con
`troller 2. It should be fully realized, however, that alternative
`word lengths may be more appropriate for systems requiring
`different parameter resolution. Larger word bytes with
`equivalent ADC resolution enables greater resolution for
`
`higher microcontroller clock speeds enable greater resolution
`for motor per speed sensing plus quicker digital signal pro
`cessing and algorithm processing for quicker response time.
`A temperature sensor 3 (which according to the preferred
`
`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 com
`pensation of actuator obstacle detection thresholds is typi
`cally 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 sun
`
`4
`mode detection is preferred. IR emitting 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 detection senses and
`enables stopping of the actuator movement prior to signifcant
`applied pinch force and possibly prior to actual physical
`contact with a subject. In unusual light conditions, explained
`below, optical sensing means becomes temporarily ineffec
`tive, thus obstacle detection via motor current sensing or
`current sensing and speed sensing means becomes the
`remaining reliable backup method of detecting an obstacle.
`Of two preferred confgurations utilized for implementing
`IR transmission interruption mode of obstacle detection, the
`frst 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 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 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 detector and emitter are fxed to the sunroof liner and do
`not move. Implementation of this fxed confguration is sim
`plifed by lack of moving components, although the sunroof
`may have to push the obstacle into a sensing feld between the
`emitter 100 and the detector 102. Thus, although the sensing
`means is non contact, the sunroof can still contact the
`obstacle.
`Of two preferred confgurations utilized for implementing
`IR transmission interruption obstacle detection, the second is
`use of at least one emitter and at least one detector sensing 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 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 moving sunroof. In this preferred
`embodiment, fexible fat 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 includes means such as electrical contact
`brushes cooperating with conductive traces on the moving
`panel. Power and signal are optionally both transmitted over
`
`motor current sensing. Likewise, larger word bytes with 10
`embodiment of the invention is an option) when installed, is 15
`20
`roof panel can be opened when either falling rain has stopped 25
`Limit switch inputs 6 indicate to the control system such 30
`35
`sibly via a circuit node such as COMMON, resulting in an 40
`unnecessary for use with the preferred embodiment of the 45
`50
`55 the same conductors. FIG. 3E shows an alternative means to
`60 at each end to optical components 304, 305 that perform
`in the path of the moving panel. Of various technologies by 65
`
`for some time duration or when the rain has evaporated to
`some extent.
`Manual switch inputs 5 are the means by which operator
`control of the system occurs.
`
`physical inputs as HOME position, V ENT/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 specifc panel posi
`tion(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, pos
`
`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
`
`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 cur
`rents can be detrimental to the life and reliability of electro
`mechanical relay contacts and solid state switches used to
`switch motor operating currents. High motor plugging cur
`rents 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
`sure.
`Optical Obstacle Detection
`Obstacle detection by actual physical contact and/or pinch
`force with human subjects is somewhat unnerving to some
`individuals. For improved system safety and user comfort, the
`preferred system utilizes non contact detection of obstacles
`
`which it is possible to sense an obstacle without physical
`contact, IR (infrared) emission with transmission interruption
`
`supply IR emission to receive IR detection from the front
`edge of the moving panel via fexible moving optic fber 303
`means connected with components 300, 302 that respectively
`emit IR and detect IR signals. IR optical fbers are terminated
`
`collimating, refecting, and focusing requirements. The struc
`ture 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 refection from a refective surface of
`radiation emitted from an emitter, electric feld sensing of
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`US 8,217,612 B2
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`5
`proximal material dielectric properties, and magnetic feld
`sensing of proximal material inductive properties.
`Various teclmiques improve the operation and reliability of
`non contact optical detection sensing. In accordance with an
`exemplary embodiment of the present invention, theIR emit
`ter 100 is driven with a duty cycle and frequency. One typical
`automobile sunroof application uses 20% duty cycle 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 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 emitter to IR
`detector optical coupling to be determined with a level of
`accuracy and reliability using closed loop feedback tech
`niques.
`Automatic gain feedback control teclmiques maintain the
`level of theIR emitter drive and/or the gain of theIR detector
`circuit so that optical coupling is above minimum desirable
`values. Such automatic gain compensates, within certain
`limitations, factors including decrease in IR emitter output
`over accumulated time at temperature, IR emitter output tem
`
`and high ambient IR levels.
`Highly directional IR optical lenses and/or aligned polar
`ized flters on both the IR emitter and IR detector maintain
`better optical coupling and reduce the effects of ambient IR
`and refected IR from other directions. Location of the IR
`detector in a physical recess further reduces the possibility of
`extraneous IR "noise" from affecting the optical coupling.
`Despite various means to reduce the possibility of excess
`extraneous IR from being detected, certain conditions occur
`that may allow very high levels of direct and/or refected
`sunlight to be "seen" by the detector. Sun IR power levels can
`saturate the detector output signal level so that obstacle block
`age of the pulsed IR emitter signals is not reliably sensed.
`Under such unusual "white out" circumstances, theIR optical
`
`actuator is nearly closed, at which position ambient IR noise
`is shielded by the sunroof. Thus, the complete emitter detec
`tor IR coupling is made more reliable for the last movement of
`pinch point closure. Complete body blockage of the IR cou
`
`out" condition, although if the body is blocking both ambient
`IR and emitted IR signal at the detector, a "black out" condi
`tion is interpreted as an obstacle detection.
`Although the IR obstacle detection means may be tempo
`
`disclosed sensing of hard and/or soft obstacles by motor
`current monitoring is always active as a redundant obstacle
`detection means.
`Detailed Schematic
`The controller schematic shown in FIGS. 2A 2D imple
`ments collision sensing in one form by activating a light
`emitting diode 100a which emits at periodic intervals. In the
`event the infra red radiation is not sensed by a photo transistor
`detector 102a, the controller 2 assumes an obstruction and
`deactivates the sunroof motor M. There is also a redundant
`and more reliable obstacle detection means for detecting
`obstacles based upon sensed motor operation parameters.
`The preferred controller 2 is anAtmel 8 Bit microprocessor
`
`having 8 Kilobytes of ROM and includes programing
`
`inputs 106 which can be coupled to an external data source
`and used to reprogram the microprocessor controller 2. User
`controlled inputs Sa, Sb are coupled to user activated switches
`
`10 capacitor circuit 112 for decoupling a vee power signal to
`15 a diode 116 to the base input 118 of a transistor 120 which
`20 126 coupled through a fltering and reverse polarity protec
`perature coeffcient, dirt and haze fouling optic components, 25
`30 142 from the microprocessor controller 2. The second tran
`35 shown) which generates a DC signal that is supplied through
`system is disabled by the panel controller 2 until the sunroof 40
`pling path between the emitter and detector is not a "white 45
`rarily found to be unreliable by high ambient levels ofiR, the 50
`55 cathode is coupled through a switching transistor 182 to a
`60 diode 100a to emit IR radiation. Under microprocessor con
`65 tor, a voltage drop is produced across a voltage divider 184
`
`out the circuit for operation of the various operational ampli
`fers.
`The microprocessor controller 2 also has two motor control
`outputs 150, 152 which control two switching transistors 154,
`156, which in turn energize two relay coils 132, 134. The
`relay coils have contacts 162, 164 coupled across the motor M
`for energizing the motor windings with a battery voltage
`V BAT. One or the other of the transistors must be turned on in
`order to activate the motor. When one of the two transistors is
`on, the motor M rotates to provide output power at an output
`shaft for moving the sunroof or other panel along a path of
`travel in one direction. To change the direction of the motor
`rotation, the first transistor is turned off and the second acti
`vated. The motor used to drive the sunroof panel back and
`forth along its path of travel in the exemplary embodiment of
`the present invention is a DC motor.
`FIG. 2C depicts a circuit 180 for monitoring light emitting
`diode signals. A light emitting diode 100a has an anode
`connection 181 coupled to the V switched signal and the
`
`6
`which are activated to control movement of the sunroof. The
`inputs are similar to now issued U.S. Pat. No. 5,952,801 to
`Boisvert et a!, which describes the functionality of those
`inputs. Limit switch outputs Sc, Sd, Se are also monitored by
`the controller 2 and used to control activation of the sunroof
`drive motor.
`The schematic depicts a clock oscillator 110 for providing
`a clock signal of 6 MHZ for driving the microprocessor
`controller 2. To the upper left of the oscillator is a decoupling
`
`the microprocessor.
`The circuitry depicted in FIG. 2B provides power signals in
`response to input of a high signal at the ignition input 114.
`When the ignition input goes high, this signal passes through
`
`turns on. When the transistor 120 turns on, a regulated output
`of 5 volts (VCC) is provided by a voltage regulator 122 in the
`upper right hand corner of FIG. 2B. A voltage input to the
`voltage regulator 122 is derived from two battery inputs 124,
`
`tion circuit 130. Immediately above the positive battery input
`124 is a relay output 131 which provides a signal one diode
`drop less than battery voltage V BAT which powers the relay
`coils 132, 134 (FIG. 2D) for activating the motor.
`The circuitry of FIGS. 2A 2D includes a number of opera
`tional amplifers which require higher voltage than the fve
`volt V CC logic circuitry power signal. At the extreme right
`hand side of the schematic of FIG. 2B are two transistors 136,
`138 one of which includes a base 140 coupled to an output
`
`sistor has its collector coupled to the battery and an output on
`the emitter designated V SW. When the microprocessor turns
`on the transistor 138, the V SW output goes to battery voltage.
`The V SW output is connected to a voltage regulator (not
`
`micropro