United States Patent [19J
`Wang
`
`111111
`
`1111111111111111111111111111111111111111111111111111111111111
`US005982124A
`[11] Patent Number:
`[45] Date of Patent:
`
`5,982,124
`Nov. 9,1999
`
`[54] METHOD AND APPARATUS FOR ADAPTIVE
`CONTROL OF A VEHICLE POWER
`WINDOW
`
`[75]
`
`Inventor: John Y. Wang, Wixom, Mich.
`
`[73] Assignee: TRW Inc., Lyndhurst, Ohio
`
`5,069,000
`5,162,711
`5,278,480
`5,410,226
`5,416,395
`5,436,539
`5,497,326
`
`12/1991 Zuckerman ................................. 49/28
`11/1992 Heckler . ... .... ... ... ... ... .... ... ... ... .. 318/264
`1!1994 Murray .................................... 318/626
`4/1995 Sekiguchi et a!. ...................... 318/266
`5/1995 Hiramatsu et a!. ..................... 318/600
`7/1995 Wrenbeck eta!. ..................... 318/265
`3/1996 Berland et a!. ......................... 318/468
`
`[21] Appl. No.: 08/886,372
`
`[22] Filed:
`
`Jul. 1, 1997
`
`Primary Examiner-David Martin
`Attorney, Agent, or Firm-Tarolli, Sundheim, Covell,
`Tummino & Szabo
`
`Related U.S. Application Data
`
`[57]
`
`ABSTRACT
`
`[63]
`
`[51]
`[52]
`
`[58]
`
`[56]
`
`Continuation of application No. 08/521,540, Aug. 30, 1995,
`abandoned.
`Int. Cl.6
`....................................................... GOSB 5/00
`U.S. Cl. .......................... 318/466; 318/286; 318/446;
`318/461; 49/140
`Field of Search ..................................... 318/445-487,
`318/280-300; 49/139-140
`
`References Cited
`
`U.S. PATENT DOCUMENTS
`
`3,891,909
`4,096,579
`4,394,605
`4,468,596
`4,628,234
`4,641,067
`4,686,598
`4,746,845
`4,831,315
`4,900,994
`
`6/1975 Newson .................................. 318/469
`6/1978 Black et a!.
`............................ 318/603
`7/1983 Terazawa . ... ... ... .... ... ... ... ... .... .. 318/280
`8/1984 Kinzl et a!. .... ... ... ... ... .... ... ... ... 318/287
`12/1986 Mizuta eta!. .......................... 318/267
`2/1987 Iizawa et a!. .. ... ... ... ... ... .... ... ... 318/287
`8/1987 Herr ... ... ... ... ... .... ... ... ... ... ... .... .. 318/286
`5/1988 Mizuta eta!. .......................... 318/286
`5/1989 Hammond eta!. ..................... 318/572
`2/1990 Mizuta .................................... 318/283
`
`An adaptive vehicle power window control apparatus (20)
`includes an electric motor (28) for moving a member (34)
`between a first position and a second position. The space
`between the first position and the second position is divided
`into a plurality of trap zones and each zone has an associated
`sensitivity value. A controller 24 determines ( 40) a value
`functionally related to the present motor speed and deter(cid:173)
`mines ( 44) a value functionally related to a reference motor
`speed. The sensitivity value is adjusted as a function of the
`two determined values. A window zone determining func(cid:173)
`tion (62) determines which of the plurality zones the mem(cid:173)
`ber (34) is located. The value functionally related to present
`motor speed is adjusted (52) as a function of the sensitivity
`value for the zone that the member is located. A comparing
`function ( 48) compares the adjusted value with the value
`functionally related to reference motor speed. The motor
`direction and movement is controlled as a function of the
`comparison. Zone locations are adjustable with a calibration
`procedure.
`
`22 Claims, 7 Drawing Sheets
`
`22
`
`\
`
`VEHICLE
`WINDOW
`CONTROL
`SWITCH
`
`20~
`
`24
`I
`~ CONTROLLER :
`
`34
`I
`WINDOWL
`
`26 "
`
`MOTOR
`DRIVE
`CIRCUIT
`
`32
`(
`
`WINDOW
`OPEN/CLOSE
`MECHANISM
`
`I
`
`28\
`l MOTOR I
`
`30
`\~ MOTOR
`COMMUTATION
`SENSOR
`
`BNA/Brose Exhibit 1047
`IPR2014-00417
`Page 1
`
`

`

`U.S. Patent
`
`Nov. 9,1999
`
`Sheet 1 of 7
`
`5,982,124
`
`20~
`
`3 4
`I
`WINDOWj
`
`32
`{
`
`WINDOW
`OPEN/CLOSE
`MECHANISM
`
`24
`I
`: CONTROLLER I
`
`26
`
`\__ MOTOR
`DRIVE
`CIRCUIT
`
`22
`
`\
`
`VEHICLE
`WINDOW
`CONTROL
`SWITCH
`
`28\
`~MOTOR I
`
`30
`\r--
`MOTOR
`COMMUTATION
`SENSOR
`
`130
`
`136
`
`WINDOW
`DOWN
`COMMAND
`
`144
`
`Fig.1
`
`CLEAR
`WINDOW-UP
`FLAG
`
`108
`
`110
`
`146
`
`CLEAR
`ACTIVATE
`WINDOW --------t CALIBRATION
`DRIVE
`CIRCUIT
`FLAG
`
`Fig.5
`
`116
`
`Fig.4
`
`BNA/Brose Exhibit 1047
`IPR2014-00417
`Page 2
`
`

`

`""-
`N
`~
`....
`N
`00
`\C
`....
`Ul
`
`-..J
`0 ......,
`N
`~ .....
`'JJ. =(cid:173)~
`
`"""' ~
`~~
`~
`0
`z
`
`~
`~
`
`~ = ......
`~ ......
`~
`•
`\Jl
`d •
`
`I
`I
`I
`I
`I
`I
`I
`I
`I
`I
`I
`~--------------------------------------------------------------------------------------.
`
`..._52
`
`CALCULATION
`,
`
`SIGNAL
`
`SWITCH
`WINDOW V
`-----------------· ---------------------------------------------· -----------,---------_ _J
`
`Fig.2
`
`'-24
`
`'
`.....
`
`COMMUTATION
`,...... MOTOR
`
`SENSOR
`
`30-......_
`
`MOTOR
`WINDOW
`
`/28
`
`26
`
`CIRCUIT
`DRIVE
`MOTOR V
`
`22
`
`l..
`
`INDICATION ~40
`
`DETERMINATION
`
`SIGNAL
`
`SPEED
`MOTOR
`
`\.42
`
`FILTER
`NOISE
`
`I
`
`60
`
`STALL
`MOTOR f
`
`DETECTION
`
`DECISION
`COMMAND
`WINDOW 1
`
`38
`
`FUNCTION
`DEBOUNCE
`SWITCH I
`
`36\
`
`\
`46
`
`CALCULATION
`__ SENSITIVITY
`
`r--
`MOTOR SPEED
`
`CALCULATION
`
`INDICATION
`
`SIGNAL
`
`REFERENCE
`
`RefMS
`
`"'
`
`DETERMINATION
`
`I
`
`POSITION
`WINDOW
`
`58\ 44
`
`----
`
`DETERMINATION
`
`ZONE
`
`I
`
`WINDOW
`
`/62
`
`--
`
`J
`56
`
`DECISION
`TRAP /
`
`~ SENSITIVITY IN EACH WINDOW
`50
`
`ZONE IN MEMORY
`
`AMS MOTOR SPEED
`
`ADJUSTED
`
`INDICATION
`
`FUNCTION
`COMPARING
`
`48~ t
`
`COUNTER
`'\ FAULT
`
`,.-
`
`54
`
`BNA/Brose Exhibit 1047
`IPR2014-00417
`Page 3
`
`

`

`""-
`N
`~
`....
`N
`00
`\C
`....
`Ul
`
`-..J
`......,
`0
`~
`
`~ .....
`'JJ. =-~
`
`~
`~
`~
`
`""""
`~~
`~
`0
`z
`
`~ = ......
`~ ......
`~
`•
`\Jl
`d •
`
`UP-AGAIN
`WINDOW
`CLEAR
`
`FLAG
`
`COMMAND
`
`STOP
`
`WINDOW
`
`162 "-+--ISSUE
`
`I
`
`I
`
`COMMUTATION
`SUPPLY TO
`SHUT OFF
`
`CIRCUIT
`
`124-----r
`
`NO Ys~~J~ YFS 0.~
`I
`
`~ ~
`
`UP-AGAIN
`WINDOW
`CLEAR
`
`FLAG
`
`156
`
`APPROPRIATE
`
`COMMAND
`WINDOW
`
`ISSUE
`
`148
`
`!YES
`
`NO
`
`.
`
`TO NULL
`COMMAND
`I SWITCH
`
`SET
`
`NO
`
`\
`152
`
`146
`
`Fig.3
`
`144
`
`ISSUE LJ
`
`WINDOW
`
`COMMAND
`
`UP
`
`BNA/Brose Exhibit 1047
`IPR2014-00417
`Page 4
`
`

`

`""-
`N
`~
`....
`N
`00
`\C
`....
`Ul
`
`-..J
`0 ......,
`~
`
`~ .....
`'JJ. =-~
`
`'"""' ~
`~~
`~
`0
`z
`
`~
`~
`
`~ = ......
`~ ......
`~
`•
`\Jl
`d •
`
`Fig.6A
`
`206
`
`·I SENSITIVITY (S2)
`
`SET 2nd
`
`ACCUMULATOR
`
`I
`
`1
`
`~----------------------~--------~~FAULTS = Ql
`
`I FAULTS = I
`
`• FAULTS + 1
`
`~
`
`YES
`
`FLAG
`CALIB
`sET·~CALIB~CALIB.~ rt.~
`
`•
`
`r-1 AI"'
`
`"'7/"Hir-
`
`ZONE
`
`PRESENT
`DETERMINE
`
`SPEED INDICATION
`REFERENCE MOTOR
`
`CALCULATE
`
`VALUE
`
`~ _./'
`
`IYFS
`
`1on
`
`192
`
`194
`
`196
`
`I
`
`186
`
`WIN POS + 1
`WIN POS =
`
`180
`
`182
`
`WIN POS -
`1
`WIN POS =
`
`UP
`
`BNA/Brose Exhibit 1047
`IPR2014-00417
`Page 5
`
`

`

`U.S. Patent
`
`Nov. 9,1999
`
`Sheet 5 of 7
`
`5,982,124
`
`224
`
`DECREMENT
`1st SENSITIVIlY
`ACCUMULATOR (S1)
`
`YES
`
`DECREMENT
`2nd SENSITIVIlY
`ACCUMULATOR (S2)
`
`CLEAR WIN
`UP-AGAIN
`FLAG
`
`SET SENSITIVIlY
`OF LAST WIN
`ZONE = 1st ACCUM.
`
`SET 1 st SENSITIVIlY
`ACCUM (S1) = 2ND
`SENSITIVIlY ACCUM (S2)
`
`250
`
`222
`
`242
`
`ISSUE
`WINDOW
`STOP
`COMMAND
`
`Fig.68
`
`BNA/Brose Exhibit 1047
`IPR2014-00417
`Page 6
`
`

`

`U.S. Patent
`
`Nov. 9,1999
`
`Sheet 6 of 7
`
`5,982,124
`
`256
`
`SET PREVIOUS
`EXECUTED
`WINDOW
`COMMAND=DN
`
`UP
`
`Fig.7
`
`257
`
`DOWN
`
`SET PREVIOUS
`EXECUTED
`WINDOW
`COMMAND=UP
`
`276
`
`NO
`
`278
`
`YES
`
`YES
`
`284
`
`258
`
`260
`
`SET
`WIN. POS =
`WIN OPN POS
`
`NO
`
`280
`
`CLEAR
`SET
`WIN POSt-----~ WINDOW
`= 0
`UP FLAG
`
`286
`
`282
`
`NO
`
`YES
`
`288
`
`CALCULATE NEW
`WIN OPN POS =
`OLD WIN OPN POS
`- WIN POS
`
`BNA/Brose Exhibit 1047
`IPR2014-00417
`Page 7
`
`

`

`U.S. Patent
`
`Nov. 9,1999
`
`Sheet 7 of 7
`
`5,982,124
`
`Fig.B
`
`NO
`
`266
`
`ISSUE WINDOW
`STOP COMMAND
`
`DOW
`
`UP
`
`271
`
`269
`
`NO
`
`272
`
`YES
`
`WIN POS =
`WIN POS + 1
`
`NO
`
`270
`
`YES
`
`WIN POS =
`WIN POS -
`
`1
`
`274
`
`BNA/Brose Exhibit 1047
`IPR2014-00417
`Page 8
`
`

`

`5,982,124
`
`1
`METHOD AND APPARATUS FOR ADAPTIVE
`CONTROL OF A VEHICLE POWER
`WINDOW
`
`This application is a continuation of copending applica-
`tion Ser. No. 08/521,540, filed on Aug. 30, 1995, now
`abandoned.
`
`TECHNICAL FIELD
`The present invention is directed to vehicle power win(cid:173)
`dows and is particularly directed to a method and apparatus
`for adaptively controlling a power window having an anti(cid:173)
`trap feature.
`
`5
`
`2
`In accordance with another aspect of the present
`invention, a method for controlling an electric motor moving
`a member from a first location to a second location com(cid:173)
`prises the steps of sensing a value of an operating parameter
`of the motor while the motor is energized, and storing zone
`dependent values for a plurality of member zone locations
`located between the first and the second locations. Each of
`the stored zone dependent values are functionally related to
`an expected value of the operating parameter of the motor
`10 associated with a zone location. The method further com(cid:173)
`prises the steps of comparing the expected value of the
`operating parameter of the motor against a value function(cid:173)
`ally related to the stored zone dependent value associated
`with the present zone location of the member, and control-
`15 ling motor operation in response to the comparison.
`
`BACKGROUND OF THE INVENTION
`Vehicle power window systems use a reversible electric
`motor to open and close an associated window. Typical
`systems include a bi-directional window switch electrically
`connected to the reversible electric motor. The motor is
`operatively connected to an opening and closing mechanism 20
`attached to the associated window. When the switch is
`manually operated and held in position by a vehicle
`occupant, electric current is supplied to the motor causing
`the motor to rotate in a desired direction. When the motor
`rotates, the opening and closing mechanism opens or closes 25
`the window. When the window switch is released, the motor
`rotation stops and the window movement stops.
`Some power window systems have an automatic opera(cid:173)
`tion feature. In an automatic operating mode, a single
`movement and release of the window switch causes the
`window to fully open or fully close even though the switch
`has been released. Some automatic mode power window
`systems include what is referred to in the art as an "anti-trap"
`feature. The anti-trap feature is designed to prevent closing
`of the window on an obstruction, e.g., part of an occupants 35
`body, and "trapping" the obstruction in the window. When
`the window is moving in an upward direction and an
`obstruction is encountered in the path of the window, a
`typical power window anti-trap system senses that an
`obstruction is resisting continued upward window move- 40
`ment. Upon detecting the increased resistance to movement,
`the anti-trap system reverses the window direction.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`Further features and advantages of the present invention
`will be apparent to those skilled in the art to which the
`present invention relates from reading the following detailed
`description with reference to the accompanying drawings, in
`which:
`FIG. 1 is a schematic block diagram of an adaptive power
`window control system made in accordance with the present
`invention;
`FIG. 2 is a functional block diagram of the controller
`shown in FIG. 1; and
`FIGS. 3-8 are flow diagrams showing the control process
`30 of the present invention.
`DESCRIPTION OF PREFERRED EMBODIMENT
`
`An adaptive vehicle power window anti-trap system 20 is
`shown in FIG. 1. Power window system 20 includes a
`vehicle window control switch 22 electrically connected to
`a controller 24. Window switch 22 is a bi-directional switch
`resiliently biased to a central neutral position. Controller 24
`is electrically connected to a motor drive circuit 26. Con(cid:173)
`troller 24 is preferably a micro-computer having internal
`memories and internal timers used to time out various
`functions carried out by controller 24. Motor drive circuit 26
`preferably includes transistor switches (not shown) control(cid:173)
`lably connected to relay switches (not shown). Controller 24
`provides a control signal to an appropriate transistor switch,
`45 which, in turn, actuates a relay switch. The relay switches
`are electrically connected between a source of electric
`power, such as a vehicle battery, and an electric motor 28.
`When a relay switch is actuated, electric current flows from
`the source of electric power through the relay switch thereby
`50 energizing motor 28 for rotation in the selected direction.
`Motor 28 is preferably a permanent magnet,
`bi-directional, direct current motor. A motor commutation
`sensor 30 is operatively connected to motor 28. Preferably,
`the sensor 30 is a Hall-effect device. The Hall-effect com-
`mutation sensor 30 provides an electric pulse signal when
`motor rotation causes a magnetic pole of motor 28 to pass
`the sensor 30. Other types of sensors may be used to detect
`motor commutation, such as optical sensors or mechanical
`switch contacts.
`In accordance with a preferred embodiment, motor 28 has
`two magnetic poles, i.e., north and south. Motor commuta(cid:173)
`tion sensor 30 provides an electric pulse signal to controller
`24 each time a magnetic pole passes the sensor 30. Two
`pulses are provided for each full revolution of motor 28. The
`65 pulse signals are used by controller 24 to determine (i)
`values functionally related to motor speed, and (ii) the
`position of an associated vehicle window 34.
`
`SUMMARY OF THE INVENTION
`The present invention provides a method and apparatus
`for controlling a motor for moving a member from a first
`location to a second location. The space between the first
`location and the second location is divided into a plurality of
`zones. The motor operation is monitored in the zones. The
`motor is controlled in response to the monitored motor
`operation.
`In accordance with one embodiment of the present
`invention, an apparatus for controlling an electric motor for
`moving a member from a first location to a second location
`comprises means for sensing a value of an operating param- 55
`eter of the motor while the motor is energized. Means are
`provided for storing zone dependent values for a plurality of
`member zone locations between the first and the second
`locations. Each zone dependent value is functionally related
`to an expected value of the operating parameter of the motor 60
`associated with a zone location. Means are provided for
`comparing the expected value of the operating parameter of
`the motor against a value functionally related to the stored
`zone dependent value associated with the present zone
`location of the member. The apparatus further comprises
`means for controlling motor operation in response to the
`comparison.
`
`BNA/Brose Exhibit 1047
`IPR2014-00417
`Page 9
`
`

`

`5,982,124
`
`3
`Motor 28 is operatively connected to window open/close
`mechanism 32. Window open/close mechanism 32 is opera(cid:173)
`tively connected to the window 34. When motor 28 rotates
`in one direction, window open/close mechanism 32 moves
`window 34 in a direction which opens the window. When 5
`motor 28 rotates in the other direction, window open/close
`mechanism 32 moves window 34 in a direction which closes
`the window.
`Referring to FIG. 2, controller 24 includes a switch
`debounce function 36. Switch debounce function 36 moni- 10
`tors the electric switch signal from window switch 22 to
`determine whether electrical contacts in switch 22 have
`made "true contact." When switch 22 is actuated in one
`direction, an associate switch contact occurs. When switch
`22 is actuated in the other direction, a different switch
`contact occurs. Debounce function 36 monitors the electric
`switch signal condition. If the switch signal indicates the
`switch is actuated in one position throughout the 50 milli(cid:173)
`second time period, the switch signal is considered valid and
`is provided as an input to a window command decision 20
`function 38.
`Window command decision function 38 is controllably
`connected to motor drive circuit 26. Window command
`decision function 38 determines (i) the appropriate window
`command to be executed, and (ii) provides the appropriate
`command to control motor 28, i.e. up, down, or stop. Factors
`utilized by the window command decision function 38 in
`determining the appropriate window command include (i)
`whether an internal trap flag is set, (ii) detection of a stall
`condition, (iii) whether a window up-again flag is set, and
`(iv) whether the vehicle occupant is operating the power
`window in a manual or automatic mode.
`The internal trap flag is set in controller 24 when (i) a "soft
`trap" is detected in a vehicle window "anti-trap zone," or (ii)
`a window stall condition occurs while the window is moving
`in an upward direction in the "anti-trap zone." The "anti-trap
`zone" is that area of window position between an almost
`fully closed position to approximately a half opened posi(cid:173)
`tion. Window position is preferably measured from the top
`of the window frame, i.e., relative to the fully closed 40
`position. For the purpose of explanation, the following
`example is used in which the anti-trap zone is defined as that
`area between 4 mm from the window fully closed position
`to approximately 260 mm from the window fully closed
`position where the fully opened window is 500 mm from the 45
`top of the window frame. The anti-trap zone is preferably
`divided into 32 approximately equal sub-zones identified as
`SZ2-SZ33 . Each sub-zone is approximately 8 mm in length
`in a direction parallel to the direction of movement of the
`window. An area referred to as the maximum trap zone, Z34, 50
`is that position between the 260 mm position from the fully
`closed position to the fully opened position at 500 mm from
`the top of the window frame. An area referred to as the
`no-trap zone, Z1 , is that position between 4 mm from the
`fully closed position to the fully closed position, i.e., from 4 55
`mm to the top of the window frame. There may be a different
`number and size of the zones and sub-zones described above
`if desired. Furthermore, the zones and sub-zones may be
`selected based on vehicle type.
`Trap force, as used in this application, is the amount of
`force that resists window movement. A "soft trap" occurs
`when an obstruction is of a type that does not prevent the
`window from continuing in an upward direction but does
`resist such movement. A window stall, on the other hand, is
`considered to be a "hard trap" and occurs when controller 24
`provides a window command signal actuating motor drive
`circuit 26, thereby energizing window motor 28, and the
`
`4
`motor stops rotating for a predetermined time period. The
`trap flag is set when either a soft trap or a stall condition is
`detected and the window is operating in the automatic mode
`in an upward direction and the window position is within
`one of the anti-trap zones or sub-zones. The amount of trap
`force or resistance to upward movement that must occur
`before the trap flag is set is dependent upon which trap zone
`the window is located. The amount of trap force needed to
`set the trap flag is adapted or adjusted in response to the
`system performance. As will be explained below, when the
`window is operating in the automatic mode in a downward
`direction and a stall condition is detected, controller 24
`issues a window stop command. In the manual mode, the
`operator switch command overrides the controller functions
`15 until the switch is released.
`The window up-again flag is set after the trap flag is
`initially set upon detecting a "soft trap" or stall condition
`during an automatic window-up command execution. When
`a soft trap or stall condition occurs, an automatic window
`down command is executed by the window command deci(cid:173)
`sion function 38 thereby reversing the direction of window
`movement. When set, the window up-again flag causes an
`automatic window-up command to be again executed once
`the window proceeds in the automatic down mode to the full
`25 window open position. If the obstruction is still in the
`window when the window is again moving in an upward
`direction, thereby causing a second trap or stall condition,
`controller 24 (i) reverses direction of the window a second
`time by issuing an automatic window down command to
`30 actuate motor 28, and (ii) clears the window up-again flag
`thereby leaving the window in the full open position.
`Upon evaluating the factors described above, controller
`24 provides the appropriate control signal to motor drive
`circuit 26 to thereby execute the appropriate window com-
`35 mand. Motor drive circuit 26 is operatively connected to
`motor 28 and energizes window motor 28 in response to the
`window command decision 38. Motor commutation sensor
`30 detects motor rotation, as described above, and provides
`motor commutation pulses to a motor speed determination
`function 40. Each commutation pulse is a digital HIGH
`signal having a value of 5 volts. Motor speed determination
`function 40 determines the time period between motor
`commutation pulses. One skilled in the art will appreciate
`that the time period between commutation pulses is
`inversely related to motor speed. Since the time period
`between commutation pulses is functionally related to actual
`motor speed, the time period between commutation pulses
`will hereinafter, for convenience, be referred to as "motor
`speed indication signal" or ("MS"). As actual motor speed
`increases, MS decreases. Motor speed determination func(cid:173)
`tion 40 provides the motor speed indication signal to a noise
`filter 42.
`The filtered motor speed signal is coupled to (i) a refer(cid:173)
`ence motor speed indication signal calculation function 44,
`and (ii) a sensitivity calculation function 46. Noise filter 42
`is used to distinguish actual motor commutation pulses from
`noise by monitoring (i) the motor speed indication signal,
`and (ii) the value of the commutation pulse for a predeter(cid:173)
`mined time period. When the time period of the motor speed
`60 indication signal is less than a predetermined time period,
`indicating the motor is rotating at a speed that is faster than
`the a maximum desired speed while moving the window,
`noise filter 42 does not output the commutation pulse to the
`reference motor speed indication signal calculation function
`65 44, or to the sensitivity calculation function 46. Noise filter
`42 also distinguishes valid pulses from invalid pulses. A
`valid commutation pulse has a "clean trailing edge." The
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`5
`voltage value of the commutation pulse is compared to a
`threshold voltage value over the time duration of the pulse.
`If the value of the commutation pulse is greater than the
`threshold value for a predetermined time, the pulse is
`considered to have a clean trailing edge and is considered a 5
`valid pulse. When a commutation pulse satisfies the noise
`filter conditions described above and is indicative of (i)
`motor speed which is not too fast, and (ii) a valid pulse with
`a clean trailing edge, the commutation pulse is provided as
`an input to reference motor speed indication signal calcu- 10
`lation function 44, and sensitivity calculation function 46.
`According to the present invention, reference motor speed
`indication signal calculation function 44 determines a ref(cid:173)
`erence motor speed indication value by determining a run(cid:173)
`ning average of the motor speed indication signals over 16 15
`commutation pulse intervals ("samples"). Preferably, refer(cid:173)
`ence motor speed indication signal calculation function 44 is
`a 16 sample filter. Reference motor speed indication signal
`calculation function 44 is electrically connected to a com(cid:173)
`paring function 48. The reference motor speed indication 20
`value (i.e., the value indicative of the average period of the
`commutation signal over the last 16 pulses) is provided as an
`input to sensitivity calculation 46, and to a comparing
`function 48.
`Sensitivity calculation function 46 is operatively con(cid:173)
`nected to a memory 50. Sensitivity calculation function 46
`calculates a sensitivity value ("K") which is used to adjust
`the trap force, i.e., the amount of force the controller will
`permit to be exerted against the window before motor
`reversal or motor stopping will occur. Trap force, in accor(cid:173)
`dance with the present invention, is functionally related to
`the motor speed indication signal. The total forces resisting
`upward window movement and thus causing a "soft trap"
`condition may arise not only from an obstruction impeding
`the motion of the window but also from systemic changes in
`the power window system, such as mechanical wear,
`attenuation, and changing motor efficiency. As time passes,
`mechanical wear and attenuation add more "drag" to the
`window open/close mechanism 32. Also, changing operat(cid:173)
`ing environments, e.g., temperature, moisture, affect (i)
`motor efficiency and (ii) window operation.
`The sensitivity value determined in sensitivity calculation
`46 is functionally related to "drag" on the power window
`system. The sensitivity value is adapted to account for
`changes to the window operating efficiency. If the system
`were to use a static predetermined threshold for trap force,
`the controller would be unable to compensate for the chang(cid:173)
`ing drag on the system due to the mechanical wear and
`attenuation, motor efficiency changes, and environmental
`changes. The anti-trap system of the present invention 50
`adapts or adjusts the sensitivity value to thereby adjust the
`trap force required to reverse the window movement in
`response to an obstruction and systemic changes. If these
`changes are not considered in the determination of a soft trap
`condition, a false soft trap determination may be made.
`The sensitivity value "K," is a number stored in memory
`in a manner discussed below. Each anti-trap sub-zone
`SZ2-SZ33 has a corresponding sensitivity value K2-K33 .
`Each value K, is a minimum determined sensitivity value
`associated with a zone x. The trap force for the trap zone, 60
`Z34, has a static sensitivity value K34. The trap force for the
`trap zone Z1 has a static value of K1 . Each sensitivity value
`~-K33 is updated during a system calibration mode each
`time a commutation pulse is provided as an output from
`noise filter 42 for the anti-trap sub-zone that the window is 65
`presently located. The sensitivity values for the trap sub(cid:173)
`zones are stored in memory 50. A plurality of zones is used
`
`6
`because drag on the power window system, and subsequent
`changes on drag, are not uniform throughout the range of
`window motion.
`Memory 50 is operatively connected to a function 52
`which calculates an adjusted motor speed indication signal.
`The resulting adjusted motor speed indication signal is
`electrically connected to one input of a comparing function
`48. Memory 50 provides the previously stored sensitivity
`value K, for the trap sub-zone in which the window is
`presently located to adjusted motor speed indication signal
`calculation 52. Adjusted motor speed indication signal cal(cid:173)
`culation 52 multiplies the motor speed indication signal MS
`by the stored sensitivity value K, to determine an adjusted
`motor speed indication signal value ("AMS"). The adjusted
`motor speed indication signal value is provided as an input
`to comparing function 48. The new sensitivity value K, is
`updated, if needed, with each monitored commutation pulse.
`Updating of the sensitivity value K, in this manner provides
`one aspect of the adaptive feature of the present invention.
`Comparing function 48 is electrically connected to a fault
`counter 54. At each occurrence of a valid commutation
`pulse, comparing function 48 compares the adjusted motor
`speed indication signal value AMS with the reference motor
`speed indication value RefMS. When the AMS value is
`25 greater than or equal to the RefMS value, i.e., the motor
`speed is less than an average motor speed by a predeter(cid:173)
`mined amount, comparing function 48 outputs a fault signal
`to increment a fault counter 54. The greater the sensitivity
`value K,, the lower the trap force required to trigger the
`30 comparing function 48 and hence, a soft trap.
`Fault counter 54 is electrically connected to a trap deci(cid:173)
`sion function 56. When fault counter 54 has a count that is
`greater than three (3), thereby indicating the occurrence of
`35 three or more consecutive fault detections, a trap signal is
`provided to trap decision 56. When the AMS value is less
`than the RefMS value, comparing function 48 provides a
`reset signal to fault counter 54 and the fault count is reset to
`zero (0). A different number of fault occurrences may be
`40 used to provide a trap signal to trap decision 56. Trap
`decision 56 is electrically connected to the window com(cid:173)
`mand decision 38. When trap decision 56 receives a trap
`signal from fault counter 54, i.e., when three consecutive
`faults have occurred, trap decision 56 sets the trap flag. Fault
`45 counter 54 is reset each time a new window command is
`provided by window command decision 38.
`Noise filter 42 is also electrically connected to a window
`position determining function 58 and a motor stall detection
`function 60. Window command decision 38 is also electri(cid:173)
`cally connected to window position determination function
`58 and provides the direction of present window movement,
`i.e. up, down, stopped, as an input to window position
`determination function 58. Window position determining
`function 58 determines the present location of the window
`55 by counting the total number of window motor commutation
`pulses. The counter counts up or down according to the
`direction of motor rotation. Total window position counts for
`a particular vehicle window may be, for example, 500
`commutation pulses or window position counts, from a fully
`closed position to a fully open position. Different vehicle
`windows may have different counts between full closed and
`full opened. The zero (0) window position count represents
`a fully closed window and the 500 window position count
`represents the fully opened window position.
`As described above, the motor 28 provides two commu(cid:173)
`tation pulses per full revolution of the motor, each commu(cid:173)
`tation pulse corresponding to approximately 1 mm of win-
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`7
`dow movement. A present window position count in the
`window position determination function 58 is updated by
`decrementing the window position count when the window
`is moving in an upward direction. When the window moves
`in a downward direction, the window position counter is 5
`incremented.
`Window position determining function 58 is electrically
`connected to a window zone determination function 62.
`Window position determining function 58 provides the
`window position count as an input to window zone deter- 10
`mination function 62. Window zone determination function
`62 is electrically connected to memory 50.
`As described above, the trap zone is divided into 32
`approximately equal sub-zones identified as SZ2-SZ33 . The
`trap zone Z1 extends from the window closed position count 15
`of 0 mm to the 4 mm window position count. Each sub-zone
`is 8 mm in length in a direction parallel to the direction of
`movement of the window. Therefore, each sub-zone
`SZ2-SZ33 has 8 commutation pulses or window position
`counts within the sub-zone. The 32 sub-zones extend from
`the 4 mm position count to the 260 mm position count. A
`trap can only occur in the area between SZ2-SZ33 . The trap
`zone Z34 extends from the 260 mm position count to the 500
`mm position count.
`The present window position count from determination 58 25
`is correlated with the position count of the sub-zones in
`determination function 62 and the present window position
`zone is provided as an input to memory 50. The identified
`window zone is used to access the memory 50 and thereby
`supply the appropriate sensitivity value K, to the adjusted 30
`motor speed indication signal calculation function 52. Recall
`that the sensitivity value K, is zone dependent. The window
`zone determination function 62 also calibrates the window
`zones when a window calibration flag is set.
`The window calibration flag is set by the window position
`determination function 58 each time the window position
`count is greater than the 260 mm position count and the
`window movement is in an upward direction. The window
`zones are calibrated to compensate for possible missed
`commutation counts, excess false commutation counts
`which pass through the filter 42, and physical changes to the
`window system, such as compression of the win