111111
`
`1111111111111111111111111111111111111111111111111111111111111111111111111111
`US 20020121872Al
`
`(19) United States
`(12) Patent Application Publication
`Boisvert et al.
`
`(10) Pub. No.: US 2002/0121872 A1
`Sep. 5, 2002
`( 43) Pub. Date:
`
`(54) COLLISION MONITORING SYSTEM
`
`(75)
`
`Inventors: Mario Boisvert, Reed City, MI (US);
`Randall Perrin, Cadillac, MI (US)
`
`(60) Provisional application No. 60/169,160, filed on Dec.
`6, 1999.
`
`Publication Classification
`
`Correspondence Address:
`WATTS, HOFFMANN, FISHER & HEINKE
`CO., L.P.A.
`P.O. Box 99839
`Cleveland, OH 44199-0839 (US)
`
`(51)
`
`Int. Cl? .............................. H02P 1/04; G05D 3/00;
`H02P 3/00; G05B 5!00; H02P 7/00;
`H02H 7/08
`(52) U.S. Cl. .............................................................. 318/469
`
`(73) Assignee: Nartron Corporation
`
`(21) Appl. No.:
`
`10/071,759
`
`(22)
`
`Filed:
`
`Feb. 7, 2002
`
`Related U.S. Application Data
`
`(63)
`
`Continuation of application No. 09!562,986, filed on
`May 1, 2000, which is a continuation-in-part of
`application No. 08/736,786, filed on Oct. 25, 1996,
`now Pat. No. 6,064,165, which is a continuation of
`application No. 08/275,107, filed on Jul. 14, 1994,
`now abandoned, which is a continuation-in-part of
`application No. 07/872,190, filed on Apr. 22, 1992,
`now Pat. No. 5,334,876.
`
`(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 precharac(cid:173)
`terization, fast processing algorithms, motor parameter
`monitoring including both current sensing and sensorless
`electronic motor current commutation pulse sensing, and
`controller memory, to adaptively modify electronic obstacle
`detection thresholds in real time without the use of templates
`and cycle averaging techniques.
`
`3
`
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`
`BNA/Brose Exhibit 1045
`IPR2014-00417
`
`

`

`Patent Application Publication
`
`Sep. 5, 2002 Sheet 1 of 9
`
`US 2002/0121872 A1
`
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`Patent Application Publication
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`Sep. 5, 2002 Sheet 3 of 9
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`US 2002/0121872 A1
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`Patent Application Publication
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`Sep. 5, 2002 Sheet 5 0f 9
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`US 2002/0121872 A1
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`

`Patent Application Publication
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`Sep. 5, 2002 Sheet 6 of 9
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`

`Patent Application Publication
`
`Sep. 5, 2002 Sheet 7 of 9
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`US 2002/0121872 A1
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`

`Patent Application Publication
`
`Sep. 5, 2002 Sheet 8 of 9
`
`US 2002/0121872 Al
`
`lYPICAL
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`INVENTIVE THRESHOLD - OBSTACLE DEfECTION FUNCTION
`
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`

`

`Patent Application Publication
`
`Sep. 5, 2002 Sheet 9 of 9
`
`US 2002/0121872 A1
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`

`

`US 2002/0121872 A1
`
`Sep.5,2002
`
`1
`
`COLLISION MONITORING SYSTEM
`
`CROSS REFERENCE TO RELATED
`APPLICATIONS
`
`[0001] The present application is a continuation-in-part of
`application Ser. No. 08/736,786 to Boisvert et al. which was
`filed on Oct. 25, 1996, which was a continuation of U.S.
`application Ser. No. 08/275,107 to Boisvert et al. which was
`filed on Jul. 14, 1994 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 incorporate by reference U.S. Pat. No.
`5,952,801 to Boisvert et al which issued Sep. 14, 1999. This
`application also claims priority from U.S. Provisional appli(cid:173)
`cation serial No. 60/169,061 filed Dec. 6, 1999 which is also
`incorporated herein by reference.
`
`FIELD OF THE INVENTION
`
`[0002] The present invention concerns motor driven
`actuator control systems and methods whereby empirically
`characterized actuation operation parameters are subse(cid:173)
`quently monitored, compared, and computed during real
`time operation to detect obstacles via adaptive obstacle
`detection threshold(s) for protection of people and/or equip(cid:173)
`ment.
`
`BACKGROUND
`
`[0003] Prior art for automatically-powered actuator sys(cid:173)
`tems 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 variable 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 detec(cid:173)
`tion. Higher obstacle detection thresholds necessary to
`accommodate all ranges of anticipated load variables inher(cid:173)
`ently desensitize the system ability to detect initial onset of
`obstacle detection. Large obstacle detection thresholds also
`inherently increase minimum system operational parameter
`disturbances for which obstacle detection is reliably possible
`without false tripping.
`
`[0004] Examples of such relatively static but significantly
`ranging variable forces during closing an automobile sun(cid:173)
`roof panel include differential air pressure caused by wind
`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.
`
`on a actuator drive mechanism; friction changing with
`actuator drive motor speed; bumpy road; and the like.
`
`[0006] Examples of such relatively periodic dynamic but
`significantly ranging variable forces during closing an auto(cid:173)
`matically controlled automobile sunroof panel include
`repetitive rough gear sector, faulty motor commutation
`segment, buffeting pressure as caused by steady wind tur(cid:173)
`bulence, and the like. Fluid vortex shedding frequency is
`proportionate to flow velocity past a discontinuity.
`
`[0007] Large-ranging system operation variables necessi(cid:173)
`tate 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
`larger obstacle force and/or pinching prior to obstruction
`detection.
`
`[0008] Prior art obstacle detection systems slowly adapt
`obstacle detection template thresholds over several previous
`operation cycles resulting in inferior real time response to
`monitoring actuator load-related parameters that can signifi(cid:173)
`cantly vary from one actuation to the next. Such threshold
`detection limit algorithms are primarily based upon a run(cid:173)
`ning 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 obstacle detection. Therefore, prior art sys(cid:173)
`tems and methods incorporate inherent practical limitations
`on true and reliable obstacle detection performance includ(cid:173)
`ing minimum obstacle force sensitivity at detection, mini(cid:173)
`mum detection time, minimum stopping time, and minimum
`obstacle force at the stopped position.
`
`[0009] To improve real time microcontroller algorithm
`performance 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 sensitivity at detection, minimum stopping
`time, and minimum obstacle force at the stopped position.
`These improvements are at the tradeoff expense of slower
`actuator operation and increased system RFI (radio fre(cid:173)
`quency interference) and EMC (electromagnetic compatibil(cid:173)
`ity) issues.
`
`[0010] 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
`personal injury that could result if a limb catches between a
`dosing 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
`millimeters to 200 millimeters.
`
`[0005] Examples of such relatively transient dynamic but
`significantly 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(cid:173)
`lation; change of vehicle uphill/downhill attitude; vehicle
`acceleration or deceleration; rough or poorly lubricated area
`
`[0011] 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 detec(cid:173)
`tion, and hard obstacle detection each present technical
`challenges requiring multiple simultaneous obstacle detec(cid:173)
`tion techniques. Additionally, the gasket area of the window
`
`

`

`US 2002/0121872 Al
`
`Sep.5,2002
`
`2
`
`that seals to avoid water seepage into the vehicle presents a
`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.
`
`SUMMARY OF THE INVENTION
`
`[0012] This invention concerns an improved actuator sys(cid:173)
`tem that provides faster operation, more sensitive obstacle
`detection, 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 position(cid:173)
`ing of doors, windows, sliding panels, seats, control pedals,
`steering wheels, aerodynamic controls, hydrodynamic con(cid:173)
`trols, and much more. One exemplary embodiment of pri(cid:173)
`mary emphasis for this disclosure concerns an automatic
`powered actuator as a motor vehicle sunroof panel.
`[0013] This preferred automotive sunroof system imple(cid:173)
`ments 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.
`[0014] This controller system and method incorporate
`significant improvements in "sensorless" electronic param(cid:173)
`eter sensing as more reliable means for hard and/or soft
`obstacle detection during initial energization, full travel,
`and/or end-of-travel.
`[0015] Preferred means for position and speed sensing is
`via sensorless 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.
`[0016]
`Improved adaptive methods and systems for
`obstacle detection thresholds based upon empirical opera(cid:173)
`tion performance algorithms and real time operation param(cid:173)
`eter monitoring 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 opera(cid:173)
`tion cycle parameter measurement and comparison there(cid:173)
`with.
`[0017] Algorithms and coefficients are empirically prede(cid:173)
`termined 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.
`[0018] Only in certain limited cases is cycle calibration of
`an individual actuator characteristic required for operation
`after initial powerup and prior to enabling automatic opera(cid:173)
`tion. Such cycle calibration typically involves simply learn(cid:173)
`ing 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 enables one controller incorporating mul-
`
`tiple software algorithm programs to operate a family of
`sunroofs by simply learning which sunroof is in the system.
`
`[0019] Necessity for controlling and limiting motor drive
`speed by duty cycle energization, PWM (Pulse Width Modu(cid:173)
`lation), 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 vari(cid:173)
`able load conditions. Thus, actuation occurs at full speed
`powered by full battery voltage.
`[0020] Stored empirical parameter characterizations and
`algorithms adaptively modify obstacle detection thresholds
`during an ongoing actuation for improved obstacle detection
`sensitivity and thresholds resulting in quicker obstacle
`detection with lower initial force, lower final pinch force and
`reduced occurrences of false obstacle detection.
`
`[0021] At least one internal and/or external FIFO memory
`and/or RAM (random access memory) is utilized for storing
`running measured parameters of an ongoing actuation.
`[0022] At least one internal and/or external FIFO memory
`and/or RAM is utilized for storing running calculations
`based upon running measured parameters of an ongoing
`actuation.
`
`[0023] Empirical characterization of actuator operation
`parameters and algorithms, ongoing sensing measurements
`of motor operation parameters, FIFO memories, DSP (digi(cid:173)
`tal signal processing), adaptive algorithms for obstacle
`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.
`
`[0024] 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
`
`[0025] FIG. 1 is a block diagram schematic of the com(cid:173)
`ponents of an exemplary embodiment of the present inven(cid:173)
`tion;
`[0026] FIGS. 2A-2D are schematics of circuitry for con(cid:173)
`trolling movement and sensing obstructions of a motor
`driven panel such as a motor vehicle sunroof;
`[0027] FIG. 3A is a plan view depicting an optical sensing
`system for monitoring an obstruction in the pinch zone of a
`moving panel such as a motor vehicle sunroof;
`
`[0028] FIG. 3B is a front elevation view of the FIG. 3A
`optical sensing system;
`
`[0029] FIG. 3C is a plan view depicting an optical system
`with moving optics for monitoring an obstruction at the
`leading edge of a moving panel such as a motor vehicle
`sunroof;
`
`[0030] FIG. 3D is a front elevation view of the FIG. 3C
`optical sensing system;
`
`[0031] FIG. 3E is a plan view depicting an optical sensing
`system with moving optics, flexible optic fiber, remote IR
`
`

`

`US 2002/0121872 Al
`
`Sep.5,2002
`
`3
`
`em1sswn, and remote IR detection for monitoring an
`obstruction at the leading edge of a moving panel such as a
`motor vehicle sunroof;
`
`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.
`
`[0032] FIG. 4 represents typical startup energization char(cid:173)
`acteristics of motor current and per speed versus time;
`
`[0041] Manual switch inputs 5 are the means by which
`operator control of the system occurs.
`
`[0033] FIG. 5 represents a simplified example character(cid:173)
`istic 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 thresh(cid:173)
`old obstacle detection function (in this case, stable);
`
`[0034] FIG. 6 represents a simplified example character(cid:173)
`istic dynamic transient motor operation function versus time
`and/or position showing motor operation function with
`transients, a typical fixed prior art obstacle detection thresh(cid:173)
`old, and inventive adaptive threshold obstacle detection
`function showing transient response;
`
`[0035] FIG. 7 represents a simplified example character(cid:173)
`istic dynamic periodic cyclic motor operation function ver(cid:173)
`sus time and/or position showing motor operation function
`with cyclic disturbances, a typical fixed prior art obstacle
`detection
`threshold, and
`inventive adaptive
`threshold
`obstacle detection function showing cyclical response; and
`
`[0036] FIG. 8 is a sequence of measurements taken by a
`controller during successive time intervals and operation of
`a monitored panel drive motor.
`
`BEST MODE FOR PRACTICING THE
`INVENTION
`
`[0037] FIG. 1 shows a functional block diagram of an
`actuator safety feedback control system 1 for monitoring and
`controlling movement of a motor driven panel such as a
`motor vehicle sunroof. A panel movement controller 2
`includes a commercially available multipurpose microcon(cid:173)
`troller IC (integrated circuit) with internal and/or external
`FIFO memory and/or RAM (Random Access Memory) 2a
`and ADC (analog-to-digital-converter) 2b.
`
`[0038] Eight-bit word bytes, eight-bit counters, and eight(cid:173)
`bit analog-to-digital conversions are used with the exem(cid:173)
`plary 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.
`
`[0039] 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 auto(cid:173)
`matically 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.
`
`[0040] 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,
`
`[0042] 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).
`
`[0043] Motor drive outputs 7a and 7b control whether the
`motor drives the panel in the forward or the reverse direc(cid:173)
`tion. 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.
`
`[0044] 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.
`
`[0045] 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 disclosure.
`
`[0046] Optical Obstacle Detection
`
`[0047] 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 in the path of the moving panel. Of various
`technologies by which it is possible to sense an obstacle
`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
`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
`motor current sensing or current sensing and speed sensing
`means becomes the remaining reliable backup method of
`detecting an obstacle.
`
`[0048] Of two preferred configurations utilized for imple(cid:173)
`menting IR transmission interruption mode of obstacle
`detection, the first is use of at least one emitter and at least
`one detector sensing at least across the pinch zone in close
`
`

`

`US 2002/0121872 Al
`
`Sep.5,2002
`
`4
`
`proximity to an end of travel region of a sunroof. As shown
`in FIGS. 3Aand 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 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
`sensing means is non-contact, the sunroof can still contact
`the obstacle.
`
`[0049] Of two preferred configurations utilized for imple(cid:173)
`menting 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 inven(cid:173)
`tion, 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, 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
`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
`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
`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.
`
`[0050] Alternate, non-referred 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.
`
`[0051] Various techniques improve the operation and reli(cid:173)
`ability of non-contact optical detection sensing. In accor(cid:173)
`dance with an exemplary embodiment of the present inven(cid:173)
`tion, the IR emitter 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 pur(cid:173)
`poses. This allows the IR emitter to IR detector optical
`coupling to be determined with a level of accuracy and
`reliability using closed loop feedback techniques.
`
`[0052] Automatic gain feedback control techniques main(cid:173)
`tain the level of the IR emitter drive and/or the gain of the
`IR detector circuit so that optical coupling is above mini(cid:173)
`mum desirable values. Such automatic gain compensates,
`within certain limitations, factors including decrease in IR
`emitter output over accumulated time at temperature, IR
`emitter output temperature coefficient, dirt and haze fouling
`optic components, and high ambient IR levels.
`
`[0053] Highly directional IR optical lenses and/or aligned
`polarized filters on both the IR emitter and IR detector
`maintain better optical coupling and reduce the effects of
`ambient IR and reflected 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.
`
`[0054] 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
`reflected sunlight to be "seen" by the detector. Sun IR power
`levels can saturate the detector output signal level so that
`obstacle blockage of the pulsed IR emitter signals is not
`reliably sensed. Under such unusual "white out" circum(cid:173)
`stances, the IR optical system is disabled by the panel
`controller 2 until the sunroof actuator is nearly closed, at
`which position ambient IR noise is shielded by the sunroof.
`Thus, the complete emitter-detector IR coupling is made
`more reliable for the last movement of pinch point closure.
`Complete body blockage of the