111111 IIIIIIII 1111111111111111111 iiiii 111111111111111111111111 IIII 1111
`US00779802B2
`
`(12) United States Patent
`Boisvert et al.
`
`(10) Patent No.:
`(45) Date of Patent:
`
`US 7,579,802 B2
`Aug. 25, 2009
`
`(54)
`
`COLLISION MONITORING SYSTEM
`
`(56)
`
`References Cited
`
`(75)
`
`Inventors: Mario Boisvert, Reed City, MI (US);
`Randall Perrin, Grawn, MI (US); John
`Washeleski, Cadillac, MI (US)
`
`(73)
`
`Assignee: Nartron Corporation, Reed City, MI
`(US)
`
`(5)
`
`Notice:
`
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 550 days.
`
`(21)
`
`Appl. No.: 10/765,487
`
`(22)
`
`Filed:
`
`Jan. 27, 2004
`
`(65)
`
`Prior Publication Data
`US 2004/0183493 Al
`Sep. 23, 2004
`
`Related U.S. Application Data
`(60) Division of application No. 10/100,892, filed on Mar.
`18, 2002, which is a continuation -in -part of applica-
`tion No. 09/562,986, filed on May 1, 2000, now Pat.
`No. 6,404,158, 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 applica-
`tion No. 07/872,190, filed on Apr. 22, 1992. now Pat.
`No. 5,334,876.
`
`(51)
`
`hit. Cl.
`G05D 3/00
`(52) U.S. Cl.
`
`(2006.01)
`318/466; 318/467; 318 /468;
`318/469; 318/476
`(58) Field of Classification Search
`318/264 -266,
`318/280 -286, 460-470, 565, 626, 434, 139,
`318/474-477, 815, 833, 903; 701/36, 49
`See application file for complete search history.
`
`U.S. PATENT DOCUMENTS
`
`4,383,206 A *
`4,514,670 A
`4,608,637 A *
`4,641,067 A
`
`5/1983 Matsuoka et al.
`4/1985 Fasscl et al.
`8/1986 Okuyama et al.
`2/1987 Iizawa et al.
`
`318/445
`
`701/49
`
`(Continued)
`
`FOREIGN PATENT DOCUMENTS
`
`EP
`
`0581509 Al
`
`2/1994
`
`(Continued)
`
`OTHER PUBLICATIONS
`
`Federal Register, vol. 56, No. 73 /Tuesday, Apr. 16, 1991, Rules and
`Regulations, Department of Transportation, National I Iighway Trafic
`Safety Administration, 49 CPR Part 571, pp. 15290- 15299.
`
`Primary Examiner Marlon 'I' Fletcher
`(74)Attorney; Agent. or Firm Tarolli, Sundheim, Covell &
`Tummino LLP
`
`(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 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.
`
`22 Claims, 9 Drawing Sheets
`
`POWER
`SUPPLY
`
`VDC
`
`COMMON
`
`R
`
`DRIVE CURRENT
`COMMUNICATION
`SIGNAL
`
`DRIVE ^8
`CURRENT
`SIGNAL
`
`FORWARD
`MOTOR
`DRIVE
`
`REOTOSE
`MOTOR
`DRIVE
`
`I
`
`A C
`
`2a
`
`2b
`
`OPTIONAL
`
`FO
`MEMFIORY
`
`VOLTAGE SENSE
`
`OPTIONAL
`34TEMPERATUREI_...
`SENSOR
`
`OPTIONAL
`4^ RAIN
`
`SENSOR-5
`
`SWRT;cONTROLHES
`
`LMIT
`SWITCHES
`
`OPTIONAL
`
`VEHICLE
`COMMUNICATION
`BUS
`
`

`

`US 7,579,802 B2
`Page 2
`
`U.S. PATENT DOCUMENTS
`
`4,673,848 A
`4,686,598 A
`4,730,152 A
`4,746,845 A
`4,823,059 A
`4,831,509 A *
`4,855,653 A *
`4,870,333 A
`4,980,618 A
`5,038,087 A
`5,039,925 A *
`5,069,000 A
`5,081,586 A
`5,131,506 A
`5,140,316 A
`5,162,711 A
`5,204,592 A
`5,218,282 A *
`5,278,480 A
`5,334,876 A
`5,399,950 A
`5,432,413 A
`5,436,539 A *
`
`6/1987 Hagiwara et al.
`8/1987 Herr
`3/1988 Foust et al.
`5/1988 Mizuta et al.
`4/1989 Compeau et al.
`5/1989 Jones et al.
`8/1989 Lemirande
`9/1989 Itoh et al.
`12/1990 Mikes et al.
`8/1991 Archer et al.
`8/1991 Schap
`12/1991 Zuckerman
`1/1992 Barthel et al.
`7/1992 Mizuno et al.
`8/1992 DeLandetal.
`11/1992 Heckler
`4/1993 Buyer
`6/1993 Duhame
`1/1994 Murray
`8/1994 Washeleski et al.
`3/1995 Lu et al.
`7/1995 Duke et al.
`7/1995 Wrenbeck et al.
`
`5,497,326 A
`Berland et al.
`3/1996
`5,525,876 A
`6/1996
`Filippi
`5,530,329 A
`6/1996 Shigemaatsu et al.
`5,537,013 A
`7/1996 Toyozumi et al.
`5,539,290 A
`7/1996 Lu et al.
`5,701,063 A * 12/1997 Cook et al.
`5,723,960 A *
`3/1998 Harada
`5,729,104 A
`3/1998 Kamishima et al.
`5,734,245 A
`3/1998 Terashima et al.
`5,832,664 A
`11/1998 Tajima et al.
`5,952,801 A *
`9/1999 Boisvert et al.
`5,955,854 A
`9/1999 Zhang et al.
`5,969,637 A * 10/1999 Doppelt et al.
`5,982,124 A * 11/1999 Wang
`6,064,165 A
`5/2000 Boisvert et al.
`6,243,635 BL
`6/2001 Swan et al.
`6,377,009 BL
`4/2002 Philipp
`
`318/469
`318/469
`
`318/468
`
`340/825.69
`318/466
`
`FOREIGN PATENT DOCUMENTS
`
`FR
`GB
`WO
`
`2502679
`2189906 A
`WO 92/20891
`
`10/1982
`11/1987
`11/1992
`
`700/90
`318/282
`
`318/282
`
`318/603
`
`318/265
`
`* cited by examiner
`
`UUSI, LLC
`Exhibit 2010
`2/26
`
`

`

`U.S. Patent
`
`Aug. 25, 2009
`
`Sheet 1 of 9
`
`US 7,579,802 B2
`
`9
`
`DRIVE CURRENT
`COMMUNICATION
`SIGNAL
`
`DRIVE
`CURRENT
`SIGNAL
`
`FORWARD
`MOTOR
`DRIVE
`
`8
`
`7a
`
`7b
`REVERSE __I
`MOTOR 1
`DRIVE
`
`POWER
`SUPPLY
`
`VDC
`
`COMMON
`
`A D
`
`2b
`
`RAM
`
`2
`
`OPTIONAL
`
`FIFO
`MEMORY
`
`Fig.1
`
`VOLTAGE SENSE
`
`3
`
`OPTIONAL
`TEMPERATURE
`SENSOR
`
`OPTIONAL
`4- RAIN
`SENSOR
`
`CONTROL
`5 ------[SWITCHES
`
`SHLIMIT
`-SWITCHES
`
`OPTIONAL
`
`VEHICLE
`COMMUNICATION
`BUS
`
`36I35I34133I32i31I30I29I28I27I28I25I24I23122I21I20I19118117118115114I13112I11110I 9 1 8 1 7 1 81 S 1 4 I 3 LI 1
`
`0
`
`R1
`
`I
`
`RO
`
`i
`
`I
`
`Ra
`
`Fig.8
`
`I
`
`Rb
`
`iR
`
`c
`
`UUSI, LLC
`Exhibit 2010
`3/26
`
`

`

`U.S. Patent
`
`Aug. 25, 2009
`
`Sheet 2 of 9
`
`US 7,579,802 B2
`
`0
`
`00
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`UUSI, LLC
`Exhibit 2010
`4/26
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`NI
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`

`U.S. Patent
`
`Aug. 25, 2009
`
`Sheet 3 of 9
`
`US 7,579,802 B2
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`co
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`UUSI, LLC
`Exhibit 2010
`5/26
`
`

`

`UUSI, LLC
`Exhibit 2010
`6/26
`
`Fig.2D
`
`192
`
`t Onf
`
`vcc
`
`Fig.2C
`
`..1*----180
`
`V OP-AMP
`
`-0
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`vcc
`
`0
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`0
`
`0
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`190
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`

`Fig.2D
`
`210
`
`.0250
`
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`
`la
`
`156
`
`VBAT
`
`------211
`
`Fig.2B
`
`UUSI, LLC
`Exhibit 2010
`7/26
`
`Fig.2C
`
`152
`
`

`

`U.S. Patent
`
`Aug. 25, 2009
`
`Sheet 6 of 9
`
`US 7,579,802 B2
`
`100
`
`104
`
`102
`
`---re.RO
`
`Fig.3B
`
`UUSI, LLC
`Exhibit 2010
`8/26
`
`

`

`U.S. Patent
`
`Aug. 25, 2009
`
`Sheet 7 of 9
`
`US 7,579,802 B2
`
`107
`
`100
`
`102
`
`107
`
`Fig.3C
`
`PINCH ZONE
`
`\.-
`
`100
`
`-IN..
`
`- -Or _
`
`102
`
`----C
`
`Fig.3D
`
`Fig.3E
`
`UUSI, LLC
`Exhibit 2010
`9/26
`
`

`

`U.S. Patent
`
`Aug. 25, 2009
`
`Sheet 8 of 9
`
`US 7,579,802 B2
`
`50
`
`- 75
`
`- 100
`
`- 125
`
`- 150
`
`- 175
`
`- 200
`
`- 225
`
`250
`
`UUSI, LLC
`Exhibit 2010
`10/26
`
`PER SPEED
`
`CURRENT
`
`(i)
`z
`
`200
`
`150
`
`TYPICAL
`STARTUP
`ENERGIZATION
`
`c"3
`
`wz
`w 100
`1-Zw
`
`cc
`U 50-
`o'
`-0
`
`oF
`
`25
`
`50
`TIME (ms)
`
`75
`
`100
`
`Fig.4
`
`PATENTED THRESHOLD - OBSTACLE DETECTION
`
`INVENTIVE THRESHOLD - OBSTACLE DETECTION FUNCTION
`
`NOMINAL UPPER RANGE
`
`NOMINAL MOTOR OPERATION FUNCTION
`
`NOMINAL LOWER RANGE
`
`0
`
`Fig.5
`
`2000
`1000
`TIME(ms) or POSITION
`
`3000
`
`

`

`U.S. Patent
`
`Aug. 25, 2009
`
`Sheet 9 of 9
`
`US 7,579,802 B2
`
`1
`
`=0/
`
`PATENTED THRESHOLD -OBSTACLE DETECTION
`
`ADAPTIVE THRESHOLD- OBSTACLE DETECTION FUNCTION
`
`MOTOR OPERATION- FUNCTION
`
`0
`
`Fig.6
`
`1000
`
`2000
`TIME (ms) or POSITION
`
`3000
`
`PATENTED THRESHOLD- OBSTACLE DETECTION
`
`ADAPTIVE THRESHOLD- OBSTACLE DEFECTION FUNCTION
`
`MOTOR OPERATION -FUNCTIONa
`
`Fig.7
`
`1000
`
`2000
`TIME (ms) or POSITION
`
`3000
`
`UUSI, LLC
`Exhibit 2010
`11/26
`
`

`

`US 7,579,802 B2
`
`1
`COLLISION MONITORING SYSTEM
`
`CROSS REFERENCE TO RELATED
`APPLICATIONS
`
`This is a Divisional application of application Ser. No.
`10/100,892, filed on Mar. 18, 2002.
`The present application is a continuation -in -part of appli-
`cation Ser. No. 09/562,986 filed May 1, 2000 now U.S. Pat.
`No. 6,404,158 which is a continuation -in -part of application
`Ser. No. 08/736,786 to Boisvert et al. which was filed on Oct.
`25, 1996, now U.S. Pat. No. 6,064,165 which was a continu-
`ation of united States application Ser. No. 08/275,107 to
`Boisvert et al. which was filed on Jul. 14, 1994 now aban-
`doned 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 incorpo-
`rated 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 application serial No. 60/169,061 filed
`Dec. 6, 1999 which is also incorporated herein by reference.
`
`5
`
`2
`wheels, aerodynamic controls, hydrodynamic controls, and
`much more. One exemplary embodiment of primary empha-
`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
`to provide improved position and speed accuracy.
`In one exemplary embodiment, stored empirical parameter
`characterizations and algorithms adaptively modify obstacle
`detection thresholds during an ongoing actuation for
`improved obstacle detection sensitivity and thresholds result -
`t5 ing in quicker obstacle detection with lower initial force,
`lower final pinch force and reduced occurrences of false
`obstacle detection.
`An exemplary embodiment of the collision sensing system
`uses a memory for actuation speed measurement, motor cur -
`20 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
`
`Safety Administration
`National Highway
`Traffic
`(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 closing
`power operated window and its window frame. Standard 118
`states that maximum allowable obstacle interference force
`during an automatic closure is less than 100 Newton onto a
`solid cylinder having a diameter from 4 millimeters to 200
`millimeters.
`Certain technical difficulties 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 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.
`
`SUMMARY OF THE INVENTION
`
`This invention concerns an improved actuator system 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 positioning of doors,
`windows, sliding panels, seats, control pedals, steering
`
`25
`
`FIG. 1 is a block diagram schematic of the components of
`an exemplary embodiment of the present invention;
`FIGS. 2A -2D are schematics of circuitry for controlling
`movement and sensing obstructions of a motor driven panel
`30 such as a motor vehicle sunroof;
`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;
`FIG. 3B is a front elevation view of the FIG. 3A optical
`35 sensing system;
`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;
`FIG. 3D is a front elevation view of the FIG. 3C optical
`40 sensing system;
`FIG. 3E is a plan view depicting an optical sensing system
`with moving optics, flexible optic fiber, remote IR emission,
`and remote IR detection for monitoring an obstruction at the
`leading edge of a moving panel such as a motor vehicle
`45 sunroof;
`FIG. 4 represents typical startup energization characteris-
`tics of motor current and per speed versus time;
`FIG. 5 represents a simplified example of characteristic
`steady state nominal motor operation function versus time or
`50 position;
`FIG. 6 represents a simplified example characteristic
`dynamic transient motor operation function versus time and/
`or position showing motor operation function with transients;
`FIG. 7 represents a simplified example characteristic
`55 dynamic periodic cyclic motor operation function versus time
`and/or position showing motor operation function with cyclic
`disturbances; and
`FIG. 8 is a sequence of measurements taken by a controller
`during successive time intervals and operation of a monitored
`60 panel drive motor.
`
`BEST MODE FOR PRACTICING THE
`INVENTION
`
`65
`
`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
`
`UUSI, LLC
`Exhibit 2010
`12/26
`
`

`

`US 7,579,802 B2
`
`5
`
`15
`
`20
`
`25
`
`3
`vehicle sunroof A panel movement controller 2 includes a
`commercially available multipurpose microcontroller IC (in-
`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 10
`equivalent ADC resolution enables greater resolution 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 pro-
`cessing and algorithm processing for quicker response time.
`A temperature sensor 3 (which according to the preferred
`embodiment of the invention is an option) when installed, is
`driven by and sensed by the controller 2. Temperature sensing
`allows the panel controller 2 to automatically sense vehicle
`cabin temperature and open or close the sunroof to help
`maintain a desired range of temperatures. Temperature 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-
`roof panel can be opened when either falling rain has stopped
`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.
`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 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-
`sibly via a circuit node such as COMMON, resulting in an
`electrical loading and thus a dynamic braking effect.
`Motor plugging drive, which is the application of reverse
`drive polarity while a motor is still rotating, is an optional
`method of more quickly stopping the motor, but has been
`unnecessary for use with the preferred embodiment of the
`sunroof panel controller due to satisfactory performance
`taught by this disclosure. Very large motor plugging currents
`are often undesirable because they can easily exceed typical
`maximum stalled rotor currents producing undesired motor
`heating in large applications. Such high motor plugging 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.
`
`30
`
`35
`
`40
`
`45
`
`50
`
`55
`
`60
`
`Optical Obstacle Detection
`Obstacle detection by actual physical contact and/or pinch
`force with human subjects is somewhat unnerving to some 65
`individuals. For improved system safety and user comfort, the
`preferred system utilizes non -contact detection of obstacles
`
`4
`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 transmission interruption
`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 ofthe actuator movement 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 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 configurations utilized for implementing
`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 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 hi this preferred embodiment, cabling
`108 passes to the region ofthe 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 sim-
`plified 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.
`Of two preferred configurations utilized for implementing
`IR transmission interruption obstacle detection, the second is
`use of at least one emitter and at least one detector sensing 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 ofthe 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 flat circuitry 107 passes to the emitter
`100 and the detector 102 ofthe 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
`the same conductors. 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 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.
`
`UUSI, LLC
`Exhibit 2010
`13/26
`
`

`

`US 7,579,802 B2
`
`5
`
`15
`
`20
`
`5
`Alternate, non -preferred means of obstacle detection
`include sensing back reflection from a reflective surface of
`radiation emitted from an emitter, electric field sensing of
`proximal material dielectric properties, and magnetic field
`sensing of proximal material inductive properties.
`Various techniques improve the operation and reliability of
`non -contact optical detection sensing. In accordance with an
`exemplary embodiment of the present invention, the IR emit-
`ter 100 is driven with a duty cycle and frequency. One typical
`automobile sunroof application uses 20% duty cycle at 500 10
`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 techniques maintain the
`level of the IR emitter drive and/or the gain of the IR 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-
`perature coefficient, dirt and haze fouling optic components,
`and high ambient IR levels.
`Highly directional IR optical lenses and/or aligned polar-
`ized 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 35
`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 reflected
`sunlight to be "seen" by the detector. Sun IR power levels can 40
`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, the IR optical
`system is disabled by the panel controller 2 until the sunroof
`actuator is nearly closed, at which position ambient IR noise 45
`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-
`pling path between the emitter and detector is not a "white
`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-
`rarily found to be unreliable by high ambient levels of IR, the
`disclosed sensing of hard and/or soft obstacles by motor
`current monitoring is always active as a redundant obstacle
`detection means.
`
`so
`
`50
`
`55
`
`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.
`
`60
`
`65
`
`6
`The preferred controller 2 is anAtmel 8 Bit microprocessor
`having 8 Kilobytes of RÖM and includes programming
`inputs 106 which can be coupled to an external data source
`and used to reprogram the microprocessor controller 2. User
`controlled inputs 5a, 5b are coupled to user activated switches
`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 al, which describes the functionality of those
`inputs. Limit switch outputs 5c, 5d, 5e 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
`capacitor circuit 112 for decoupling a VCC power signal to
`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
`a diode 116 to the base input 118 of a transistor 120 which
`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,
`126 coupled through a filtering and reverse polarity protec-
`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 VBAT 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 amplifiers which require higher voltage than the five
`volt VCC 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
`142 from the microprocessor controller 2. The second tran-
`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
`shown) which generates a DC signal that is supplied through-
`out the circuit for operation of the various operational ampli-
`fiers.
`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
`VBAT. 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
`cathode is coupled through a switching transistor 182 to a
`microprocessor output 183. The microprocessor outputs a
`500 hertz signal at this output 183 having a 20% duty cycle to
`the base input of the transistor. When the transistor turns on,
`the LED cathode is pulled low, causing the light emitting
`diode 100a to emit IR radiation. Under microprocessor con-
`trol, the light emitting diode produces a 500 hertz output
`which is sensed by a photo detector 102a. As the light emit-
`
`UUSI, LLC
`Exhibit 2010
`14/26
`
`

`

`US 7,579,802 B2
`
`7
`ting diode pulses on and off at 500 hertz, the photo detector
`responds to this input. When current flows in the photo detec-
`tor, a voltage drop is produced across a voltage divider 184
`having an output coupled to an operational amplifier 186.
`When current flows in the photo detector in response to 5
`receipt of a light signal the voltage divider raises the voltage
`at the inverting input 188 to the amplifier 186. The non -
`inverting input to this amplifier is maintained at 2.5 volts by a
`regulated voltage divider 188. The operational amplifier 186
`and a second operational amplifier 190 define two inverting it)
`amplifiers which in combination produce an output signal of
`500 hertz. With no signal appearing at the photo detector, an
`output 192 from the operational amplifier 190 is 2.5 volts.
`This signal is coupled to the microprocessor controller 2. In
`response to receipt of the photo detector signal, this signal
`oscillates and this oscillating signal in turn is sensed by the
`microprocessor.
`The microprocessor controller 2 has two inputs 192, 194
`that provide input signals to a comparator implemented by the
`microprocessor controller. As the state of the comparator 20
`changes, internal microprocessor interrupts are generated
`which cause the microprocessor to execute certain functions.
`The first input 192 is derived from the output from the pho-
`totransistor 102a. The second input 194 to the comparator is
`a 3.3 volt signal generated by a voltage divider 195.
`
`25
`
`15
`
`8
`so that the microprocessor can use digital signal processing
`techniques on the input signal to determine a stalled motor
`condition representing an obstacle.
`At motor startup the large currents that are experienced
`make it difficult to sense object collisions with the moving
`window or panel. In accordance with one embodiment of the
`invention the controller maintains a position of the leading
`edge of the window or panel and during certain startups will
`alter a startup sequence.
`If the window or panel is stopped in a region where entrap-
`ment is more likely, such as in the last portion of travel just
`before closing of the window or panel, the motor is energized
`to move the window a short distance away from its stopped
`position away from the closed position. A controller which
`controls the motor then reverses motor rotation sense to move
`the window or panel in a direction to close the window or
`panel. Stated another way, the controller causes the motor to
`move the panel or window in a direction to open the window
`or panel and then change motor energization to close the
`window or panel. This process avoids difficult to sense
`obstacle detection during the initial start up period of motor
`operation.
`The region of the window or panel seal is a region of
`increased motor load. In this region, in accordance with one
`embodiment of the invention, in response to a detection of an
`obstacle, the controller immediately causes motor deenergi-
`zation, followed by quick reversal of actuation drive for a
`short distance (for example one inch). The controller then
`performs an immediate re- energization in the initial direction
`so that a more sensitive and accurate obstacle detection pro-
`cess can be performed. The controller can either determine
`that the initial obstacle detection was false due to actuator
`startup conditions, and thus continue to power the motor or
`else verify the obstacle presence that was previously detected
`and cause the appropriate response of stopping or alterna-
`tively stopping and reversing the window or panel for a short
`distance.
`
`Measured Motor Parameters DC Current Sensing
`By moni