(12-) United States Patent
`(10-) Patent No.:
`US 8,217,612 B2
`
`Boisvert et al.
`(45) Date of Patent:
`*Jul. 10, 2012
`
`USOO8217612B2
`
`(54) COLLISION MONITORING SYSTEM
`
`(75)
`
`Inventors: Mario Boisvert, Reed City, MI (US);
`Randall Perrin, Grawn, MI (US); John
`Washeleski, Cadillac, MI (US)
`
`(73) Assignee: Uusi, LLC, Reed City, MI (US)
`
`( * ) Notice:
`
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 405 days.
`
`This patent is subject to a terminal dis-
`claimer.
`
`(21) AppI.No.: 12/360,942
`
`(22)
`
`Filed:
`
`Jan. 28, 2009
`
`(65)
`
`Prior Publication Data
`US 2009/0272035 A1
`Nov. 5, 2009
`
`Related US. Application Data
`
`(58) Field of Classification Search ........................ None
`See application file for complete search history.
`
`(56)
`
`References Cited
`
`.............. 700/56
`..... 49/199
`318/266
`.. 340/571
`..
`318/445
`..
`.............. 700/90
`
`
`
`.
`
`U.S. PATENT DOCUMENTS
`4,328,540 A *
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`(Continued)
`
`(63) Continuation of application No. 10/100,892, filed on
`Mar. 18, 2002, now Pat. No. 7,548,037, which is a
`continuation—in—part of application 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 application No. 07/872,190,
`filed on Apr. 22, 1992, now Pat. No. 5,334,876.
`
`(60) Provisional application No. 60/169,061, filed on Dec.
`6, 1999.
`
`(51)
`
`Int. Cl-
`(200601)
`G051) 3/00
`(52) U.S. Cl.
`........ 318/466; 318/264; 318/265; 318/266;
`318/280; 318/282; 318/286; 318/461; 318/468;
`318/469
`
`Primary Examiner 7 Marlo Fletcher
`(74) Al/umefy, Age/ll, or Firm 7 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.
`
`10 Claims, 9 Drawing Sheets
`
`
`COMMON
`
`
`VOLTAGE SENSE
`
`
`
`DRNE CURRENT
`COMMUNICATION
`SIGNAL
`
`
`
`413517113;th
`
`
`MOTOR
`FORWARD
`7u
`DRNE
`
`7.,
`
`
`
`COMMUNICATION
`BUS
`
`
`OPTIONAL
`
`
`
`UUSI, LLC
`
`Exhibit 2006
`
`WEBASTO ROOF
`
`SYSTEMS, INC.
`Petitioner
`
`V
`LIUSI, LLC
`Patent Owner
`
`Case:
`
`|PR2014-00650
`
`Patent: 7,579,802
`
`1/25
`
`

`

`US 8,217,612 B2
`PageZ
`
`'
`
`-
`
`'
`
`U.S. PATENT DOCUMENTS
`A
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`5116,1711 A
`11/199: Heckler
`5202592 A
`4,1993 Hum
`51218282 A
`6/1993 D1111ame
`*1
`=~
`’,
`,
`*
`.
`553781480 A
`“994 Murray
`5.334.876 A *
`8/1994 \Vasheleskl et a1.
`5399.950 A
`3/1995 Luetal.
`5404167, A ,
`4,199, Takeda at 81
`‘ ““““““““““
`543241; A
`7,199}; Duke et :11
`{4361539 A
`7’,1995 Wrenbeck‘el all
`5,1973% A
`3,1996 Berlandetal
`~
`{525836 A
`60996 1:111
`i
`5530329 A
`6,1996 Shiggmamu eta]
`5537:013 A
`7,1996 Toyozumietal.
`5539290 A
`7,1996 Lu 6121.
`5,585,702 A *
`12/1996 Jackson ct a1,
`5,616,997 A =3
`4/1997 Jackson et a1.
`5,701,063 A
`12/1997 Cooket 31
`5,708,338 A *
`1/1998 Cooketal
`5,723,960 A
`3/1998 Harada
`5.729.104 A
`3/1998 Kamishimaetal.
`5,734,245 A *
`3/1998 Terashima et a1.
`5,832,664 A
`11/1998 Tajima 61211,
`5,932,931 A *
`8/1999 Tagakaet a1.
`51952-801 A *
`9/1999 Bmsvert et 31.
`59551854 A
`9/1999 Lhang etal-
`5323-13471 2 Eng; 1:213?“ 0‘ a“
`,
`., 2
`/
`.
`2831,1122 2 :
`53883 33231536612161""""""" 313$:
`
`,,,,,,,,,,, 318/266
`6,107,765 A *
`8/2000 Fitzgibbon 018.1.
`
`......... 307/101
`49/28
`’
`
`,, 318/266
`.. 318/467
`
`318/466
`
`............ 318/453
`
`
`
`307/101
`...... 318/468
`
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`6,111,374 A *
`8/2000 F1 zgibbon eta, ........... 318/282
`
`2:123:22; 6., 11,3331 5123:2363,"-
`213/33
`
`. 318/266
`6,172,475 31*
`1/2001
`F1 zgibbon eta,
`.. 318/466
`6,208,102 31*
`3/2001 Kikuchi et a1,
`6,243,635 31
`6/2001 Swan etal,
`6,246,196 31*
`6/2001
`Fi zgibbon cta.
`318/430
`
`6,274,947 31*
`/2001 Terashima .....
`307/101
`6,278,249 31*
`/2001 F1zg1bboneta,
`.318/268
`6,310,451 31* 10/2001 F1Zg1bb0neta,
`.. 318/266
`
`6377009 B]
`4/2002 Philipp
`6,400,112 31*
`6/2002 F1 zgibbon eta,
`318/445
`6,404,158 31*
`6/2002 361mm etal.
`. 318/469
`REV 784 E ,1,
`7/2007 F12 ibbon eta
`318/466
`
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`L
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`g.
`"
`6,456,022 31*
`9/2002 F1 zg1bb0n eta,
`. 318/162
`. 318/283
`6,528,961 B1 *
`3/2003 F1 _zg1bb0n eta,
`
`. 318/469
`6,548,979 32*
`/2003 3616121161 31.
`.318/283
`6,566,828 32*
`5/2003 F1 zg1bboneta,
`318/468
`6,683,431 32*
`1/2004 F1zg1bb0neta,
`6,806,665 32* 10/2004 F1 zgibbon eta,
`318/282
`7,164,246 32*
`1/2007 F1 zgibboneta,
`.318/264
`7,548,037 32*
`/2009 BoisveItetal.
`,
`. 318/466
`7579303 132*
`89009 BOiSVert €131
`/
`~ 318/466
`2001/0024094 A1*
`/2001 F1 Zg1bb0n eta,
`. 318/445
`2001/0024095 A1*
`/2001 F1zg1bb0n eta,
`. 318/480
`2001/0038272 A1* 11/2001 Fizgibbon eta‘
`~ 318/565
`2002/0084759 A1*
`7/2002 F1 zgibbun 61a,
`. 318/283
`2002/0093301 A1*
`7/2002 118111161111.
`..... ,
`. 318/452
`2002/0101210 A1*
`8/2002 361mm 61 a1.
`,
`318/469
`2003/0025470 A1*
`2/2003 131231be6 eta,
`318/66
`2004/0056621 A1*
`3/2004 F1 zgibbon eta,
`. 318/445
`2004/0183493 A1*
`/2004 361mm etal.
`. 318/469
`2004/0195986 A1* 10/2004 141 zgibbon eta.
`. 318/280
`2005/0140323 A1*
`/2005 141 zgibbon eta.
`. 318/468
`2006/0186844 A1*
`/2006 141 zgibbon eta,
`. 318/280
`
`2009/0272035 A1* 11/2009 BoisveIt 6131.
`............... 49/28
`* cited by examiner
`
`
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2006
`Exhibit 2006
`2/25
`2/25
`
`

`

`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 1 019
`
`US 8,217,612 B2
`
`POWER
`SUPPLY
`
`VDC I COMMON
`
`VOLTAGE SENSE
`OPTIONAL
`
`3
`
`TEMPERATURE
`
`SENSOR
`
`2b
`
`9
`
`DRIVE CURRENT
`
`COMMUNICATION
`SIGNAL
`
`4.
`
`OPTIONAL
`RAIN
`SENSOR
`
`5
`
`6
`
`CONTROL
`SWITCHES
`
`LIMIT
`SWITCHES
`
`OPTIONAL
`
`VEHICLE
`COMMUNICATION
`BUS
`
`A
`D
`C
`
`20
`
`8
`
`7a
`
`7b
`
`DRIVE
`CURRENT
`SIGNAL
`
`FORWARD
`MOTOR
`DRIVE
`
`REVERSE
`MOTOR
`DRIVE
`
`2
`
`OPTIONAL
`
`1/
`
`FIg.1
`
`
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2006
`Exhibit 2006
`3/25
`3/25
`
`

`

`US. Patent
`
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`Exhibit 2006
`4/25
`4/25
`
`
`

`

`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 3 019
`
`US 8,217,612 B2
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`US. Patent
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`Jul. 10, 2012
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`Sheet 4 0f 9
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`US 8,217,612 B2
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`US. Patent
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`Jul 10, 2012
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`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 6 019
`
`US 8,217,612 B2
`
`
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2006
`Exhibit 2006
`8/25
`8/25
`
`

`

`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 7 019
`
`US 8,217,612 B2
`
`PINCH ZONE
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2006
`Exhibit 2006
`9/25
`9/25
`
`

`

`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 8 019
`
`US 8,217,612 B2
`
` 200
`
`
`
`MOTOROPERATIONENGINEERINGUNITS
`
`PATENTED THRESHOLD — OBSTACLE DETECTION
`
`INVENTIVE THRESHOLD - OBSTACLE DETECTION FUNCTION
`————————————————————————————————————————————————————————————————————————————————————— -
`NOMINAL UPPER RANGE
`
`NOMINAL MOTOR OPERATION FUNCTION
`------------------------------------------------------------------------------------- -
`
`NOMINAL LOWER RANGE
`
`1000
`
`2000
`
`3000
`
`-
`
`Flg.5
`
`TIME ms or POSITION
`
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`
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`UUSI, LLC
`UUSI, LLC
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`Exhibit 2006
`10/25
`10/25
`
` 0
`
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`
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`STARTUP
`ENERGIZATION
`
`PER SPEED
`
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`
`250
`
`

`

`U.S. Patent
`
`Jul. 10, 2012
`
`Sheet 9 019
`
`US 8,217,612 B2
`
`
`
`MOTOROPERATIONENGINEERINGUNITS
`
`
`
`
`
`
`
`0
`
`PATENTED THRESHOLD—OBSTACLE DETECTION
`
`ADAPTIVE THRESHOLD—OBSTACLE DETECTION FUNCTION
`
`1000
`
`2000
`
`3000
`
`F. 6
`
`TIME (ms) or POSITION
`
`PATENTED THRESHOLD—OBSTACLE DETECTION
`
`ADAPTIVE THRESHOLD—OBSTACLE DETECTION FUNCTION
`
`_________________________________________________________________I!9T9'3__QE§FAF9PIT_WN°.T'°N
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`
`1000
`
`2000
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`3000
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`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2006
`Exhibit 2006
`11/25
`1 1/25
`
`
`
`
`
`
`
`MOTOROPERATIONENGINEERINGUNITS
`
`

`

`US 8,217,612 B2
`
`1
`COLLISION MONITORING SYSTEM
`
`CROSS REFERENCE TO RELATED
`APPLICATIONS
`
`10
`
`The present application is a continuation ofapplication Ser.
`No. 10/100,892 which is a eontinuation-in-part ofapplication
`Ser. No. 09/562,986 filed May 1, 2000 which is a continua-
`tion-in-part of application Ser. No, 08/736,786 to Boisvert et
`al. which was filed 011 Oct. 25. 1996, now U.S. Pat. No.
`6,064,165 which was a continuation of US. 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 liledApr. 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 US. Pat. No, 5,952,801 to Boisvert et al, which
`issued Sep. 14, 1999. This application also claims priority
`from US. Provisional application Ser. No. 60/169,061 filed
`Dec. 6, 1999 which is also incorporated herein by reference.
`
`FIELD OF THE INVENTION
`
`The present invention concerns motor driven actuator con-
`trol systems and methods whereby empirically characterized
`actuation operation parameters are subsequently monitored.
`BACKGROUND
`
`Lu v.
`
`40
`
`Safety Administration
`Traffic
`National Highway
`(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 1 l 8
`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 difiiculty 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 ofthe 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
`wheels, aerodynamic controls, hydrodynamic controls, and
`much more. One exemplary embodiment of primary empha-
`
`60
`
`2
`sis for this disclosure concems an automatic powered actuator
`as a motor vehicle stmroof panel.
`in accordance with one
`An exemplary system built
`embodiment of the invention implements position and speed
`sensing is via electronic motor current commutation pulse
`sensing ofthe drive motor. Motor current commutation pulse
`counting detection means and counting correction routines
`provide improved position and speed accuracy.
`In one exemplary embodiment, stored empirical parameter
`characterizations and algorithms adaptively modify obstacle
`detection thresholds during an ongoing actuation for
`improved obstacle detection sensitivity and thresholds result-
`ing in quicker obstacle detection with lower initial force,
`lower final pinch force and reduced occturences of false
`obstacle detection.
`An exemplary embodiment ofthe collision sensing system
`uses a memory for actuation speed measurement, motor cur—
`rent measurement, and calculations of an ongoing actuation
`with real time adaptive algorithms enables real time running
`adaptive compensation of obstacle detection thresholds.
`BRIEF DESCRIPTIONS OF THE DRAWINGS
`
`FIG. 1 is a block diagram schematic ofthe components of
`an exemplary embodiment of the present invention;
`FIGS. 2A-2D are schematics of circuitry for controlling
`movement and sensing obstructions ofa motor driven panel
`such as a motor vehicle sunroof;
`FIG. 3A is a plan view depicting an optical sensing system
`for monitoring an ob struction in the pinch zone of a moving
`panel such as a motor vehicle sunroof;
`FIG. 3B is a front elevation view of the FIG. 3A optical
`sensing system;
`FIG. 3C is a plan view depicting an optical system with
`moving optics for monitoring an obstruction at the leading
`edge of a moving panel such as a motor vehicle sunroof;
`FIG. 3D is a front elevation View of the FIG. 3C optical
`sensing system;
`
`FIG. 3E is a plan view depicting an optical sensing system
`with moving optics, flexible optic fiber, remote IR emission.
`and remote IR detection for monitoring an obstniction at the
`leading edge of a moving panel such as a motor vehicle
`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
`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
`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 mea surements taken by a controller
`during successive time intervals and operation ofa monitored
`panel drive motor.
`
`BEST MODE FOR PRACTICING THE
`
`
`INVENTION
`
`FIG. 1 shows a functional block diagram of an actuator
`safety feedback control system 1 for monitoring and control—
`ling movement of a motor driven panel such as a motor
`vehicle sunroof. A panel movement controller 2 includes a
`commercially available multipurpose microcontroller IC (in-
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2006
`Exhibit 2006
`12/25
`12/25
`
`

`

`US 8,217,612 B2
`
`3
`tegrated circuit) with internal and/or external FIFO memory
`andjor RAM (Random Access Memory) 2a and ADC (ana—
`log-to-digital-converter) 2b.
`Eight-bit word bytes, eight-bit counters, and eight-bit ana-
`log-to-digital conversions are used with the exemplary con-
`troller 2. It should be fully realized, however, that alternative
`word lengths may be more appropriate for systems requiring
`different parameter resolution Larger word bytes with
`equivalent ADC resolution enables greater resolution for
`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-
`roofpanel 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 ellect.
`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.
`
`Optical Obstacle Detection
`Obstacle detection by actual physical contact and/or pinch
`force with human subjects is somewhat unnerving to some
`individuals. For improved system safety and user comfort, the
`preferred system utilizes non—contact detection of obstacles
`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
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`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
`38, at least one IR emitter 1 00 and at least one IR detector 1 02
`are separated from each other by a sunroofpinch 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 sunrooftravel.
`The detector and emitter are Iixed 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 fieldbetween 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 irmnediately ahead of the front moving edge of the
`moving portion ofa sunroof. As shown in FIGS. 3C and 31),
`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 sunroof103 . 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
`1 00 and the detector 1 02 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 contac
`brushes cooperating with conductive traces on the moving
`panel. Power and signal are optionally both transmitted over
`
`the same conductors. FIG. 33 shows an alternative means to
`supply 1R emission to receive 1R detection from the fron
`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 terminatec
`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 o
`the position of the moving sunroof.
`Alternate, non-preferred means of obstacle detection
`include sensing back reflection from a reflective surface 0
`radiation emitted from an emitter, electric field sensing o
`
`
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2006
`Exhibit 2006
`13/25
`13/25
`
`

`

`5
`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
`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.
`IIighly directional IR optical lenses and/or aligned polar-
`ized Iilters 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 o
`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 reflectec
`sunlight to be “seen” by the detector. Sun IR power levels can
`saturate the detector output signal level so that obstacle block-
`age of the pulsed IR emitter signals is not reliably sensed.
`Under such unusual “white out” circumstances, the IR optica
`system is disabled by the panel controller 2 until the sunroo
`actuator is nearly closed, at which position ambient IR noise
`is shielded by the sunroof. Thus, the complete emitter-detec-
`tor IR coupling is made more reliable for the last movement 0 '
`pinch point closure. Complete body blockage of the IR cou-
`pling path between the emitter and detector is not a “white
`out” condition, although ifthe body is blocking both ambien
`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 fotuid to be unreliable by high ambient levels of IR, the s
`disclosed sensing of hard and/or soft obstacles by motor
`current monitoring is always active as a redtmdant obstacle
`detection means.
`Detailed Schematic
`The controller schematic shown in FIGS. 2A-2D imple-
`ments collision sensing in one form by activating a light
`emitting diode 10011 which emits at periodic intervals. In the
`event the infra red radiation is not sensed by a photo transistor
`detector 1020, the controller 2 assumes an obstruction and
`deactivates the sunroof motor M. There is also a redundant
`and more reliable obstacle detection means for detecting
`obstacles based upon sensed motor operation parameters.
`The preferred controller 2 is anAtmel 8 Bit microprocessor
`having 8 Kilobytes of ROM and includes 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
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`US 8,217,612 B2
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`which are activated to control movement of the sunroof. The
`inputs are similar to now issued US. Pat. No. 5,952,801 to
`Boisvert et al, which describes the functionality of those
`inputs. Limit switch outputs 50, 5d, Se are also monitored by
`the controller 2 and used to control activation of the sunroof
`drive motor.
`The schematic depicts a clock oscillator 110 for providing
`a clock signal of 6 MHZ for driving the microprocessor
`controller 2. To the upper left of the oscillator is a decoupling
`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
`of5 volts (VCC) is provided by a voltage regulator] 22 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 ampliliers which require higher voltage than the live
`volt VCC logic circuitry power signal. At the extreme right
`hand side of the schematic ol'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 microprocessortums
`on the transistor 138, the V—SW output goes to battery voltage.
`The V—SW output is connected to a voltage regulator (no
`shown) which generates a DC signal that is supplied through
`out the circuit for operation ofthe various operational ampli
`fiers.
`The microprocessor controller2 also has two motorcontro
`outputs 150, 152 whichcontrol two switching transistors 154,
`156, which in turn energize two relay coils 132, 134. The
`relay coils have contacts 162, 164 coupled across the motorIV
`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 relates to provide output power at an outpu
`shaft for moving the sunroof or other panel along a path 0
`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 anc
`forth along its path of travel in the exemplary embodiment o
`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—
`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
`
`
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2006
`Exhibit 2006
`14/25
`14/25
`
`

`

`US 8,217,612 B2
`
`10
`
`7
`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
`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. ln
`response to receipt of the photo detector signal, this signal
`oscillates and this oscillating signal in tum 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
`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 generate