`
`3‘25" #00 M1513) /
`
`
`POWER WINDOW OR PANEL CONTROLLER
`
`The present invention concerns a control system for use in activating a
`- motor driven window or panel. One example of such a window or panel is a
`motor vehicle sunroof.
`)
`
`Background Art
`
`National Highway Traffic Safety Administration Standard 118 contains
`
`regulations to assure safe operation of power operated windows. Standard 118 has
`been amended to apply to power operated roof panels.
`It establishes require-
`ments for power window control systems located on the vehicle exterior and for
`
`remote control devices. The purpose of the standard is to minimize the risk of
`personal injury that could result‘if a limb is caught between a closing power
`operated window and the window frame. The changes to Standard 118 become
`effective September 1, 1992. Amended Standard 118 states that the maximum
`force allowable during an auto closure is to be less than 22 pounds onto a solid
`cylinder having a diameter of between 4 and 200hmillimeters.
`Certain problems have been identified with operation of existing power
`window controls. One problem is an undesirable shutdown of the power window
`control.
`It is also desirable to detect a soft obstruction in the window travel path
`as well as a hard obstruction. The gasket area of the window which avoids water
`
`seepage into the vehicle can present a problem to the design of a power window
`control, since the window or panel encounters different resistance to movement in
`the gasket region. An additional problem is detection of an obstruction when the
`motor is first activated.
`
`Disclosure of the Invention
`
`UUSI, LLC
`
`Exhibit 2012
`
`The present invention provides method and apparatus for controlling
`operation of motor vehicle power window systems as well as power roof panels.
`The control system of the invention includes a sensor, which provides absolute;
`
`WEBASTO
`ROOF
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`SYSTEMSJNC.
`
`Petitioner
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`'v
`UUSLLLC
`1 Patent Owner
`
`Case:
`
`|PR2014-00650
`
`Patent:
`
`7,579,802
`
`1&0
`
`

`

`
`
`2
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`position, speed and direction of movement, and a control circuit for controllably
`activating a motor to move a window or panel.
`In accordance with one embodiment of the invention, the control circuit
`activates the motor to move a window or panel along a travel path and de-
`' activates the motor if an obstacle is encountered by the window or panel. Striking
`an obstruction causes the motor current to rise since the energy supplied by the
`battery15 no longer dissipated1n rotating the motor shaft. A motor sense circuit
`coupled to the control circuit senses the motor current as the motor moves the
`window or panel along its travel path.
`
`In accordance with one aspect of the invention, the control circuit monitors
`
`motor current from the motor sense circuit and times a start--up interval each time
`the motor is energized. The control circuit compares sensed motor current after
`the start--up interval with a predetermined motor current and stops the motor if
`the sensed motor current exceeds the predetermined motor current. This will
`detect an attempt to start movement with an obstruction next to the window or
`panel
`
`In accordance with an additional aspect of the invention, the control circ 't
`momtors and saves an 1nd1cat1on of motor current vs. pos1tlon during a eahbzatmg.
`sequence. As the motor moves the window or panel subsequent to the calibration
`sequence, the control circuit compares sensed motor current with motor currents
`sensed during the calibration sequence.
`If too large a deviation in motor current is
`I sensed, the control circuit stops the motor.
`
`The control circuit updates the profile of current vs. position as the window
`or panel is opened and closed. This updating assures that as the window or panel
`drive mechanism changes with use, the control circuit maintains an up-to-date
`profile for detecting obstructions.
`
`These and other features of the invention are described below in the best
`mode for practicing the invention, which is described in conjunction with the
`accompanying drawings.
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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`2/20
`2/20
`
`

`

`tion of the Drawin s
`/
`{
`Figures 1A and 1B are schematics of a power window or panel control
`_._‘_—>W
`W‘A,1
`circuit construzted/in accordance with the present invention;
`is a schematic of a position sensor circuit that utilizes a Hall Effect
`_ Figure
`' device to sense w en a sunroof panel is in a park position;
`
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`Brief Descri
`
`Figure Si/s: power supply for providing regulated power to the Figures 1A
`and 1B circuit; /’
`Figure 4 is an interface for coupling inputs to a microprocessor depicted in
`Figure 1B; and /
`Figure 5 is a schematic showing pulses produced by a motor shaft encoder
`that monitors position, speed, and direction of travel of said window or panel.
`
`Best Mode for practicing the Invention
`
`Turning now to the drawings, Figures 1A and ]B depict a circuit 10 for
`activating a dc. motor 12 having an output shaft coupled to a transmission that
`
`moves a window or panel in a motor vehicle. A pulse width modulation activation
`of the motor windings controls the speed of motor output shaft rotation as the
`
`motor opens or closes the window or panel. When used to operate a power
`sunroof the control circuit 10 can open the sunroof, close the sunroof, and also tilt
`open the sunroof to a vent position. The preferred embodiment of the invention
`
`concerns a power operated sunroof but other panels or windows could be actuated
`using the disclosed control circuit 10.
`
`Motor energization is accomplished by controlled actuation of a solid state
`device (semiconductor) Field Effect Transistor (FET) 20 (Fig 1B) which could also
`be a transistor, triac, or SCR whose conductive state is controlled by a micro-
`processor controller 22. Although a microprocessor controller 22 is used in the
`preferred embodiment of the invention, hard-wired circuitry could be used to im-
`plement the disclosed controlled motor energization.
`
`Power is applied to the motor 12 from the motor vehicle battery. As seen
`in Figure 1A a battery input 24 is coupled through a resistor 26 to one of two
`single pole double throw relays 30,32. When one or the other of the contacts
`30a,323 of the relays 30, 32 are closed, a current path from the battery input 24
`
`I
`
`
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`3/20
`3/20
`
`

`

`
`
`
`
`4
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`through the motor windings to ground is controlled by the conductive state of the
`FET 20.
`
`Power Supply
`
`A power supply 40 depicted in Figure 3 supplies a regulated voltage for
`powering the circuit 10. The power supply also protects the circuit 10 from
`external transients which could cause failure of the circuit 10. A metal oxide
`varistor 42 is used as a transient suppressor and a diode 44 protects the control
`circuit 10 from inadvertent reverse battery connection.
`An ignition input 46 is used to control the condition of the power supply 40.
`When the ignition input goes high in response to the motorist actuation of the
`ignition key to either run,start,0r accessory position, the high signaliis transmitted
`through a diode 48 to a gate input of a transistor 50. This causes a second
`transistor 52 to conduct which applies the battery voltage to a voltage regulator 54'
`An output from the regulator 54IS a regulated voltage VCC for powering the
`circuit 10.
`
`The power supply 40 is temporarily latched into operation for a time after
`the ignition signal has been removed when the user switches the ignition off. A
`diode 60 is connected to an output from the controller-and latches the power
`supply 40 in the on condition. Latching of the power supply allows the circuit 10
`to automatically c105e the power sunroof after the ignition key is tumed to an off
`position. An advantageous feature of activating the power supply 40 and hence
`the circuit 10 only when the ignition is switched on is to reduce quiescent, current.
`
`W
`
`Figure 4 depicts an interface 62 that couples additional signals to the circuit
`10 by means of a series of pull-up resistors 64a - 64g. The input designations on 7
`the left of Figure 4 are active when they are pulled low. Corresponding labels are
`seen at the left of Figure 1B. The inputs are summarized here and referred to
`below in describing detailed operation of the circuit 10.
`An open input 661s a momentary type input activated by the motorist and
`is used to open the sunroof. A close input 6818 also a momentary type input and
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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`4/20
`4/20
`
`

`

`5
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`is used to close the sunroof. A vent input 70 is a momentary type input and is
`used to move the sunroof to a vent position. Two phase inputs 72,74 are inputs
`that are connected to a position encoder. The phase inputs are toggled in a
`quadrature fashion and are used toprovide sunroof panel speed, direction, and
`I position feedback to the microprocessor 22.
`Figure 5 depicts representative phase 1 and phase 2 signals from a motor
`shaft encoder,however, other pesition sensors such as a potentiometer or linear
`encdder can be used. At a given sampling time, the status of the two phase inputs
`is either 00, 01, 10 or 11. The transition states of these inputs allow the controller
`22 to determine motor rotation direction If the phase signals change, for
`example, from a 00 state to a 10 state, the motor is rotating in one sense. If the
`transition is from a 00 state to a 01 state, rotation is in an opposite. sense. By
`monitoring the rate of change of the pulses, the controller 22 also determines
`motor speed. Finally, by counting pulses received as the sunroof moves from a
`park or c105ed position, the controller 22 can determine the position of the
`sunroof.
`
`Motor Direction
`
`In addition to controlling the pulse width modulation of the motor 12 the
`microprocessor controls the direction of motor actuation. Two microprocessor
`outputs 80,82 are used to activate Darlington switching transistors 84,86. When I
`one transistor 84'1s active an associated relay coil 30b is energized and the battery
`input 241s coupled through the contact 30a to a motor terminal 12a. When the
`transistor 84 is not conducting, the coil 30b1s not energized and the contact 30a
`couples the motor terminal 12a to the FET 20.
`
`The Darling transistor 86, coil 32b and contact 32a are similarly configured
`to selectively connect the battery and FET connections to the motor terminal 12b.
`The outputs 80,82 from the microprocessor 22 can also be pulse width modulated
`to decrttzjase motor drive torque as well as regulate the motor speed. When both
`coils 30$,30b are energized the motor windings are shorted to produce a braking
`effect.
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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`5/20
`5/20
`
`

`

`t
`
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`v6
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`33
`A position encoder/8fproduces the phase 1 and phase 2 signals for mon-
`itoring the speed, direction of movement and position of the sunroof. As seen in
`Figure 1B the two phase inputs are coupled to four exclusive OR gates 90- 93.
`These gates provide an interrupt signal to the controller 22 during a change of
`I status of either of the two input phases 72,74. Two gates 91,92 are configured as
`one-shots which provide a pulse on both the leading and falling edges of their
`respective inputs The output from these two one--shots are "ORED" together by
`the gate 93 and coupled to a non-maskable interrupt of the microprocessor.
`
`-
`
`Control Operation
`The following summarizes the different functions the controller provides in
`actuating the motor 12 So called manual mode15 achieved by the motorist
`actuating either an open, close, or vent key (not shown) for at least a predeter-
`mined interval to pull one of the three inputs 66,68,70 low (Fig. 4). Whenin
`manual mode the microprocessor 22 provides 100% power to the motor 12 to
`move the sunroof in a direction that is requested, unless the sunroof is found to
`already be in the selected position. Thercontroller/ZZ removes power to the
`motor 12 to prevent damage once the sunroof has reached its requested des-
`tination.
`
`In a so--called expressmode of operation, the motorist may depress any one
`of the open, close, or vent keys for less than a preset time period. This causes the
`sunroof to begin moving until either the roof has reached its destination, an
`obstruction is encountered, or the user presses another key to interrupt the
`express mode selection.
`If the motorist chooses to stop the movement during the
`express mode, he or she presses any one of the open, close, or vent keys.
`As battery voltage increases, the amount of power provided to the drive
`motor 12 also1ncreases.
`If 100% power is applied to the motor, the motor speed
`will also increase, causing the window or panel to move at a faster rate As the
`speed of the window or panelincreases, the obstruction detection algorithm
`(discussed below) of the controller 22 has less time to detect an obstruction. and to
`stop the motor.
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`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`6/20
`6/20
`
`

`

`7
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`,1":
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`To maintain a motor speed which is slow enough to allow the controller to
`detect and respond to an obstruction, battery voltage is monitored by the control-
`ler 22. The controller responds to changes in battery voltage and adjusts the
`_ amount of power applied to the motor 12. This is accomplished by varying the
`pulse width or duty cycle of motor energization via the FET 20 activation signal.
`In the vent position the controller 22 can be activated to "nudge" the
`sunroof into a series of stepped positions which provides more precise roof
`positioning. When in the manual mode this nudging feature is active once the roof
`has reached the vent area. The vent will open to a first nudge pOsition and stop.
`If the vent key is held longer than a timeout period the roof will nudge to the next
`level. This continues until the vent cycle is stopped manually by the user or a full
`vent position is reached. The nudge feature is only enabled while the roof is
`traveling toward the vent position. When moving the roof toward al‘park position,
`the manual mode functions normally.
`
`Current Sense
`
`V
`As the motor 12 is activated by switching on and off the field effect
`transistor 20, current through the motor Winding is sensed. A resistor 26 develops
`a voltage drop due to the current passing through the motor. windings and this
`voltage is coupled to an operational amplifier 110 having an output which am—
`plifies the voltage drop across the resistor 26. The operational amplifier 110 is
`configured as a differential amplifier.
`.
`The motor current signal output from the amplifier 110 contains undesired
`armature noise which is filtered from the output. This filtering is accomplished by
`an amplifier 112 whichIS configured as a second order low~pass filter. An output
`114 from the filter amplifier 1121s coupled to an analog to digital converter 116.
`The signal at the output 114 is converted to an 8-bit digital signal and coupled to
`the controller 22.
`
`The pulse width modulation applied to the FET 20ls at a frequency of
`greater than one kilohertz. This15 greater than the armature current noise and .
`allows the motor current signal to be transmitted through the low-pass filter.
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`§—_————_——_
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`7/20
`7/20
`
`

`

`8
`
`In addition to monitoring motor current, the controller 22 monitors battery
`voltage. An input 120 to the analog to digital convertor 116 is converted to an 8-
`bit signal and transmitted to the controller. The signal at the input 120 is derived
`from a voltage divider 124 coupled to the battery voltage VBATI‘ and is used in
`' determining pulse width modulation activation for the FET 20 as a function of
`battery voltage.
`
`Calibration
`
`To allow the controller 22 to perform the above functions it must first be
`calibrated. The calibrationstep need only be performed the first time power is
`applied to the circuit 10, subsequent to a power failure, or if the physical charac-
`teristics of the sunroof change.
`If calibration has not been performed an auto
`closure and express features are inhibited.
`‘
`k
`
`The motorist initiates a calibration sequence by pressing both the open and ,
`close keys simultaneously before actuating the ignition. The user must keep both
`keys depressed through the entire calibration process. When in the calibration
`
`mode the controller will learn all information it needs for a particular sunroof to
`which it is connected.
`
`A first step of the calibration sequence is to move the sunroof panel from a
`park or closed position to the full vent position. The controller 22 knows when
`
`the sunroof panel is in the closed position by monitoring an output 130 from a
`Hall Effect sensor 132. A Hall Effect output goes low when the sunroof panel is '
`in the parked position. This guarantees that the roof is in a known position. The
`controller records the physical position once the motor stalls. The sunroof panel is
`then moved to the full open position and this physical position is recorded. These
`steps allow the controller 22 to adjust its operation for various lengths of travel.
`The controller 22 next again returns to the full vent position and again records
`this position. The calibration sequence ends by returning the sunroof to the park
`position. During the calibration sequence, the controller 22 develops a signature
`or profile for the motor current as the sunroof is being closed. Use of the
`signature or profile to detect obstructions is discussed below.
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`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`8/20
`8/20
`
`

`

`9 m
`
`To detect an obstruction when the sunroof panel is closing, the controller
`22 measures the battery voltage, motor current, absolute position 0f the sunroof,
`and the speed at which the roof is traveling.
`In order to detect an obstruction the
`controller must first be trained to the roof which it will be operating Once the
`controller is placed into the calibrate mode it will begin to record the motor
`current for every inch of sunroof travel. This information1s placed into a table in
`controller memory which is referred to as a template. When the obstruction
`detection algorithm is active, motor current is measured every two milliseconds
`and compared against the template value.
`
`The comparison has a window threshold which is plus or minus 37.5% of
`the template value.
`If the sensed current falls within the window, the value is
`interpreted to be normal and1s then used to update the template value. The new
`template value1s calculated to be twice the old value plus the current reading all
`divided by three. In equation form:
`V
`NewValue = [2(OldValue) + CurrentReading]/3
`This is a weighted average where new reading contributes one third of the
`total new value. This method 0f checking to see if the current reading falls with a
`window is only used to check for a soft obstruction and is chosen due to the
`response time of the algorithm versus the speed of the sunroof.
`Adapting the template values to existing conditions can avoid undesired
`shutdowns caused by changes1n temperature, mechanical wear, or sunroof
`mounting. By updating the template, the controller changes its own obstruction
`sensing characteristics with time.
`
`To detect a hard obstruction a different control algorithm is used that has a
`faster response time. This algorithm also reads the motor current every two mil-
`liseconds. The data is stored into a first in, first out (FIFO) buffer which is twenty
`values deep. This allows the controller 22 to look back in time 40 milliseconds in
`order to detect a rapid change in motor current. A maximum slope of sensed
`motor current is defined to detect an obstruction based on a percentage of the
`template value.
`In the equation below, the Template Value is the motor current
`
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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`9/20
`9/20
`
`

`

`10
`
`reading at the then current position sensed during the calibration sequence and
`the FIFO Value is the sensed current at a time 40 milliseconds earlier.
`CompareValue = .187(TemplateValue) + FIFOValue
`
`If the current value of sensed current is greater than the compare value, an
`obstruction flag is set and the motor is de-energized. One problem that the -
`controller addresses is the fact that the sunroof could be traveling at such a rate of
`speed that would not allow the controller to reverse the direction fast enough to
`meet the 22 pound force standard.
`
`The roof speed is regulated based upon battery voltage. This is a primary
`function of the pulse width modulation output from the controller. By varying the
`duty cycle of the modulation applied to the gate of the FET 20 the speed of the
`motor is controlled as a function of sensed battery voltage. The greater the
`battery voltage the smaller duty cycle that is needed to achieve a particular speed.
`
`Motor Start-U
`
`If the sunroof is resting against an obstruction and then activated the
`normal obstruction techniques described previously will not work since the sensed
`motor current does not reach its template value instantaneously. When the
`i
`controller 22 first energizes the motor 12 it supplies a 100% duty cycle pulse of
`power to the sunroof drive motor 12 for a short duration of 50 milliseconds. This
`time is chosen because it is short enough that the force on an object in contact
`with the sunroof will not reach 22 pounds in this interval. At the end of this short
`duration the motor current is sensed.
`If the motor current is greater than the
`normal start current measured during calibration then an obstruction has been
`detected. This procedure works even if the roof has a preloaded force on it.
`After the first 50 milliseconds the controller pulse width modulates the
`motor from a low power level to a desired speed by ramping linearly up to the
`desired speed over a time interval of 450 milliseconds. By continuously varying the
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`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`10/20
`10/20
`
`

`

`11
`
`motor torque during start-up, the controller 22 detects an obstruction using the
`rate of speed of the motor.
`
`Auto closure of the sunroof panel is achieved whenever an auto closure
`
`input 150 is grounded by the motorist and the ignition input 46 is removed.
`
`If the auto
`Ignition signal presence is sensed by an input 152 to the controller 22.
`closure input 150 is left ungrounded when the ignition is removed, the sunroof
`panel will remain in its present position. A fifteen second delay allows the user to
`close the sunroof after the ignition signal has been removed from the controller
`
`input 152. During this time the user can actuate the close input key to close the
`sunroof without having to return the key to the ignition.
`If the ignition key is
`switched again during the fifteen second timeout the controller returns to its
`
`normal operation. If the ignition signal is removed during an operation the
`controller will continue and complete the operation before stopping.
`The preferred controller is a 6801 microprocessor having a 2-kilobyte read ,
`only memory operating system. Appeadicas—Afl—are—subreminekfimmm
`
`
`
`r te ing for a so—called "soft" obstruction.
`
`initially actuated.
`
`Appendix D is a my
`/
`Appendix E Wutine for testing for a "hard" obstruction.
`Appydif/F is a routine that updates the profile of current v. position.
`fl/Append-ix G is a routine for stopping the motor when an obstruction is
`
`,/
`sed.
`
`s
`
`While the present invention has been described with a degree of par-
`ticularity it is the intent that the invention include all alterations and modifications
`from the disclosed design falling within the spirit or scope of the appended claims.
`
`
`
`10
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`15
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`20
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`25
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`30
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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`11/20
`11/20
`
`

`

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` ravel path and tie-activating the motor if an obstacle is encountered by the
`window or panel comprising:
`a) motor sense means for sensing the motor current as; e motor moves
`the window or'panel along a travel path;
`/
`b)
`switch means for energizing the motor with’lan energization signal ; and
`,
`c) control means coupled to the switghnheans for controllably energizing
`the motor comprising:
`Me”!
`i) means for monito‘ringxmotor current from the motor sense means;
`ii)
`timer meansyfor timing a start-up interval after motor ener-
`X/
`>
`'
`iii) mpa’ris for comparing sensed motor current after the start-up
`interval with a[predetermined motor current; and
`V/iv) output means coupled to said switch means for stopping the
`moto "fit/h: sensed motor current exceeds the predetermined motor current
`
`gization;
`
`'
`
`he-start—u-puintemly
`
`
`flntrol means comprises a
`memory for storing a plurality of .
`,
`t
`c
`nts sensed by the motor sense means
`and wherein the means f Wfim/flfimhefihe predetermined motor
`current from values/ornitor currents stored in the memory.
`
`05 ave] path and for de-activating the motor if an obstacle is enc
`
`the window or panel along a treaye/lp '
`/
`b) switch means for 9n rgizing the motor with an energization signal ; and
`c) control megs/coupled to the switch means for controllably energizing
`the motor Can:
`
`5
`
`——————_———_—_—UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`12/20
`12/20
`
`

`

`4’5
`
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`ehergization during a calibration sequence to define a motor current prgi-le’fifth’:
`window or panel;
`-
`/.
`
`ii) means for monitoring motor current from’the motor sense means
`' during the calibration sequence and storing the-motor current profile as a function
`of a position of said window or panel‘alor‘igfiits travel path;
`iii). means for comparing sensed motor current and position with
`the motor current profilewfand
`iv) output means coupled to said switch means for stopping motor
`energization ,jfa't‘he sensed motor current deviates from the motor current profile
`more/than’a threshold amount.
`
`he controller includes means for
`WEeappa/ratuspfw '
`comparing a value from the motorcurrent profile with a present motor current
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`from the motor c
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`rent‘profile value b more than a predetermined amount.
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`reading and deactivating thearr'iotor if twat motor current reading differs
`
`K apparatus of Claim 3 wherein the controller includes a buffer for
`storing re nt motor current readings, means for combining one of said recent
`motor c rrent reactings and a motor current profile value for the window or
`present position to form a rate of change limit and means for comparing K
`
`resent motor current with the rate of change limit and de-activating the
`ni£~the~prssentvmotereeumr€m€dfimfi53fmange~fimfi
`9
`:9.)
`g! The apparatus of Claim 2 additionally comprising a sensor for gen-
`erating a sequence of pulses as the motor moves the window or panel along the
`travel path and wherein the control means includes means for monitoring receipt
`of said sequence of pulses to determine the position of the window or panel.
`pi
`i
`f The apparatus of Werem the control means additionally
`comprises means to inhibit de-activation of the motor as the motor moves the '
`window or panel into contact with a gasket.
`
`the
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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`13/20
`13/20
`
`

`

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`ravel path and for de--activating the motor if an obstaclelS encounteredwby the
` window or panel comprising the steps of:
`A
`a) controlling motor energization during a calibration sequence to define a
`' motor current profile of the window or panel;,
`b) monitoring motor currentduringthe calibration sequence and storing the
`motor current profile as a functionof a position of said window or panel along its
`,r'
`travel path;
`I"
`c) comparingsensed motor current with the motor current profile as the
`motor moves the window or panel; and
`/
`d)stopping motor energization if the sensed motor current deviates from
`Mmtoracurrenkpnofilghmgrgthaurathresh 1d amoligt.
`a,
`5
`K The method of Mmprising the additional step of monitoring a
`series of sequential motor current values, storing the series of motor current values
`in a memory, comparing a just sensed current value with a threshold current value
`that is a function of a value of motor current from the calibration step and a
`recently stored motor current value and de-activating the motor if the just sensed '
`current value deviates too far from the threshold current value.
`
`5
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`com ares a motor
`, The method of Claim wherein the com arin ste
`start-up current after a predetermined start-up interval with a start-up current
`measured during the calibration sequence.
`
`
`8 wherein the monitoring motor current step
`11 The method of Cla
`LI,)’Z)mprises the step of gent/2r ting a series of pulses as a motor shaft rotates and
`0/ determining a posgl/yfifthe window orpanel from a park position by counting
`
`pulses as the wigglw or panel moves from the panel position.
`,5
`
`If. The method of Elai’rnfiadditionally comprising the step of periodically
`sensing a battery voltage used to energize said motor and pulse width modulating
`a motor energization signal to limit the speed of the window or panel.
`
`1““
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`14/20
`14/20
`
`

`

`
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`travel path comprising:
`
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`
`a) current sense means for sensing motor current as the mot
`window or panel along a travel path;
`
`oves the
`
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`./
`
`i) means for monitonifig motor current from the motor sense means;
`ii) means for
`' nitoring the encoder output and updating a position
`
`of the window or panel/b sed upon receipt of said encoder output;
`iii)fleans for comparing sensed motor current pulses with a motor
`w
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`current template that changes w1th the posrtion of the w1ndow or panel; and
`A
`iv) output means coupled to said switch means for activating the
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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`15/20
`15/20
`
`

`

`
`
`(6]
`
`w sunroof. The disclosed controller senses both hard and soft obstructions and de-
`' activates a motor that moves the sunroof when an obstruction is detected. The
`controller also senses obstruetions during start-up of the motor and regulates the
`speed of the Window or panel by pulse width modulating motor energization
`signals.
`
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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`16/20
`16/20
`
`

`

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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`17/20
`17/20
`
`
`

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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`18/20
`18/20
`
`
`
`

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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`19/20
`19/20
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`UUSI, LLC
`UUSI, LLC
`Exhibit 2012
`Exhibit 2012
`20/20
`20/20
`
`