US 6,686,669 B1
`(16) Patent N0.:
`(12) United States Patent
`Knab et al. Feb. 3, 2004 (45) Date of Patent:
`
`
`
`U3006686669B1
`
`(54) METHOD AND DEVICE FOR OPERATING
`AN ADJUSTING DRIVE IN A MOTOR
`VEHICLE
`
`(75)
`
`.
`'
`.
`Inventors go]??? EnfibfiAfificn‘gmfiflfig’
`3 '
`1° ae
`a
`9’
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`(
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`(73) A5519“: R‘me" B056“ GmbH’ Stung?“ (DE)
`
`( * ) Notice:
`
`(21) Appl. No.:
`(22) PCT Filed:
`
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 0 days.
`09/646,375
`Nov. 18, 1999
`
`(86) PCT N0:
`
`PCT/DE99/03660
`
`§ 371 (CXD’
`(2), (4) Date:
`
`Nov. 1, 2000
`
`_
`(87) PCT Pub. NO" W000/43227
`PCT Pub. Date: Jul. 27, 2000
`
`............... 701/49
`5/2000 Pruessel et al.
`6,070,116 A
`10/2000 Liu .................
`.. 701/49
`6,138,008 A
`
`318/287
`5/2001 Uebelein et al.
`6,236,176 B1 *
`
`.. 701/49
`6,298,295 B1 * 10/2001 Tyckowski
`318/465
`6.329,779 Bl * 12/2001 Pimley et al.
`
`4/2002 McLennan et al.
`6,366,040 B1 *
`318/280
`
`.....
`.. 701/49
`6,408,238 B1 *
`6/2002 Lamm et a1.
`
`. 318/445
`6,456,027 B1 *
`9/2002 Pruessel
`.......
`6,472,836 B1 * 10/2002 Uebelein et a1.
`.. 318/445
`
`FOREIGN PATENT DOCUMENTS
`40 00 730
`8/1991
`40 20 351
`“1992
`196 1
`123
`7/1997
`295 1451 786
`10/1996
`10 054 175
`2/1998
`W0 96 35 036
`11/1996
`wo 97/39509
`* 10/1997
`
`.......... H02H/7/085
`
`DE
`DE
`DE
`DE
`JP
`W0
`wo
`
`* cited by examiner
`
`Primary Examiner—Brian Sircus
`Assistant Examiner—Roberto J. Rios
`(74) Attorney, Agent, or Firm—Kenyon & Kenyon
`
`(30)
`
`Foreign Application Priority Data
`
`(57)
`
`ABSTRACT
`
`(DE)
`
`......................................... 199 01 855
`Jail. 19, 1999
`G05B 5/00
`(51)
`Int Cl 7
`.
`.
`I
`I """""""""""""""""""" """"""
`(52) U'S' CL """""""""""" 307/9'1’ 307/10'1’ Slféjtfg’
`_
`/
`/
`.
`(58) Fleld 0f Sear/ch ................................. 307,2.1, 10.1,
`318’447’ 456’ 465’ 286’ 139’ 443’ 701/36’
`49
`
`(56)
`
`References Cited
`Us, PATENT DOCUMENTS
`
`3/1997 Georgm “““““““““““ 318/286
`576101484 A *
`4/1997 Jackson et a1.
`..
`318/286
`5,616,997 A *
`9/1998 Redelberger .....
`318/283
`5,801,501 A *
`5,982,124 A * 11/1999 Wang ...........
`318/286
`6,064,165 A *
`5/2000 Boisvert et a1.
`............ 318/465
`
`
`
`In a method for operating an actuating device in a motor
`vehicle including the steps of measuring an actuating force
`exerted by the actuating drive, comparing the actuating force
`to a limit force, and reversing the actuating drive if the limit
`force is exceeded, provision is made that, While the motor
`vehicle 15 being driven, the measured values Of the actuating
`force are filtered, prior to the comparison operation,
`in
`accordance with a first method, to suppress rapid changes in
`the actuating force on the basis of the path covered by the
`actuating drive, and, While the motor vehicle is at rest, with
`the engine turned off, in accordance with a second method
`where rapid changes are suppressed to a lesser extent than in
`the first method, or not filtered at all. A device for carrying
`out the method is specified
`'
`
`9 Claims, 1 Drawing Sheet
`
`.
`11 4
`
`.
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`5
`
`Contro| Circuit
`
`Comparator
`A 3
`
`UUSI, LLC
`
`Exhibit 2019
`
`
`
` WEBASTO ROOF
`Patent Owner
`
`Measurement
`transducer
`
`SYSTEMS, INC.
`
`Petitioner
`
`v.
`
`UUSI, LLC
`
`F'G-1
`
`Case:
`
`|PR2014-0065O
`
`Patent: 7,579,802
`
`1/4
`
`

`

`US. Patent
`
`Feb. 3, 2004
`
`US 6,686,669 B1
`
`
`
`
`Measurement
`transducer
`
`FIG. 2
`
`Filter arrangement
`5
`1o
`
`L2
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2019
`Exhibit 2019
`2/4
`2/4
`
`

`

`US 6,686,669 B1
`
`1
`METHOD AND DEVICE FOR OPERATING
`AN ADJUSTING DRIVE IN A MOTOR
`VEHICLE
`
`FIEID OF THE INVENTION
`
`The present invention relates to a method and a device for
`operating an actuating drive in a motor vehicle. Devices of
`this kind are used for controlling the actuating drives of
`window lifters, sliding sunroofs, etc.
`BACKGROUND INFORMATION
`
`10
`
`15
`
`Such a method and device, respectively, are described in
`German Patent No. 19615123. To be more precise,
`this
`document deals with a device and a method for electroni-
`cally monitoring an actuating drive mounted in a vehicle, the
`device monitoring an actuating force exerted by the actuat-
`ing drive to prevent the actuating force from exceeding a
`limiting value. The aim is to prevent injury to a person ,
`caught in the closing area of the window or sliding sunroof
`operated by the actuating drive, or damage to the actuating
`drive. In this context, the problem arises that external shocks
`which the vehicle is subject to, for example, due to uneven-
`ness of the road being driven on, interfere with the mea-
`surement of the actuating force by inducing inertial forces in
`the actuating drive or in the part actuated thereby.
`According to German Patent No. 19615123, the intention
`is for this problem to be solved by using the speedometer
`signal of the vehicle as input variable for the control of the
`actuating drive, namely in that a higher limiting value is
`input while the vehicle is being driven than while the vehicle
`is at rest.
`
`30
`
`However, this approach is not completely satisfactory.
`The moments of inertia induced by shocks can reach con-
`siderable levels. To prevent the closing-force limiter from
`responding incorrectly because of such a shock, the limiting
`value must be selected considerably higher while the vehicle
`is being driven than is desirable for effectively protecting
`persons from injuries.
`Afurther method and a device for operating an actuating
`drive in a motor vehicle are known from German Patent No.
`4000730. In the case of this method and this device, provi-
`sion is made to acquire a characteristic quantity having a
`relation to the actuating force of the part driven by the
`actuating drive, and to measure the path covered by the part.
`On the basis of this data,
`the characteristic quantity is
`differentiated with respect to path. The value of this deriva—
`tive is monitored, and the actuating drive is reversed or
`stopped when a limiting value of the derivative is exceeded.
`In this device, the exceeding of the limiting value which
`results in the stopping or in the reversing of the actuating
`drive does not necessarily coincide with the exceeding of a
`maximum closing force. Besides, the derivative necessarily
`responds to fast changes in force, as are caused in particular
`by exterior shocks, in a significantly more sensitive manner
`as the characteristic quantity from which it is calculated. To
`compensate for this, signal filtering is required in determin-
`ing the curve of the characteristic quantity.
`SUMMARY OF THE INVENTION
`
`The present invention provides a method and a device,
`respectively, for operating an actuating drive, allowing dis—
`turbances due to shocks to be suppressed in a manner
`adapted to the motional condition of the motor vehicle while
`complying with fixed limiting values of the exerted actuat-
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`LIILA
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`to
`ing force at the same time. This is achieved in that,
`suppress fast changes in the actuating force which are
`caused by shocks, different filtering methods are used as a
`function of the motional condition of the motor vehicle, it
`being possible for the suppression to be weaker while the
`vehicle is at rest because of the lower probability of shocks
`than while the vehicle is being driven, or to be completely
`omitted.
`
`The ignition of the motor vehicle can be easily used as a
`criterion for changing between the two filtering methods.
`The first filtering method, which is used while the vehicle
`is being driven or while the engine of the vehicle is running,
`preferably filters out increases in the actuating force which
`exceed 20 N/mm. Changes in the actuating force which are
`due to an exterior shock generally manifest themselves by
`fast changes in the actuating force. Taking a spring rate of 20
`N/mm as a basis,
`the device according to the present
`invention is moreover capable of observing the increase in
`the actuating force over a travel of at least 5 mm before a
`maximum force of 100 N is reached, at which the actuating
`drive shall reverse according to the legal regulation. A great
`number of force-measuring values can be taken on these 5
`turn so that the exerted force can be exactly estimated,
`possibly by messaging, interpolation, etc., even under the
`influence of external disturbances.
`Asignificantly higher spring rate of 65 N/mm can be used
`when the vehicle is at rest. In such conditions, the filtered
`signal can increase from 0 to 100 N over a length of travel
`of 1.3 mm. However, since substantially no shocks are to be
`expected while the vehicle is at rest, it is less important to
`acquire a grea number of measuring values for the purpose
`
`of averaging ’uctuations. In this case, therefore, the length
`
`of travel is su icient for an accurate measurement.
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`
`
`FIG. 1 shows schematically a circuit arrangement of a
`device for operating an actuating drive in a motor vehicle,
`the device being suitable for carrying out the method accord—
`ing to the present invention.
`FIG. 2 shows a filter arrangement which is part of the
`device from FIG. 1.
`DETAILED DESCRIPTION
`
`An actuating drive I of the device shown in the Figure is
`provided for opening and closing an object, such as a
`windowpane or a sliding sunroof, via a mechanism which is
`not shown. When actuating drive I is driven in the closing
`direction, a sensor 2 measures the actuating force exerted by
`the actuating drive and generates a signal which is repre—
`sentative of the actuating force, the signal being applied to
`a signal input of a filter arrangement 4, In this context, the
`value of the force can be represented, in particular, by a level
`or a pulse train of the signal. Sensor 2 can be, for example,
`a piezoelectric sensor which is mounted at a suitable loca-
`tion on actuating drive 1 or on the driving mechanism, where
`it is directly subject to the actuating force and delivers a
`signal which is representative of the actuating force.
`Alternatively, sensor 2 can also monitor the current input of
`actuating drive 1,
`thus ascertaining the actuating force
`indirec 1y. Basically, any kind of sensor is suitable whose
`output signal allows the actuating force to be ascertained
`
`unambiguously. For example,
`it is also possible to use a
`
`Hall-e ect sensor which measures the speed of the actuating
`drive, thus enabling determination of the velocity or of the
`acceleration of the driving mechanism. An evaluation can
`unambiguously calculate the driving force from this accel—
`eration.
`
`
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2019
`Exhibit 2019
`3/4
`3/4
`
`

`

`US 6,686,669 B1
`
`10
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`3
`Filter arrangement 4 has a control input to which a signal
`I is applied whose level is coupled to the ignition of the
`motor vehicle. If signal 1 indicates that the engine of the
`motor vehicle is running, the signal coming from sensor 2 is
`filtered according to a first method in the case of which filter
`arrangement 4 applies a transfer function to the signal
`delivered by sensor 2,
`the transfer function having the
`location of the pane to be closed as a parameter. For this
`purpose, a measurement transducer 10 is connected to filter
`arrangement 4, the measurement transducer, for example by
`monitoring a rotary motion of a driving shaft of actuating
`drive 1, generating a signal which is representative of the
`motion of the pane to be closed. In the signal delivered by
`sensor 2, increases in the actuating force with the location of
`more than 20 N/mm are suppressed by filter arrangement 4.
`In this manner, increases are filtered out which are due to
`external shocks, for example, while the vehicle is traveling
`on uneven ground, or which could result from a jamming of
`an object which is harder than a human body part, and which
`is therefore not relevant for an effective injury protection of ,
`persons.
`lf signal 1 indicates that the engine of the motor vehicle is
`at rest, then filter arrangement 4, according to a first variant
`of the method, uses a second method in the case of which
`increases in the actuating force are filtered out only if they
`correspond to an increase in the actuating force by more than
`65 N/mm. Alternatively, a filtering of the signals delivered
`by sensor 2 can be completely omitted so that the signals
`pass unchanged through filter arrangement 4 and are routed
`to a comparator 3. Comparator 3 compares the output signal
`of filter 4 to a reference value REF to which a preselected
`threshold value of the actuating force corresponds which can
`maximally be 100 N according to the legal regulation. This
`threshold value and, consequently, the reference value can
`be preselected differently. Since substantially no distur-
`bances due to shocks are detected while the vehicle is at rest,
`the threshold value can in this case be set lower than while
`the vehicle is being driven.
`The output signal of the comparator, which indicates the
`exceeding of the in each case applying maximum force, is
`fed to a control circuit 5 which, via control inputs 11,
`receives commands of a riser to open or to close a window
`connected to actuating drive 1. Depending on the desired
`moving direction, control circuit 5 activates one of two
`switching units 6, 7. The switching units each have a line
`output for feeding actuating drive 1 with a driving current,
`and a control output which controls the position of a switch
`8, 9 allocated to the switching unit. The Figure shows
`switching unit 6 in the inactive condition and switching unit
`7 in the active condition. Switch 8 allocated to switching
`unit 6 connects the power output of switching unit 6, and
`thereby a terminal of actuating drive 1, to ground; switch 9
`is open so that a supply current output by switching unit 7
`flows through actuating drive 1 and switch 8 toward ground.
`In this condition, the pane driven by actuating drive 1 moves
`in the closing direction. If now, comparator 3 indicates an
`exceeding of the threshold value of the actuating force,
`which is coded by UR];F, control circuit 5 deactivates
`switching unit 7 and activates switching unit 6, whereupon
`switches 8, 9 reverse their positions, respectively. Now, a
`current flows through actuating drive 1 in the opposite
`direction, and the pane opens again.
`Filter arrangement 4 can be designed in a different man-
`ner. A simple variant is shown in FIG. 2. This arrangement
`includes a filter 12 which is capable of processing the signal
`delivered by sensor 2 on the basis of the location information
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`delivered by measurement transducer 10, a simple line 13,
`and a switch 14 which, controlled by signal I, connects
`sensor 2 either to line 13 or to filter 12. Such a simple
`embodiment can be sufficient especially when a limited
`location resolution of sensor 2 and of measurement trans-
`ducer 10 already results in that increases in the actuating
`force of more than 65 N/mm cannot be detected.
`Of course, line 13 can be replaced with a second filter
`which carries out a filtering according to the second method.
`Afurther alternative is the use of a programmable filter as
`a filter arrangement,
`the programmable filter
`receiving
`parameters of its transfer function via programming inputs
`as a function of the level of signal I.
`The coupling of the used filtering method to the condition
`of the ignition of the motor vehicle is preferred because of
`its simplicity since a signal which is coupled to the ignition
`and has two levels exists in the electric system of any motor
`vehicle and needs only to be led to the filter unit.
`Alternatively, signal I can also be obtained from a monitor-
`ing of the motional condition of the motor vehicle. In such
`a case, the filtering could be carried out according to the first
`method even when the vehicle is at rest with the engine
`turned on.
`What is claimed is:
`1. A device for operating an actuating drive in a motor
`vehicle including an engine, comprising:
`at least one sensor for delivering a signal corresponding to
`an actuating force exerted by the actuating drive;
`a filtering arrangement for performing a filtering opera-
`tion according to a first method to suppress rapid
`changes in the actuating force while the motor vehicle
`is being driven and for performing the filtering opera—
`tion according to a second method while the motor
`vehicle is at rest, with the engine turned off;
`a comparator for receiving the filtered signal via the
`filtering arrangement and comparing the filtered signal
`to a limiting value; and
`a control circuit for controlling the actuating drive on the
`basis of a signal delivered by the comparator.
`2. The cevice according to claim 1, wherein:
`the filtering arrangement includes an input for a control
`signal that indicates whether the engine of the motor
`vehic e is ignited, and
`the filtering arrangement performs the filtering operation
`according to one of the first and the second method,
`depending on a condition of the control signal.
`3. The cevice according to claim 1, wherein the at least
`one sensor is arranged to be directly subject to the actuating
`force.
`evice according to claim 3, wherein the at least
`4. The
`one sensor include a piezoelectric sensor.
`5. The
`evice according to claim 1, wherein the at least
`one sensor is arranged to ascertain the actuating force
`indirectly.
`6. The tevice according to claim 5, wherein the at least
`one sensor includes a Hall-effect sensor.
`7. The device according to claim 1, wherein the signal is
`represented by one of a level and a pulse train.
`8. The cevice according to claim 1, further comprising:
`a measurement transducer for monitoring a rotary motion
`of the actuating drive.
`9. The device according to claim 1, wherein the actuating
`drive operates one of a window pane and a sliding sunroof.
`*****
`
`
`
`UUSI, LLC
`UUSI, LLC
`Exhibit 2019
`Exhibit 2019
`4/4
`4/4
`
`