Patent Publication Number: US-9845629-B2

Title: Vehicle keyless entry assembly having capacitance sensor operative for detecting objects

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation-in-part of Ser. No. 13/084,611, filed Apr. 12, 2011; which is a continuation-in-part of U.S. application Ser. No. 12/942,294, filed Nov. 9, 2010; which is a continuation-in-part of U.S. application Ser. No. 12/784,010, filed May 20, 2010; which is a continuation-in-part of U.S. application Ser. No. 12/545,178, filed Aug. 21, 2009; the disclosures of which are hereby incorporated by reference. 
     U.S. Pat. Nos. 7,513,166 and 7,342,373 are also hereby incorporated by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to keyless entry assemblies for vehicles. 
     SUMMARY OF THE INVENTION 
     An object of the present invention is a keyless entry assembly having a capacitance sensor and a controller in which the sensor detects an object in proximity with or touching a vehicle opening such as a door, trunk, hatch, or the like and the controller controls the vehicle opening based on detection of the object. 
     In carrying out the above object and other objects, the present invention provides an assembly for a vehicle. The assembly includes a sensor carrier, a sensor in the form of an electrically conductive pad, and a controller. The sensor is mounted to the sensor carrier and the sensor carrier is positioned adjacent a panel such that the sensor is adjacent the panel. The sensor capacitively couples to an electrically conductive object proximal to the panel while the sensor is driven with electrical charge such that capacitance of the sensor changes due to the sensor capacitively coupling with the object. The controller is operable for driving the sensor with the electrical charge and controlling a vehicle operation as a function of the capacitance of the sensor. In various embodiments, the panel is a glass panel, a lens, a plastic panel, and a mirror. In various embodiments, the sensor is over-molded into the sensor carrier or is two-shot molded into the sensor carrier. 
     Further, in carrying out the above object and other objects, the present invention provides another assembly for a vehicle. This assembly includes a side-view mirror having a mirror surface and an opposed undersurface, a sensor carrier, a plurality sensors, and a controller. Each sensor is formed by a respective electrically conductive pad. The sensors are mounted to the sensor carrier and the sensor carrier is positioned adjacent the undersurface of the mirror such that the sensors are adjacent the mirror. Each sensor capacitively couples to an electrically conductive object proximal to the sensor while the sensor is driven with electrical charge such that capacitance of the sensor changes due to the sensor capacitively coupling with the object. The controller is operable for driving the sensors with the electrical charge and controlling a vehicle operation as a function of the capacitance of the sensors. 
     Also, in carrying out the above object and other objects, the present invention provides other assemblies for a vehicle. These assemblies include either a mirror or a window, a sensor, a battery, a solar cell, and a controller. The sensor is positioned adjacent the mirror or the window. The sensor capacitively couples to an electrically conductive object proximal to the mirror or the window while the sensor is driven with electrical charge such that the capacitance sensed by the sensor changes due to the sensor capacitively coupling with the object. The battery is operable for providing the electrical charge which drives the sensor. The solar cell is operable for charging the battery. The controller is operable for driving the sensor with the electrical charge from the battery and for controlling a vehicle operation as a function of the capacitance sensed by the sensor. 
     The above features, and other features and advantages of the present invention are readily apparent from the following detailed descriptions thereof when taken in connection with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1A  illustrates a side view of a vehicle lift gate assembly having a lift gate; 
         FIG. 1B  illustrates a rear view of the vehicle lift gate assembly shown in  FIG. 1A ; 
         FIG. 2  illustrates a side view of a vehicle lift gate assembly having a lift gate and a fascia panel thereon with the fascia panel having a capacitance sensor in accordance with an embodiment of the present invention; 
         FIG. 3A  illustrates an interior view of the fascia panel and the sensor of the vehicle lift gate assembly shown in  FIG. 2 ; 
         FIG. 3B  illustrates an angled interior view of the fascia panel and the sensor of the vehicle lift gate assembly shown in  FIG. 2 ; 
         FIG. 4A  illustrates a perspective view of a vehicle lift gate assembly having a lift gate and a fascia panel thereon with the fascia panel having a capacitance sensor in accordance with an embodiment of the present invention; 
         FIG. 4B  illustrates the cross-section “ 4 B” of  FIG. 4A  where the sensor is configured for both electrically conductive and non-conductive object detection; 
         FIG. 5  illustrates a perspective view of a vehicle door assembly having an interior door fascia and capacitance sensors in accordance with an embodiment of the present invention; 
         FIG. 6  illustrates a cross-sectional view of the arrangement of the sensors of the vehicle door assembly shown in  FIG. 5 ; 
         FIGS. 7A through 7D  illustrate various views of a vehicle keyless entry assembly in accordance with an embodiment of the present invention; 
         FIGS. 8A and 8B  illustrate various views of a vehicle keyless entry assembly in accordance with an embodiment of the present invention; 
         FIG. 9  illustrates a vehicle keyless entry assembly in accordance with another embodiment of the present invention; 
         FIG. 10  illustrates an enlarged view of the light pipe assembly of the vehicle keyless entry assembly shown in  FIG. 9 ; 
         FIGS. 11A, 11B, and 11C  respectively illustrate cross-sectional views of the body portion of the light pipe assembly of the vehicle keyless entry assembly shown in  FIG. 9 ; 
         FIG. 12  illustrates etching of the button indicator into the body portion of the light pipe assembly of the vehicle keyless entry assembly shown in  FIG. 9 ; 
         FIG. 13  illustrates a variation of the vehicle keyless entry assembly shown in  FIG. 9 ; 
         FIG. 14  illustrates another variation of the vehicle keyless entry assembly shown in  FIG. 9 ; 
         FIGS. 15 and 16  respectively illustrate two different exemplary ways for connecting the vehicle keyless entry assembly shown in  FIG. 9  to a PCB; 
         FIG. 17  illustrates an alternate variation of the light pipe assembly of the vehicle keyless entry assembly shown in  FIG. 9 ; 
         FIG. 18  illustrates connection of the alternative vehicle keyless entry assembly variation shown in  FIG. 17  to a vehicle structure; 
         FIG. 19  illustrates an exploded view of a fascia panel assembly in accordance with another embodiment of the present invention; 
         FIG. 20  illustrates a portion of the sensor of the fascia panel assembly shown in  FIG. 19 ; 
         FIG. 21  illustrates an exploded view of a vehicle keyless entry assembly in accordance with another embodiment of the present invention; 
         FIG. 22  illustrates a cross-sectional view and a detail view of the vehicle keyless entry assembly shown in  FIG. 21 ; 
         FIG. 23  illustrates an exploded view of a vehicle keyless entry or control assembly in accordance with another embodiment of the present invention; and 
         FIGS. 24 and 25  respectively illustrate cross-sectional and detail views of the assembly shown in  FIG. 23 . 
     
    
    
     DETAILED DESCRIPTION 
     Referring now to  FIGS. 1A and 1B , a vehicle lift gate assembly  10  having a lift gate  12  is shown. Lift gate  12  is connected by a cylinder  14  or the like to a body panel  16  of a vehicle. Cylinder  14  includes a piston rod which extends to move lift gate  12  to an opened position with respect to body panel  16  and contracts to move lift gate  12  to a closed position with respect to body panel  16  (lift gate  12  in the closed position is shown as a dotted line in  FIG. 1A ). A capacitance sensor  18  is mounted along body panel  16 . Sensor  18  is operable for detecting the presence of an electrically conductive object such as a human body part extending into the opening between lift gate  12  and body panel  16  when the object is proximal to body panel  16 . 
     Sensor  18  is part of an anti-entrapment system which includes a controller. Sensor  18  generally includes separated first and second electrically conductive conductors with a dielectric element therebetween. The conductors are set at different voltage potentials with respect to one another with one of the conductors typically being set at electrical ground. Sensor  18  has an associated capacitance which is a function of the different voltage potentials applied to the conductors. The capacitance of sensor  18  changes in response to the conductors being physically moved relative to one another such as when an object (either electrically conductive or non-conductive) touches sensor  18 . Similarly, the capacitance of sensor  18  changes when an electrically conductive object comes into proximity with the conductor of sensor  18  that is not electrically grounded. As such, sensor  18  is operable to detect an object on sensor  18  (i.e., an object touching sensor  18 ) and/or the presence of an object near sensor  18  (i.e., an object in proximity to sensor  18 ). 
     The controller is in communication with sensor  18  to monitor the capacitance of sensor  18 . When the capacitance of sensor  18  indicates that an object is near or is touching sensor  18  (i.e., an object is near or is touching vehicle body panel  16  to which sensor  18  is mounted), the controller controls lift gate  12  accordingly via cylinder  14 . For instance, the controller controls lift gate  12  to halt movement in the closing direction when sensor  18  detects the presence of an object near sensor  18 . In this case, the object may be a human such as a child and the controller halts the closing movement of lift gate  12  to prevent lift gate  12  from closing on the child. In this event, the controller may further control lift gate  12  to cause lift gate  12  to move in the opening direction in order to provide the child with room to move between the vehicle and lift gate  12  if needed. Instead of being mounted on body panel  16  as shown in  FIGS. 1A and 1B , sensor  18  can be mounted on a closing member such as lift gate  12  or on any other closure opening where anti-trap is required. That is, sensor  18  can be located on body panel  16  or on a closing member like lift gate  12  or on any closure opening where an anti-trap is desired or required. 
     Referring now to  FIG. 2 , with continual reference to  FIGS. 1A and 1B , a side view of a vehicle lift gate assembly  20  in accordance with an embodiment of the present invention is shown. Lift gate assembly  20  includes lift gate  12  which is movable between opened and closed positions with respect to vehicle body panel  16 . Lift gate assembly  20  includes sensor  18  which is mounted along body panel  16  and is operable for detecting the presence of an electrically conductive object extending into the opening between lift gate  12  and body panel  16  when the object is touching or is proximal to sensor  18 . 
     Lift gate assembly  20  differs from lift gate assembly  10  shown in  FIGS. 1A and 1B  in that lift gate  12  of lift gate assembly  20  includes an interior fascia panel  22  having a capacitance sensor  24 . Fascia panel  22  is mounted to the interior surface of lift gate  12 . Sensor  24  is mounted to the interior surface of fascia panel  22  which faces the vehicle interior when lift gate  12  is closed. As such, sensor  24  is between fascia panel  22  and lift gate  12 . Alternatively, sensor  24  may be within fascia panel  22  or mounted to an exterior surface of fascia panel  22 . That is, sensor  24  can be mounted internal to fascia panel  22  or on the exterior of fascia panel  22 . 
     Like sensor  18 , sensor  24  is part of an anti-entrapment system which includes a controller and is operable for detecting the presence of an electrically conductive object such as a human body part in proximity to sensor  24 . Sensor  24  includes an electrically conductive conductor like the first conductor of sensor  18 , but does not include another conductor like the second conductor of sensor  18 . In general, the conductor of sensor  24  (i.e., sensor  24  itself) capacitively couples to an electrically conductive object which is in either proximity to or is touching sensor  24  while sensor  24  is driven with an electrical charge. The controller is in communication with sensor  24  to monitor the capacitive coupling of sensor  24  to the object. The controller determines that an object is in proximity to or is touching sensor  24  (when sensor  24  is exposed to contact) upon detecting the capacitive coupling of sensor  24  to the object. In turn, the controller controls lift gate  12  accordingly. 
     As sensor  24  is mounted to fascia panel  22  which is mounted to lift gate  12 , sensor  24  is operable for detecting the presence of an electrically conductive object extending into the opening between lift gate  12  and the vehicle body when the object is proximal to fascia panel  22  (as opposed to when the object is proximal to vehicle body panel  16  as provided by sensor  18 ). As such, sensor  24  expands the anti-entrapment capability compared to that of lift gate assembly  10  for detecting the presence of an object in the travel path of lift gate  12 . An example is that sensor  24 , which is located within fascia panel  22 , can detect the presence of a person standing under an open lift gate  12  to thereby prevent fascia panel  22  (and thereby lift gate  12 ) from contacting the person as lift gate  12  is closing. To this end, when detection occurs, the controller halts downward travel and reverses movement of lift gate  12  back to the opened position. If desired, sensor  24  and the controller can be configured to monitor for a person in close proximity to lift gate  12  to prevent lift gate  12  from opening. For example, this detection prevents a person such as a child from accidentally falling out of the vehicle when lift gate  12  is partially opened. An alternative location for sensor  24  can be along each outer edge of lift gate opening. 
     Referring now to  FIGS. 3A and 3B , with continual reference to  FIG. 2 , interior views of fascia panel  22  and sensor  24  of vehicle lift gate assembly  20  are shown. As indicated above, sensor  24  is placed on the interior surface of fascia panel  22  which faces the vehicle interior when lift gate  12  is closed. That is, sensor  24  is placed on the interior surface of fascia panel  22  which is farthest from lift gate  12 .  FIGS. 3A and 3B  illustrate this interior surface of fascia panel  22 . 
     As shown in  FIGS. 3A and 3B , sensor  24  is formed from an array of electrically conductive strips which are placed vertically and horizontally across the interior surface of fascia panel  22 . The strips of sensor  24  are in electrical connectivity to each other and together form the conductor of sensor  24  (i.e., the strips together are sensor  24 ). The strips of sensor  24  extend across this interior surface of fascia panel  22  following the contour of fascia panel  22 . In this embodiment, fascia panel  22  is made of non-conductive plastic material which allows sensor  24  to detect the presence of conductive objects through fascia panel  22 . 
     Sensor  24  can be placed on the external surface of fascia panel  22  which directly faces the vehicle interior when lift gate  12  is closed. However, placement of sensor  24  on the interior surface of fascia panel  22  hides sensor  24  from user view and protects sensor  24  against potential damage. Sensor  24  can also be over-molded on any surface of fascia panel  22  allowing for additional protection from damage caused by assembly or other handling. 
     The strips of sensor  24  can be configured into other array patterns utilizing angle or curvature combinations that may better optimize object detection objectives. Sensor  24  can be tailored and applied in any deliberate pattern to customize and enhance object detection performance. The distance between each strip is sufficient to provide continuous object detection coverage across the surface of fascia panel  22 . Other configurations in place of the strips of sensor  24  include a solid sheet of electrically conductive material such as copper or aluminum foil, a conductive array or screen that is stamped, woven, or braided, multiple conductive decal-like shapes placed about the interior surface of fascia panel  22  and electrically interconnected, etc. The strips of sensor  24  are fabricated from copper, but may be fabricated from other materials including carbon inks, fabrics, plastics, elastomers, or other metals like aluminum, brass, bronze, and the like. There are various known methods to achieve electrical conductivity in fabrics, plastics, and elastomers. The conductive material can be deposited onto the plastic or deposited into a carrier which is then inserted into the mold to form sensor  24 . 
     As indicated above, the strips of sensor  24 , which are electrically interconnected to one another, form a conductor which functions like a first conductive plate of a capacitor. Such a capacitor has a second conductive plate with the plates being separated from one another by a material such as a dielectric element. Unlike such a capacitor, sensor  24  is constructed without a second conductive plate and without a second conductive plate electrically connected to ground. Instead, the metal construction of lift gate  12  functions as the second conductive plate and provides shielding of sensor  24  from stray capacitive influence. 
     Alternatively, sensor  24  can be constructed to use multiple layers of conductors, each separated by a non-conductive material. A ground layer of conductive material placed behind the other layers can be used to provide extra shielding as necessary. 
     Fascia panel  22  made of a rigid material restricts sensor  24  from detecting electrically non-conductive objects. This is because the rigidness of fascia panel  22  prevents fascia panel  22  from displacing when an object touches fascia panel  22 . In turn, sensor  24  is prevented from displacing toward the metal construction of lift gate  12  when the object touches fascia panel  22 . As such, any change of the capacitance between sensor  24  and lift gate  12  does not occur as a result of an electrically non-conductive object touching fascia panel  22 . For both electrically conductive and non-conductive object modes of detection, sensor  24  may be mounted to the external surface of fascia panel  22 . In this case, an object (electrically conductive or non-conductive) touching sensor  24  triggers sensor  24  (i.e., causes a change in capacitance between sensor  24  and the metal construction of lift gate  12 ) due to sensor  24  compressing (i.e., sensor  24  displacing towards lift gate  12 ). Likewise, sensor  24  mounted to the internal surface of fascia panel  22  can detect an object touching fascia panel  22  when fascia panel  22  is flexible and/or compressible to the degree required to allow sensor  24  to displace towards lift gate  12 . 
     Referring now to  FIGS. 4A and 4B , a vehicle lift gate assembly  40  in accordance with an embodiment of the present invention is shown. Lift gate assembly  40  is similar to lift gate assembly  20  in that lift gate assembly  40  includes a lift gate  12  and a fascia panel  22  thereon with fascia panel  22  having sensor  24 . Lift gate assembly  40  is configured differently than lift gate assembly  20  in that a portion of fascia panel  22  of lift gate assembly  40  is configured to enable sensor  24  to perform both electrically conductive and non-conductive object detection near this portion of fascia panel  22 . Sensor  24  as shown in  FIG. 4B  can be separate from the trim panel. 
     To this end, an element (e.g., a strip) of sensor  24  is positioned on the interior surface of an edge region of fascia panel  22  adjacently along an edge of lift gate  12  and is separated from lift gate  12  by a spacer  26 . Spacer  26  is constructed of an electrically non-conductive material and is compressible. As described above, the metal construction of lift gate  12  provides the electrical ground used to shield sensor  24  from stray capacitive influence. This configuration is an example of extending fascia panel  22  to the extreme edges of lift gate  12  to sense the presence of an object in the travel path of lift gate  12  when lift gate  12  closes. Spacer  26  made of a compressible material such as open or closed cell foam rubber or other like materials allows the edge region of sensor  24  (and the edge region of fascia panel  22 ) to move spatially closer to the metal ground of lift gate  12  upon an object touching the edge region of fascia panel  22 . Spacer  26  can be continuous or comprised of smaller sections arranged along the area to be sensed which allows movement of the edge regions of fascia panel  22  and sensor  24  when pressure is applied. 
     Sensor  24  can detect electrically conductive objects which are in proximity to or touching the edge region of sensor  24  and can detect electrically non-conductive objects which are touching the edge region of sensor  24 . In particular, sensor  24  can detect an electrically conductive object proximal to the edge region of sensor  24  due to the capacitive coupling of the edge region of sensor  24  with the object. Sensor  24  can detect an object (electrically conductive or non-conductive) touching the edge region of fascia panel due to the capacitance of sensor  24  with the metal construction of lift gate  12  changing as a result of the edge region of sensor  24  being displaced from the touch in the direction of lift gate  12 . Spacer  26  compresses to allow the edge region of sensor  24  to displace towards lift gate  12 . 
     Applications of sensor  24  are not limited to fascia panel  22  of lift gate assemblies  20 ,  40 . Likewise, in addition to detecting the presence of an object for anti-entrapment purposes, sensor  24  can be positioned behind any electrically non-conductive surface and be configured to detect the presence, position, or motion (e.g., gesture) of an electrically conductive object such as a human. Sensor  24  and its controller can serve as an interface between a human user and a vehicle to enable the user to control various vehicle functions requiring human input. The controller can be configured to have sensitivity to detect the position of a person&#39;s finger in proximity to sensor  24  prior to carrying out an actual key press or other type of user activation. For example, it may be desired to initiate a sequence of operations by positioning a finger or hand in proximity to a series of sensors  24  (“touch pads”) followed by a specific activation command once a sought out function has been located. The initial finger positioning can be to illuminate keypads or the like associated with the series of sensors  24  to a first intensity without activation of a command. As the touch area expands from increased finger pressure, the signal increases thereby allowing the controller to distinguish between positioning and activation command functions. Confirmation of the selection, other than activation of the desired function, can be configured to increase illumination intensity, audible feedback, or tactile feedback such as vibration. Each sensor  24  (“touch area”) can have a different audio and feel to differentiate the touch area operation. 
     Referring now to  FIGS. 5 and 6 , a vehicle door assembly  50  in accordance with an embodiment of the present invention will be described. Vehicle door assembly  50  represents an application of sensor  24  to an environment other than vehicle lift gate assemblies. Assembly  50  includes an interior door fascia  52  and a series of sensors  24 .  FIG. 5  illustrates a perspective view of vehicle door assembly  50  and  FIG. 6  illustrates a cross-sectional view of the arrangement of sensors  24 . 
     Sensors  24  of vehicle door assembly  50  are each formed by their own conductor and are not directly electrically connected to one another. As such, each sensor  24  defines a unique touch pad associated with a unique touch area in which object detection of one sensor  24  does not depend on object detection of another sensor  24 . Sensors  24  are arranged into an array and function independently of one another like an array of mechanical switches that commonly control vehicle functions like window up and down travel, door locking and unlocking, positioning of side view mirrors, etc. 
     Interior door fascia  52  includes a pull handle  56  and a faceplate assembly  58  which together create an armrest component of door fascia  52 . Sensors  24  are individually attached to the underside of faceplate assembly  58 . Each sensor  24  has a sufficient area to detect a human finger proximal to that sensor. Object detection by a sensor  24  occurs when a portion of a user&#39;s body such as a hand or finger comes within sensitivity range directly over that sensor  24 . By locating multiple sensors  24  on the underside of faceplate assembly  58 , a sensor array is created to resemble the array of mechanical switches. Sensors  24  can be configured to have many different kinds of shapes such as raised surfaces or recessed contours to prevent accidental activation. Adding faceplate assembly  58  to the reversing control of a power window reduces complexity and cost associated with mechanical switches and associated wiring. The power window control for up/down can be incorporated into faceplate assembly  58  or the control can be remote if required due to vehicle design and packaging. 
     Referring briefly back to  FIG. 2 , a second sensor  24   a  placed on the external surface of the hatch (i.e., lift gate  12 ) of the vehicle can be used as an interface to operate the hatch. Additionally, a single controller can be used to interface with both anti-entrapment sensor  24  and hatch operating sensor  24   a.    
     Referring back to  FIGS. 5 and 6 , faceplate assembly  58  includes a faceplate  60  made of electrically non-conductive material. Faceplate  60  provides support for multiple sensors  24  mounted to its underside (i.e., underside faceplate surface  63 ) and allows for object detection through its topside (i.e., topside faceplate surface  62 ). Underside faceplate surface  63  is relatively smooth to permit close mounting of sensors  24  to faceplate  60 . However, degrees of roughness can also be configured to function effectively. Topside faceplate surface  62  can have any number of physical features  64  or graphical markings which are respectively associated (e.g., aligned) with sensors  24  in order to assist a user in locating the position of each sensor  24  and identifying the function assigned therewith. 
     Each sensor  24  is formed as a thin electrically conductive pad mounted firmly to underside faceplate surface  63 . Each sensor  24  in this configuration is pliable and can therefore be formed to the contours of the surface of faceplate  60  to which the sensor is attached. An adhesive may be applied between sensors  24  and the surface of faceplate  60  for positioning and support as well as minimizing air gaps between sensors  24  and the faceplate surface. Alternatively, sensors  24  can be molded into faceplate  60  thereby eliminating the need for adhesive or other mechanical attachment. Another alternate is each sensor  24  being arranged as a member mounted directly on a printed circuit board (PCB)  66  (i.e., a controller) and extending up toward, and possibly contacting, underside faceplate surface  63 . With this arrangement, sensors  24  can be in direct physical and electrical contact with PCB  66  or in indirect contact with PCB  66  through the use of a joining conductor. 
     Each sensor  24  can be constructed of an electrically conductive material such as foam, metal, conductive plastic, or a non-conductive element with a conductive coating applied thereon. Materials used to construct sensors  24  should be of a compressible nature to account for tolerance stack-ups that are a normal part of any assembly having more than one component. Sensor compressibility ensures that contact is maintained between faceplate  60  and PCB  66 . In the event that faceplate  60  is to be backlit, the use of a light pipe with conductive coating applied could be configured as a sensor  24 . 
     Sensors  24  can be constructed from materials having low electrical resistance such as common metals like copper or aluminum. Other materials exhibiting low electrical resistance such as conductive plastics, epoxies, paints, inks, or metallic coatings can be used. Sensors  24  can be preformed to resemble decals, emblems, stickers, tags, and the like. Sensors  24  can be applied onto surfaces as coatings or etched from plated surfaces. If materials are delicate, then a non-conductive backing  68  such as polyester film, fiberglass, paper, rubber, or the like can support and protect sensors  24  during installation. In applications where multiple sensing areas are required, backing  68  can assist in locating and anchoring sensors  24  to faceplate  60 . 
     With reference to  FIG. 6 , backing  68  is a flexible circuit having copper pads which make up the touch pads of sensors  24  (i.e., each sensor  24  includes a copper pad). Backing  68  includes separated copper wires electrically connected to respective sensors  24  (shown in  FIG. 7B ). Backing  68  makes an electrical connection to PCB  66  such that each sensor  24  is electrically connected to the signal conditioning electronics of PCB  66 . In an alternate configuration, backing  68  and PCB  66  are combined into a single circuit board containing both the touch pads of sensors  24  and the signal conditioning electronics. 
     In order to activate a sensor  24 , a user applies a finger to the associated marking  64  on the surface of faceplate  60 . Electronic signal conditioning circuitry of PCB  66  which is interfaced to sensor  24  then processes the input signal from sensor  24  and completes circuit connections to activate the commanded function. The action is similar to pressing a mechanical switch to complete an electrical circuit. 
     Placement of sensors  24  behind a non-conductive barrier such as faceplate  60  creates a protective barrier between users and sensors  24  and shields sensors  24  against environmental contaminants. Sensors  24  can be applied to the backside of virtually any non-conductive barrier and preferably are flexible enough to conform to complex geometries where operator switch functions are needed. Sensors  24  can be contoured and configured from more rigid materials if desired. Examples of switch locations in a vehicle are door panels, armrests, dashboards, center consoles, overhead consoles, internal trim panels, exterior door components, and the like. Sensors  24  can be arranged individually or grouped as keypad arrays. Sensors  24  can be arranged into patterns of sequential sensing elements which are either electrically discrete or interconnected to create ergonomically appealing interfaces. 
     Referring now to  FIGS. 7A through 7D , with continual reference to  FIGS. 5 and 6 , various views of a vehicle keyless entry assembly  70  in accordance with an embodiment of the present invention are shown. Vehicle keyless entry assembly  70  represents an example of an automotive application incorporating sensors  24 . Sensors  24  of vehicle keyless entry assembly  70  function as touch pads to activate a vehicle keyless entry. In addition to sensors  24 , vehicle keyless entry assembly  70  includes a faceplate  60 , a backing  68 , and a PCB  66  (i.e., a controller). Sensors  24  with backing  68  are configured as a flexible circuit which uses individual conductive coatings for the touch pads of sensors  24 . Backing  68  makes respective electrical connections between sensors  24  and the signal conditioning electronics on PCB  66 . 
     Vehicle keyless entry assembly  70  represents an example of a product requiring backlighting. As such, sensors  24  have to be capable of passing light. Accordingly, faceplate  60  in this configuration is a molded transparent or translucent non-conductive material such as GE Plastics Lexan® 141 grade polycarbonate. Further, PCB  66  has light sources  67  for illumination. Light sources  67  are positioned on respective portions of PCB  66  to be adjacent to corresponding ones of sensors  24 . Other resins or materials meeting the application requirements including acceptable light transmittance characteristics can also be used for faceplate  60 . Sensors  24  are attached to the underside  68   a  of backing  68 . In turn, the topside  68   b  of backing  68  is attached to the interior surface of faceplate  60  using adhesive  72 . The topside  68   b  of backing  68  has graphic characters  64  that locate the position of associated sensors  24  and identify the function assigned therewith. Either the underside  68   a  or the topside  68   b  of backing  68  has individual traces  74  for making an electrical connection between sensors  24  and PCB  66 . Connection between backing  68  and PCB  66  is connected by a flat cable  76  which contains traces  74 . This interconnect can be accomplished using other carriers such as individual wires, header style connectors, and the like. In any of the configurations, sensors  24  can be applied directly to the surface which is to be touched for activation. However, sensors  24  are on the backside of the touch surface for protection and wear resistance. 
     Each sensor  24  of vehicle keyless entry assembly  70  may be made from Indium Tin Oxide (ITO) which is optically transparent and electrically conductive with an electrical resistance measuring sixty ohms/sq. Other electrically conductive materials such as foam, elastomer, plastic, or a nonconductive structure with a conductive coating applied thereon can be used to produce a sensor  24  having transparent or translucent properties and being electrically conductive. Conductive materials that are opaque such as metal, plastic, foam, elastomer, carbon inks, or other coatings can be hollowed to pass light where desired while the remaining perimeter of material acts as sensor  24 . 
     An optically transparent and an electrically conductive sensor  24  made from ITO may create a color shift as light travels through the sensor and through the faceplate to which the sensor is attached. This color shift is a result of the optical quality and reflection of the optical distance between the front ITO surface of the sensor and the rear ITO surface of the sensor. In order to eliminate the light transmission errors between the different ITO layers, a transparent coating is applied on the rear ITO surface to initially bend the light which thereby eliminates the color differential seen on the front surface of the sensor between the front and rear ITO surfaces of the sensor. Additionally, an acrylic coating may be applied on the sensor to provide a layer of protection and durability for exposed ITO. 
     Turning back to  FIG. 2 , with continual reference to the other figures, as described above, a second sensor  24   a  placed on the external surface of a vehicle opening such as a hatch (i.e., lift gate  12 ) can be used as an interface to operate the vehicle opening. In accordance with an embodiment of the present invention, a keyless entry assembly includes a sensor like any of sensors  24  described herein which is to be placed on the external surface of a vehicle opening and is to be used as an interface to operate (i.e., open and close; unlock and lock) the vehicle opening. As an alternative to being a hatch, the vehicle opening may be a door, a trunk lid, or any other opening of a vehicle and may be of a metal construction. The discussion below will assume that the vehicle opening is a trunk lid and that this keyless entry assembly includes a sensor  24  which is placed on the external side of the trunk lid and arranged behind a non-conductive barrier like faceplate  60 . 
     This keyless entry assembly further includes a controller in addition to sensor  24 . The controller is operable to unlock the trunk lid. The controller is in communication with sensor  24  to monitor the capacitance of sensor  24  in order to determine whether an object (including a human user) is touching sensor  24  or whether an electrically conductive object (such as the user) is in proximity to sensor  24 . If the controller determines that a user is touching or is in proximity to sensor  24 , then the controller deduces that the user is at least in proximity to the trunk lid. Upon deducing that a user is at least in proximity to the trunk lid, the controller controls the trunk lid accordingly. For instance, while the trunk lid is closed and a user touches or comes into proximity to the trunk lid, the controller unlocks the trunk lid. In turn, the user can open the trunk lid (or the trunk lid can be opened automatically) to access the trunk. 
     As such, this keyless entry assembly can be realized by touch or touchless activation for releasing the trunk lid. An example of touch activation is a user touching sensor  24 . An example of touchless activation is a user moving into proximity to sensor  24 . As will be described in greater detail below with reference to  FIGS. 8A and 8B , another example of touchless activation is a sequence of events taking place such as a user approaching sensor  24  and then stepping away in a certain amount of time. 
     In either touch or touchless activation, this keyless entry assembly may include a mechanism for detecting the authorization of the user to activate the trunk lid. To this end, the controller is operable for key fob querying and the user is to possess a key fob in order for the controller to determine the authorization of the user in a manner known by those of ordinary skill in the art. That is, the user is to be in at least proximity to the trunk lid and be in possession of an authorized key fob (i.e., the user has to have proper identification) before touch or touchless activation is provided. 
     For instance, in operation, a user having a key fob approaches a trunk lid on which sensor  24  is placed. The user then touches or comes into proximity to sensor  24 . In turn, the controller determines that an object is touching or is in proximity to the trunk lid based on the resulting capacitance of sensor  24 . The controller then transmits a key fob query to which the key fob responds. If the response is what the controller expected (i.e., the key fob is an authorized key fob), then the controller unlocks the trunk lid for the user to gain access to the trunk. On the other hand, if there is no response or if the response is not what the controller expected (i.e., the key fob is an unauthorized key fob), then the controller maintains locking of the trunk lid. 
     Another feature of this keyless entry assembly, described in greater detail below with reference to  FIGS. 8A and 8B , is that sensor  24  may be in the form of an emblem, decal, logo, or the like (e.g., “emblem”) in a manner as described herein. Such an emblem (i.e., sensor  24 ) may represent or identify the vehicle to which sensor  24  is associated. As such, emblem  24  may have different structures, forms, and characteristics depending on manufacturer and model of the vehicle. 
     Further, sensor  24  of this keyless entry assembly may be capable of passing light in a manner as described herein. Accordingly, this keyless entry assembly may further include a light source, such as any of light sources  67 , which is associated with sensor  24 . In this event, the controller is operable for controlling the light source in order to illuminate sensor  24  (i.e., illuminate the emblem). 
     With the above description of this keyless entry assembly in mind,  FIGS. 8A and 8B  illustrate various views of such a keyless entry assembly  80  in accordance with an embodiment of the present invention. 
     Keyless entry assembly  80  includes a sensor assembly  82  and a controller (not shown). The controller is in communication with sensor assembly  82  and is operable for controlling vehicle functions such as locking and unlocking a vehicle opening (e.g., a trunk lid of a vehicle).  FIG. 8A  is a view looking at sensor assembly  82  while sensor assembly  82  is placed on the external surface of the trunk lid.  FIG. 8B  is a view looking through a cross-section of sensor assembly  82 . Sensor assembly  82  includes two sensors (i.e., first sensor  24   a  and second sensor  24   b ). First sensor  24   a  is labeled in  FIG. 8B  as “S 1 ” and second sensor  24   b  is labeled in  FIG. 8B  as “S 2 ”. Sensors  24   a ,  24   b  are respectively located at different portions of sensor assembly  82 . For instance, as shown in  FIGS. 8A and 8B , first sensor  24   a  is at a left-hand side of sensor assembly  82  and second sensor  24   b  is at a right-hand side of sensor assembly  82 . 
     Sensors  24   a ,  24   b  are electrically connected to or associated with a PCB in a manner as described herein. As such, sensors  24   a ,  24   b  are not electrically connected to one another. First sensor  24   a  activates when an object is in proximity to first sensor  24   a  and second sensor  24   b  activates when an object is in proximity to second sensor  24   b . Similarly, only first sensor  24   a  activates when an object is in proximity to first sensor  24   a  and not to second sensor  24   b . Likewise, only second sensor  24   b  activates when an object is in proximity to second sensor  24   b  and not to first sensor  24   a . The activation of a sensor like sensors  24   a ,  24   b  depends on the capacitance of the sensor as a result of an object coming into at least proximity with the sensor. For instance, when an object is in proximity to both sensors  24   a ,  24   b  and is closer to first sensor  24   a  than to second sensor  24   b , then first sensor  24   a  will have a stronger activation than second sensor  24   b.    
     Sensor assembly  82  further includes a non-conductive barrier  84  like faceplate  60 . Sensors  24   a ,  24   b  are mounted to the underside of faceplate  84 . Faceplate  84  allows for object detection through its topside. Sensor assembly  82  further includes an overlay  86  positioned over faceplate  84 . Overlay  86  is in the shape of an emblem or logo representing the vehicle. In this example, overlay  86  includes two cut-out portions at which sensors  24   a ,  24   b  are respectively located. As such, sensors  24   a ,  24   b  are patterned to conform to the emblem arrangement of overlay  86 . 
     Keyless entry assembly  80  is an example of the use of sensors (i.e., sensor assembly  82 ) in conjunction with a controller for operating a trunk lid when a user is in proximity to or is touching sensor assembly  82 . As described herein, the operation of the trunk lid may further depend on the authenticity of the user (i.e., whether the user is in possession of an authorized key fob). In the manner described above, sensor assembly  82  can be used to realize either touch or touchless activation for releasing the trunk lid. In terms of touchless activation, sensor assembly  82  represents an example of a hands-free virtual proximity switch. 
     A particular application of sensor assembly  82  realizing touchless activation involves a sequence of user events taking place relative to sensor assembly  82  in order to control operation of the trunk lid. For instance, the controller of keyless entry assembly  80  may be configured such that a user is required to approach sensor assembly  82  and then step back from sensor assembly  82  in a certain amount of time in order for the controller to unlock the trunk lid. Such a sequence of user events is effectively user body gestures. As such, an expected sequence of user body gestures effectively represents a virtual code for unlocking the trunk lid. That is, the controller controls unlocks the trunk lid in response to a user performing an expected sequence of body gestures in relation to sensor assembly  82 . The user may or may not be required to have an authorized key fob depending on whether possession of an authorized key fob is required to unlock the trunk lid. 
     A more elaborate example of an expected sequence of user body gestures includes the user starting in proximity to sensor assembly  82 , then moving backward, then moving left, then moving right, etc. For understanding, another example of an expected sequence of user body gestures includes the user starting in proximity to sensor assembly  82 , then moving away, then moving close, etc. The steps of either sequence may be required to occur within respective time periods. As can be seen, different expected sequences of user body gestures effectively represent different virtual codes for controlling the trunk lid. 
     Keyless entry assembly  80  provides the user the opportunity to ‘personalize’ sensor assembly  82  in order to program the controller with the expected sequence of user body gestures that are to be required to control the trunk lid. Personalizing sensor assembly  82  with an expected sequence of user body gestures effectively provides a virtual code to the controller which is to be subsequently entered by the user (by subsequently performing the expected sequence of user body gestures) for the controller to unlock the trunk lid. 
     The requirement of a sequence of user body gestures, i.e., user body gestures in a certain pattern in a certain amount of time, to take place in order to control operation of the trunk lid is enabled as sensors  24   a ,  24   b  activate differently from one another as a function of the proximity of the user to that particular sensor. Again, each sensor  24   a ,  24   b  activates when a user is in proximity to that sensor and each sensor  24   a ,  24   b  is not activated when a user in not in proximity to that sensor. In the former case, sensors  24   a ,  24   b  activate when a user is in proximity to sensors  24   a ,  24   b  (which happens when a user steps into proximity of both sensors  24   a ,  24   b ). In the latter case, sensors  24   a ,  24   b  are not activated when the user is out of proximity to sensors  24   a ,  24   b  (which happens when a user steps back far enough away from sensors  24   a ,  24   b ). 
     As further noted above, the amount of activation of a sensor such as sensors  24   a ,  24   b  depends on the proximity of a user to the sensor. For instance, first sensor  24   a  has a stronger activation than second sensor  24   b  when the user is in closer proximity to first sensor  24   a  than to second sensor  24   b . As such, in this event, the controller determines that the user is closer to first sensor  24   a  than to second sensor  24   b . That is, the controller determines that the user has stepped to the left after the user initially was initially in proximity to sensor assembly  82 . Likewise, second sensor  24   b  has a stronger activation than first sensor  24   a  when the user is in closer proximity to second sensor  24   b  than to first sensor  24   a . As such, in this event, the controller determines that the user is closer to second sensor  24   b  than to first sensor  24   a . That is, the controller determines that the user has stepped to the right after the user initially was in proximity to sensor assembly  82 . 
     In order to improve this particular application of touchless activation which involves an expected sequence of user body gestures to take place, sensor assembly  82  further includes a plurality of light sources  88  such as light-emitting diodes (LEDs). For instance, as shown in  FIG. 8A , sensor assembly  82  includes a first LED  88   a , a second LED  88   b , and a third LED  88   c . LEDs  88  are electrically connected to the PCB to which sensors  24   a ,  24   b  are electrically connected. LEDs  88  are mounted to the underside of faceplate  84  where overlay  86  is absent or, alternatively, LEDs  88  are mounted to the underside of faceplate  84  where overlay is present (as shown in  FIG. 8A ). In either case, faceplate  84  is clear such that light from LEDs  88  can pass through faceplate  84 . In the latter case, overlay  86  has cutouts dimensioned to the size of LEDs  88  and LEDs  88  are respectively positioned adjacent to these cutouts such that light from LEDs  88  can pass through faceplate  84  and overlay  86 . 
     The controller is configured to control LEDs  88  to light on or off depending on activation of sensors  24   a ,  24   b . In general, the controller controls LEDs  88  such that: LEDs  88   a ,  88   b ,  88   c  light on when both sensors  24   a ,  24   b  are activated; LEDs  88   a ,  88   b ,  88   c  light off when both sensors  24   a ,  24   b  are not activated; first LED  88   a  lights on when first sensor  24   a  is activated and lights off when first sensor  24   a  is not activated; and third LED  88   c  lights on when second sensor  24   b  is activated and lights off when second sensor  24   b  is not activated. More specifically, the controller controls LEDs such that: LEDs  88   a ,  88   b ,  88   c  light on when a user is in proximity to both sensors  24   a ,  24   b  (which occurs when the user steps close to sensor assembly  82 )  24   b ); LEDs  88   a ,  88   b ,  88   c  light off when the user is out of proximity to both sensors  24   a ,  24   b  (which occurs when the user steps far enough back away from sensor assembly  82 ); first LED  88   a  lights on and second and third LEDs  88   b ,  88   c  light off when the user is in proximity to first sensor  24   a  and is no closer than tangential proximity to second sensor  24   b  (which occurs when the user steps to the left while in proximity to sensor assembly  82 ); and third LED  88   c  lights on and first and second LEDs  88   a ,  88   b  light off when the user is in proximity to second sensor  24   b  and is no closer than tangential proximity to first sensor  24   a  (which occurs when the user steps to the right while in proximity to sensor assembly  82 ). 
     Accordingly, the user can use the lighting of LEDs  88   a ,  88   b ,  88   c  as feedback when performing a sequence of user body gestures relative to sensor assembly  82  in order to either program (personalize) sensor assembly  82  with the sequence of user body gestures or to unlock the trunk lid by performing the sequence of user body gestures. 
     Referring now to  FIG. 9 , with continual reference to  FIGS. 5 and 6  and  FIGS. 7A through 7D , a vehicle keyless entry assembly  90  in accordance with another embodiment of the present invention is shown. Keyless entry assembly  90  is for use with a user accessible vehicle part such as a window, door handle, etc. As an example, the user accessible vehicle part will be illustrated as a vehicle window  92 . 
     Keyless entry assembly  90  includes a sensor assembly  94 . Sensor assembly  94  includes sensors  24 . In this example, sensor assembly  94  includes five sensors  24  just like vehicle keyless entry assembly  70  shown in  FIGS. 7A through 7D . Sensors  24  are electrically isolated from one another and function as touch pads to activate a keyless entry function as generally described herein and as described with reference to  FIGS. 7A through 7D . 
     Sensor assembly  94  further includes an electrically non-conductive carrier  96  such as a plastic film. Sensors  24  are applied to a surface of carrier  96 . As indicated by the dotted lines in  FIG. 9 , sensors  24  are applied to the rear surface of carrier  96  as the front surface of the carrier is to be applied to window  92 . (As an alternate embodiment, sensors  24  are applied to the front surface of carrier  96 .) Carrier  96  includes electrically isolated metal wires which are electrically connected to respective sensors  24 . (The wires are not shown, but may be understood with reference to  FIG. 7B .) The wires of carrier  96  make an electrical connection to a PCB or the like such that each sensor  24  is individually electrically connected to the PCB. 
     In one embodiment, sensors  24  are made from Indium Tin Oxide (ITO). ITO is useful as it has the appropriate electrical properties for sensing functions as described herein and has appropriate optical properties for applications requiring illumination. In the case of sensors  24  being made from ITO, the sensors may be applied directly to the glass of window  92  instead of to carrier  96 . Likewise, ITO sensors  24  may be applied directly to the mirror, plastic, etc., forming the corresponding user accessible vehicle part. 
     As noted, ITO sensors  24  are appropriate for applications requiring illumination. In furtherance of this objective, keyless entry assembly  90  further includes a light pipe assembly  98  to be used for illumination.  FIG. 10  illustrates an enlarged view of light pipe assembly  98 . Light pipe assembly  98  includes a body portion  100  and a button indicator  102 . Body portion  100  may be in the form of plastic, glass, mirror, or other medium capable of conducting light. In one embodiment, body portion  100  is in the form of a film that is capable of conducting light. Button indicator  102  is directly built into the plastic, glass, mirror, etc. making up body portion  100 . Button indicator  102  includes graphic markings that respectively correspond with sensors  24 . The graphic markings of button indicator  102  locate the position of the associated sensors  24  and identify the functions assigned therewith. In the assembled stage of keyless entry assembly  90 , light pipe assembly  98  is attached to the rear surface of carrier  96  and the front surface of the carrier is attached to window  92 . 
       FIGS. 11A, 11B, and 11C  respectively illustrate cross-sectional views of body portion  100  of light pipe assembly  98  according to three different variations. In the first variation, body portion  100  has a uniform thickness as shown in  FIG. 11A . In the second variation, body portion  100  has a thickened light piping portion  104  where light is to be applied. In the third variation, body portion  100  has a different thickened light piping portion  106  where light is to be applied. 
     Uniform illumination of button indicator  102  of light pipe assembly  98  is an important aesthetic feature. With reference to  FIG. 12 , button indicator  102  may be etched, machined, or the like into body portion  100  of light pipe assembly  98  in order to be illuminated with light  108  from a light source. In order to obtain uniform lighting, button indicator  102  may be etched at an appropriate angle (e.g., etch depth angle  110 ). As a result of being etched at an appropriate angle, all areas of the markings of button indicator  102  are illuminated as the lower sections of the markings of button indicator  102  do not block light  108  from illuminating the upper sections of the markings of the button indicator. The etching may be done on the rear side of body portion  100  so that the attachment between light pipe assembly  98  and carrier  96  (such as via a liquid adhesive) does not affect the conductance of light  108 . 
       FIG. 13  illustrates a variation of keyless entry assembly  90 . In this variation, sensors  24  along with the corresponding electrical connections which are to connect with a PCB are combined with light pipe assembly  98  such that carrier  96  is eliminated. As indicated by the dotted lines in  FIG. 13 , sensors  24  are applied to the rear surface of body portion  100  of light pipe assembly  98  adjacent to button indicator  102  of light pipe assembly  98 . 
     The lighting of light pipe assembly  98  may occur at any point within body portion  100  that is useful such as through a slot  111  in the middle portion of body portion  100  as shown in  FIG. 14 . 
     Referring now to  FIGS. 15 and 16 , with continual reference to  FIG. 9 , two different exemplary ways for connecting keyless entry assembly  90  to a PCB  66  will be described. Initially, it is noted that as indicated in  FIGS. 15 and 16 , sensor assembly  94  (comprised of sensors  24  and carrier  96 ) and light pipe assembly  98  are attached to one another to thereby form keyless entry assembly  90 . 
     As shown in  FIG. 15 , a connection strip  112  has electrically conductive pads  114 . Conductive pads  114  are to be respectively electrically connected with the corresponding metal conductors of carrier  96  of sensor assembly  94 . Conductive pads  114  electrically connect sensor assembly  94  to PCB  66 . In making such electrical connection between sensor assembly  94  and PCB  66 , conductive pads  114  may be used in conjunction with an electrically conductive compressible material  116  or a mechanical connection shown in carrier  96  as a pigtail connection. 
     As shown in  FIG. 16 , an end portion  118  of sensor assembly  94  is folded back onto itself. The corresponding conductors of carrier  96  of sensor assembly  94  at folded end portion  118  electrically connect with PCB  66  in order to electrically connect sensor assembly  94  to the PCB. Again, in making such electrical connection between sensor assembly  94  and PCB  66 , folded end portion  118  of sensor assembly  94  may be used in conjunction with an electrically conductive compressible material  116 . 
       FIG. 17  illustrates an alternate variation of film-type light pipe assembly  98 . As shown, this variation entails replacing light pipe assembly  98  with a light pipe having an integrated housing  120 . This enables a light pipe detail  122  to simplify the position and placement of illumination device(s), such as LED(s), on PCB  66 . A seal  125  is provided to prevent fluid entrance into the electronics and between light pipe assembly  98  to housing  120  and/or between housing  120  and vehicle window  92 . 
     Connection is made from window  92  by a harness. For windows  92  that are movable, a harness  127  is provided for attachment between the vehicle and the glass. 
     As shown in  FIG. 18 , a movable harness is attached between electronic module  65  and door frame fasteners  128  which provide strength to prevent damage to the harness. The harness can be made of a ribbon type or wire in a guide that is flexible for protecting the wire. 
     Referring now to  FIGS. 19 and 20 , with continual reference to  FIGS. 2, 3A, and 3B , a fascia panel assembly  200  in accordance with another embodiment of the present invention will be described.  FIG. 19  illustrates an exploded view of fascia panel assembly  200 . Fascia panel assembly  200  includes a fascia panel  22 , a sensor  24 , and first and second non-electrically conductive isolators  201  and  202 .  FIG. 20  illustrates a portion of sensor  24  of fascia panel assembly  200 . 
     As background,  FIG. 2  illustrates a vehicle lift gate assembly  20  having a movable lift gate  12  that includes a fascia panel  22  having a sensor  24  associated therewith.  FIGS. 3A and 3B  illustrate interior views of fascia panel  22  and sensor  24 . As shown in  FIGS. 3A and 3B , sensor  24  is formed from an array of electrically conductive strips which are placed vertically and horizontally across the interior surface of fascia panel  22 . The strips of sensor  24  are in electrical connectively to each other and together form the conductor of sensor  24  (i.e., as noted above, the strips together are sensor  24 ). 
     Fascia panel assembly  200  shown in  FIG. 19  is an alternative to the fascia panel and sensor combination shown in  FIGS. 3A and 3B . Fascia panel assembly  200  may be part of a movable lift of a vehicle lift gate assembly or may be associated with a totally different component. 
     As indicated in  FIGS. 19 and 20 , sensor  24  of fascia panel assembly  200  is formed from an array of vertically and horizontally extending electrically conductive strips. The strips of sensor  24  are in electrical connectively to each other and together form sensor  24 . However, sensor  24  may have any of a number of forms. For instance, sensor  24  may be any conductive material that can be formed to fit behind fascia panel  22 . Sensor  24  can be made of welded steel mesh. 
     As indicated in  FIG. 19 , first isolator  201  is positioned between fascia panel  22  and sensor  24  and sensor  24  is positioned between first and second isolator  201  and  202 . As such, fascia panel  22  and sensor  24  sandwich first isolator  201  and first and second isolators  201  and  202  sandwich sensor  24 . To this end, isolators  201  and  202  isolate sensor  24  from fascia panel  22  as well as to isolate sensor  24  from vehicle interior features. Isolators  201  and  202  can be configured to provide sound attenuation at desired frequencies. Further, in the case of fascia panel  22  being flexible, first isolator  201  may also be flexible such that fascia panel  22  and first isolator  201  displace when an object is touching the fascia panel  22  and thereby cause sensor  24  to displace. 
     Sensor  24  may be adhesively bonded between isolators  201  and  202  for one piece assembly. Sensor  24  may be composed of a conductive fabric and attached to fascia panel  22  or either of isolators  201  and  202 . Sensor  24  may be composed of conductive paint or conductive ink and applied to fascia panel  22  or either of isolators  201  and  202 . Sensor  24  can be formed as one or more electrical conductors on a substrate such as metallization on a plastic film. 
     Second isolator  202  may be a thick foam and compressed between vehicle body panels and the combination of fascia panel  22 , sensor  24 , and first isolator  201  in order to hold sensor  24  and first isolator  201  in position. 
     As shown in  FIG. 19 , fascia panel  22  may include a stud  203 . Stud  203  may be used in conjunction with corresponding holes or pockets of any one of first isolator  201 , sensor  24 , and second isolator  202  in order to position sensor  24 . Similarly, stud  203  may be used to retain first isolator  201 , sensor  24 , and second isolator  202 . To this end, the common manufacturing process known as heat-staking may be employed. Stud  203  may be used for a fastener for retention with the use of a hardware retention element  204  such as a speed nut, screw, bolt, nut, etc. 
     As indicated above,  FIG. 20  illustrates a portion of sensor  24  of fascia panel assembly  200 . This portion of sensor  24  includes a printed circuit board (i.e., a controller)  206  having a connector  205 . As such, electrical connection to sensor  24  may be performed by selective soldering of relatively small PCB  206  with appropriate connector  205  as shown in  FIG. 20 . 
     Referring now to  FIGS. 21 and 22 , a vehicle keyless entry assembly  209  in accordance with another embodiment of the present invention is shown.  FIG. 21  illustrates an exploded view of keyless entry assembly  209 .  FIG. 22  illustrates a cross-sectional view and a detail view of keyless entry assembly  209 . 
     Keyless entry assembly  209  represents another example of an automotive application incorporating sensors  24 . Keyless entry assembly  209  is for use with a user accessible vehicle component such as a window, a side-view mirror, a lens assembly, etc. As an example, the vehicle component will be described and illustrated as being a vehicle side-view mirror assembly. 
     As shown in  FIG. 21 , keyless entry assembly  209  includes a plurality of sensors  24 , a carrier  212 , and a printed circuit board (PCB)  213 . Each sensor  24  is formed by its own thin electrically conductive pad. Sensors  24  are electrically isolated from one another. Each sensor  24  defines a unique touch pad associated with a unique touch area. As such, sensors  24  function as touch pads to activate a keyless entry function as generally described herein and as described with reference to  FIGS. 7A through 7D . Each sensor  24  has a sufficient area to detect a human finger proximal to that sensor. Sensors  24  are arranged in an array and function independently of one another like an array of mechanical switches. In this example, keyless entry assembly  209  includes five individual sensors  24 . As described herein, sensors  24  can serve as an interface between a human user and a vehicle to enable the user to control various vehicle functions requiring human input. 
     Sensors  24  are mounted firmly to respective portions of carrier  212 . Carrier  212  includes electrically isolated metal wires which are electrically connected to respective sensors  24 . (The wires are not shown, but may be understood with reference to  FIG. 7B .) Carrier  212  and PCB  213  are arranged to be positioned next to one another. The wires of carrier  212  make an electrical connection to PCB  213  such that each sensor  24  is individually in electrical contact with the electronics of PCB  213 . 
     As indicated, the vehicle component for use with keyless entry assembly  209  in this example is a vehicle side-view mirror assembly. Accordingly, keyless entry assembly  209  further includes a mirror sub-assembly including a side-view mirror  210 , a mirror holder  216 , and a mirror housing  217 . Mirror  210  is held onto mirror holder  216  in the fully assembled position of mirror sub-assembly. Mirror holder  216  includes an integral housing  214 . Housing  214  includes a battery  218  therein for supplying electrical energy to power keyless entry assembly  209 . Housing  214  is configured to receive keyless entry assembly  209  therein. That is, housing  214  is configured to house carrier  212  with sensors  24  mounted thereto and PCB  213  positioned next to carrier  212 . Mirror  210  is configured to be attached to mirror holder  216  with keyless entry assembly  209  received in housing  214  of mirror holder  216 . As such, in the fully assembled position, keyless entry assembly  209  is housed between mirror  210  and mirror holder  216 . In this position, sensors  24  mounted on carrier  212  are adjacent to the underside of mirror  210 . 
     Mirror  210  is etched with a metallization layer  215  thereon. Metallization layer  215  electrically isolates sensors  24  from one another and from the mirror body. Metallization layer  215  also allows illumination of characters, if desired. Characters may be any shape, letter, or number. For non-conductive mirror surfaces or for non-mirrored surfaces, etching may not be done. 
     Mirror housing  217  includes a solar cell  219  for charging battery  218  positioned in housing  214  of mirror holder  216 . PCB  213  further includes a transmitter  220  such as a remote keyless entry fob. Transmitter  220  enables the elimination of additional wiring into the vehicle. This allows the mirror to be a replacement. Without solar cell  219 , a battery life of approximately three years is expected for a 900 mA battery. With solar cell  219 , no replacement of battery  218  is needed. 
     Sensors  24  may be molded into carrier  212  using over-molding, two-shot molding, or other similar process. Materials for forming sensors  24  include electrically conductive rubber or plastic, metals, or other electrically conductive materials. Sensors  24  can be preformed to resemble decals, emblems, stickers, tags, and the like. Such emblems may represent or identify the vehicle to which keyless entry assembly  209  is associated. Carrier  212  may be molded clear or translucent to provide illumination options as carrier  212  can be in optical communication with a light source on PCB  213 . 
     As described, sensors  24  are individually in electrical communication with PCB  213 . Redundant connections between sensors  24  and PCB  213  may optionally be made. Sensors  24  may be sandwiched tight against mirror  210  so as to improve sensing through mirror  210 . 
     In operation, a user interacts with the outer surface of mirror  210  in order to activate one or more of sensors  24 . Electronic signal conditioning circuitry of PCB  213 , which is interfaced to sensors  24 , processes the input signal from the sensor(s) and completes circuit connections to activate the commanded function. The action is similar to pressing a mechanical button to complete an electrical circuit. 
     Referring now to  FIGS. 23 and 24 , with continual reference to  FIGS. 21 and 22 , a vehicle keyless entry or assembly  229  in accordance with another embodiment of the present invention is shown.  FIG. 23  illustrates an exploded view of assembly  229 .  FIG. 24  illustrates a cross-sectional view and a detail view of assembly  229 . 
     Assembly  229  represents yet another example of an automotive application incorporating sensors  24 . In this example, the user accessible vehicle component for use with assembly  229  is a movable vehicle window. Assembly  229  shown in  FIGS. 23 and 24  includes similar components as assembly  209  shown in  FIGS. 21 and 22  and like components are designated with the same reference numerals. 
     As shown in  FIG. 23 , assembly  229  includes an array of sensors  24 , a carrier  212 , and a PCB  213 . Again, sensors  24  are electrically isolated from one another and are mounted to respective portions of carrier  212 . Carrier  212  includes electrically isolated metal wires (not shown) which are electrically connected respectively to sensors  24 . Carrier  212  and PCB  213  are positioned next to one another. The wires of carrier  212  make an electrical connection to PCB  213  such that each sensor  24  is individually in electrical contact with the electronics of PCB  213 . 
     As indicated, the vehicle component for use with assembly  229  in this example is a movable vehicle window. Accordingly, assembly  229  further includes a window sub-assembly including a movable window  225  and a window trim  227 . Window trim  227  includes a housing  230 . Housing  230  includes a battery  218  therein for supplying electrical energy to power assembly  229 . Housing  230  is configured to receive assembly  229  therein. That is, housing  230  is configured to house carrier  212  with sensors  24  mounted thereto and PCB  213  positioned next to carrier  212 . As such, in the fully assembled position, assembly  229  is housed between mirror  225  and trim  227 . In this position, sensors  24  mounted on carrier  212  are adjacent to the inside of window  225 . Assembly  229  may also be integrated into vehicle system and wiring. 
     Assembly  229  may further include a decal  228 . Decal  228  allows illumination of characters. Characters may be any shape, letter, or number. Decal  228  may be affixed to window  225 . Alternatively, window  225  may be painted or other similarly processed to yield the desired effect. Further, window  225  may be etched, scribed, cast, formed, or the like to affect the optical illumination in a desired way. 
     Housing  230  further includes a solar cell  219  for charging battery  218  positioned in housing  230 . PCB  213  further includes a transmitter  220  such as a remote keyless entry fob. 
     In operation, a user interacts with the outer side of mirror window  225  in order to activate one or more of sensors  24 . Electronic signal conditioning circuitry of PCB  213 , which is interfaced to sensors  24 , processes the input signal from the sensor(s) and completes circuit connections to activate the commanded function. The action is similar to pressing a mechanical button to complete an electrical circuit. 
     As explained, functionality of assembly  229  is not limited to keyless entry. Other functionality may include, but not limited to, audio controls or other application specific items that one may want to control from outside of the vehicle such as opening a garage door that may be integrated or adjusting the elevation of the vehicle by integrating with an auto-leveling system. 
     While embodiments of the present invention have been illustrated and described, it is not intended that these embodiments illustrate and describe all possible forms of the present invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the present invention.