Patent Description:
Open roof assemblies are well known in the art. The known open roof assemblies are arranged on a roof of a vehicle, wherein an opening is provided in the roof. A moveably arranged closure member is selectively in an open position or in a closed position. In the open position, an interior of the vehicle is in open contact with an exterior of the vehicle, e.g. for providing fresh air in the interior. In the closed position, the interior of the vehicle is closed and protected against rain and other external influences, for example. In the known open roof assembly, the closure member may be (semi-)transparent to allow sunlight to enter the interior, when the closure member is in the closed position.

Commonly, an electric motor is provided and operatively coupled to the closure member to move the closure member between the open position and the closed position. Usually, the closure member is, when moving from the closed position to the open position, first tilted and then the closure member slides towards the open position. The tilting and sliding movement are provided by a suitable mechanism operated by a drive cable, which drive cable is pulled or pushed by the electric motor. Due to the different movements and components of the mechanism, a force exerted by the electric motor may vary along a trajectory of the drive cable. This variation in force complicates a detection of an obstruction preventing the movement of the closure member.

In prior art, a number of methods are disclosed to detect such an obstruction, e.g. an object pinched between the closure member and an edge of the opening in the vehicle roof. A prior art control device for a movable member of a vehicle is disclosed in <CIT>. In particular, direct detection methods and systems are known, wherein any object in the opening in the roof are directly detected, e.g. by use of a camera or an interruption of a beam of radiation such as infrared light. Indirect methods are known as well. For example, an amount of motor current is compared to a position, in particular a change in position, of the closure member. Such change in position may be determined by determining an amount of rotation of a motor axle or a motor gearing. Such indirect methods may be cost-effective, since they do not require expensive additional components, and may be easily implemented. Due to the above-mentioned variation in forces and related variation in speed, the indirect methods may however be slow or inconsistent. To ensure a safe operation, thresholds for detection may be selected such that likelihood of a false obstruction detection increases.

It is an object of the present invention to provide a reliable and fast method and system for detecting an obstruction that prevents movement of a moveably arranged vehicle component.

In a first aspect, the object is achieved in a method for detecting a movement obstruction of a movably arranged vehicle component according to claim <NUM>. The vehicle component is operatively coupled to an electric motor such that the electric motor may drive the vehicle component. The electric motor is supplied with a motor current for operation. The method according to the present invention comprises the steps of supplying the electric motor with a supply voltage in order to supply the motor current; determining a frequency content of the motor current; and analysing the frequency content to determine whether the movement obstruction is present or not.

The motor current varies over time, irrespective of whether the motor current is an AC current or a DC current. Such variations may be due to motor commutation, force variations in the driving of the movement of the vehicle component or any other cause. Such variations may have a low or a high frequency. By suitable analysis of the motor current, a frequency content of the motor current may be determined. For example, a well-known method to determine a frequency content of a signal is a Fourier transformation, but other techniques and methods are known as well.

It is noted that, in prior art, a motor current ripple due to motor commutation is used to determine a motor rotation and a related position of the vehicle component. Such a current ripple detection is not within the scope of an analysis of the frequency content of the motor current as used herein. The current ripple generates a main peak in a frequency spectrum at the ripple frequency and related peaks at harmonic frequencies thereof. Determining a frequency of the main peak may be used to determine a rotation speed of the motor axle. Instead, as used herein, analysis of the frequency content includes determining a level or an amount of one or more frequencies in the frequency spectrum.

It has been found that an obstruction preventing the movement of the vehicle component changes a frequency content of the motor current significantly as compared to a situation without an obstruction being present. Hence, suitable analysis of the frequency content of the motor current enables to detect presence of an obstruction easily and quickly.

In an embodiment of the method, the step of analysing comprises the steps of analysing the frequency content to determine whether the frequency content meets a predetermined condition; and, based on the frequency content meeting the predetermined condition or not, determining whether the movement obstruction is present or not. The determined frequency content may be compared to a predetermined threshold, for example. However any other condition may be applied as well. A most suitable condition for simple and fast detection of an obstruction may be dependent on an electric motor type used, the mechanical configuration of the moveably arranged vehicle component and other aspects and properties. It is considered that a skilled person is enabled to compare a frequency content of an unobstructed vehicle component and an obstructed vehicle component and, based on an outcome of the comparison, to select a suitable method to detect the obstruction.

In an embodiment, the step of analysing may comprise a step of comparing the determined frequency content with a previously determined frequency content to determine a change in the frequency content. A determined difference may be used for the determination of the presence of an obstruction. In another embodiment, the determined frequency content may be directly analysed with reference to a previously determined value or the like.

In an embodiment, the analysis is based on a frequency content of frequencies higher than a predetermined lower limit frequency and/or on a frequency content of frequencies lower than a predetermined upper limit frequency. A change of the frequency content may be more pronounced in certain frequencies, which may be dependent on an electric motor type used, the mechanical configuration of the moveably arranged vehicle component and other aspects and properties. It is considered that a skilled person is enabled to compare a frequency content of an unobstructed vehicle component and an obstructed vehicle component and, based on an outcome of the comparison, to identify any frequencies in the frequency spectrum that are most suitable for simple and fast detection.

In a further aspect, the present invention provides a motor control system for controlling operation of an electric motor, wherein the electric motor is operatively coupled to a movably arranged vehicle component for moving the vehicle component. The electric motor is configured to be supplied with a motor current and the motor control system is configured to detect a movement obstruction. An obstruction detection is based on an analysis of a frequency content of the motor current. Thus, the motor control system is configured to perform the above-described method.

According to the invention, the movement obstruction detection is based on a change in the determined frequency content of the motor current, in particular as compared to a previously determined frequency content.

The movement obstruction detection is based on a frequency content of frequencies higher than a predetermined lower limit frequency and/or on a frequency content of frequencies lower than a predetermined upper limit frequency. The motor control system comprises a frequency filter for filtering the frequency content of the motor current, wherein the frequency filter comprises at least one of a low-pass filter, a high-pass filter and a band-pass filter. Thus, easily, a particular part of the frequency content may be separated and analysed, wherein it is previously determined that the frequency content in such part of the frequency spectrum clearly changes in case of an obstruction.

In an embodiment, the frequency filter is an analogue filter with the motor current as an input and wherein the motor control system is configured to analyse an output of the frequency filter.

The moveable vehicle component may be any other electrically driven and moveable component like a side window or a tailgate, for example.

In an aspect, the present invention provides a roof assembly for a vehicle roof, the roof assembly comprising a moveably arranged closure member, an electric motor operatively coupled to the closure member and the motor control system according to claim <NUM> for detecting a movement obstruction, which movement obstruction prevents the closure member from moving.

Further scope of applicability of the present invention will become apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating embodiments of the invention, are given by way of illustration only, since various changes and modifications within the scope of the claimed invention will become apparent to those skilled in the art from this detailed description with reference to the appended schematical drawings, in which:.

The second roof opening 3b is arranged under the fixed panel 2b such that light may enter a vehicle interior passenger compartment through the fixed panel 2b, presuming that the fixed panel 2b is a glass panel or a similarly transparent panel, for example made of a plastic material or any other suitable material. The second roof opening 3b with a transparent or translucent fixed panel 2b is optional and may be omitted in another embodiment of the open roof assembly.

<FIG> further illustrates a drive assembly having a first guide assembly 6a, a second guide assembly 6b, a first drive cable <NUM> and a second drive cable <NUM>. The first and second guide assemblies 6a, 6b are arranged on respective side ends SE of the moveable panel 2a and may each comprise a guide and a mechanism. The guide is coupled to the frame <NUM>, while the mechanism comprises moveable parts and is slideably moveable in the guide. The first and the second drive cables <NUM>, <NUM> are provided between the mechanisms of the respective guide assemblies 6a, 6b and a electric motor <NUM>.

The drive cables <NUM>, <NUM> couple the electric motor <NUM> to the mechanisms of the respective guide assemblies 6a, 6b such that upon operating the electric motor <NUM>, the mechanisms start to move. In particular, a core of the drive cable <NUM>, <NUM> is moved by the electric motor <NUM> such to push or pull on the mechanisms of the respective guides 6a, 6b. Such a drive assembly is well known in the art and is therefore not further elucidated herein. Still, any other suitable drive assembly may be employed as well without departing from the scope of the present invention. Moreover, in a particular embodiment, an electric motor may be operatively arranged between the respective guides and the respective mechanisms of the guide assemblies 6a, 6b and, in such embodiment, a drive assembly may be omitted completely.

In the illustrated embodiment, the electric motor <NUM> is mounted near or below the front end FE of the moveable panel 2a at a recess <NUM>. In another embodiment, the electric motor <NUM> may be positioned at any other suitable position or location. For example, the electric motor <NUM> may be arranged near or below the rear end RE of the moveable panel 2a or below the fixed panel 2b.

A control unit <NUM> is schematically illustrated and is operatively coupled to the electric motor <NUM>. The control unit <NUM> may be any kind of processing unit, either a software controlled processing unit or a dedicated processing unit, like an ASIC, which are both well known to those skilled in the art. The control unit <NUM> may be a stand-alone control unit or it may be operatively connected to another control unit, like a multipurpose, generic vehicle control unit. In yet another embodiment, the control unit <NUM> may be embedded in or be part of such a generic vehicle control unit. Essentially, the control unit <NUM> may be embodied by any control unit suitable for, capable of and configured for performing operation of the electric motor <NUM> and thus the moveable roof assembly.

<FIG> shows a top view of the open roof assembly according to <FIG> with the moveable panel 2a and the fixed panel 2b. The moveable panel 2a is configured and arranged to selectively cover or open the opening 3a in a vehicle roof. The moveable panel 2a is operatively coupled through a suitable mechanism and a drive cable <NUM> to the electric motor <NUM>. Operating the electric motor <NUM> results in a pulling or pushing force of the drive cable <NUM> on the moveable panel 2a in a well-known manner, which is therefore not further elucidated herein.

The electric motor <NUM> is operated by the control unit <NUM> which comprises a motor control system <NUM>. The motor control system <NUM> is configured to detect an obstruction in a path of movement of the moveable panel 2a, due to which obstruction the moveable panel 2a is not able to move.

<FIG> shows a graph showing a frequency content of a motor current as supplied to an electric motor suitable for use in the open roof assembly of <FIG>. Frequency in Hertz is on a logarithmic scale on the horizontal axis and an amount of contribution/content in dB is provided on the vertical axis.

The shown motor current is determined from an unloaded electric motor. In this example, the electric motor is a DC motor, so a main frequency contribution is at <NUM>, hence the high value of about -<NUM> dB at the vertical axis (<NUM>) and the decrease of the frequency content to about -<NUM> dB at <NUM>.

At about <NUM>, about <NUM>, about <NUM> and about <NUM>, there are peaks in the frequency content, which peaks are due to commutation in the electric motor. So, the first peak at a base frequency of about <NUM> indicates a speed of rotation of the motor axle, while the peaks at about <NUM>, about <NUM> and about <NUM> correspond to the <NUM>st, <NUM>nd and <NUM>rd harmonics of the base frequency, respectively. Higher harmonics are apparent in the graph as well. Apart from the commutation peaks, the frequency content in the motor current gradually decreases from the low frequencies to the higher frequencies.

<FIG> illustrates a similar graph as shown in <FIG> with the same properties on the horizontal and vertical axes. In <FIG>, four curves A, B, C and D are shown. A first curve A corresponds to the motor current supplied to a loaded electric motor, i.e. an electric motor driving an unobstructed moveable panel of an open roof assembly. Second, third and fourth curves B, C and D, respectively, correspond to motor currents supplied to an electric motor driving an obstructed moveable panel, wherein a stiffness of an obstructing object in a direction of movement of the moveable panel varies. For the second curve B, the stiffness of the object is <NUM> N/mm; for the third curve C, the stiffness is <NUM> N/mm; and for the fourth curve D, the stiffness is <NUM> N/mm. These values for the stiffness are selected in correspondence to certain legal safety requirements in different jurisdictions, in particular in the EU and USA. In other jurisdictions, other values for a stiffness could be relevant and the present invention is not limited in any way to such stiffness.

In comparison to an unloaded operation of the electric motor as shown in <FIG>, in the loaded operation of curves A, B, C and D, the base frequency has shifted to about <NUM>. So, the load on the electric motor clearly reduces the speed. Further, the frequency content over the whole frequency spectrum is increased. In particular, for the unobstructed operation of the curve A, lower frequencies have significantly more energy, but energy in the higher frequencies is increased as well.

In the obstructed operation, the energy in the whole frequency spectrum is further increased in comparison to the unobstructed operation as apparent from the second, third and fourth curves B, C and D relative to the first curve A. It is noted that the second, third and fourth curves B, C and D do not significantly differ in their frequency contents and, thus, it appears that the stiffness of an object does not affect a frequency content in the motor current and is therefore not relevant to the obstruction detection. Further, it is noted that the energy (i.e. frequency content) at the above-mentioned base frequency and harmonic frequencies thereof are not increased due to the obstruction. Moreover, some of the peaks of this base frequency and its harmonic frequencies may be hard to identify in the frequency spectrum as a level of such peaks hardly exceed a level of the energy in frequencies in a range about such peaks. Therefore, using the base frequency and its harmonics for position and speed determination may be deemed unreliable if used for obstruction detection.

As above mentioned, the energy in the frequencies over the whole range is increased. In the frequencies upto about <NUM>, a noticeable increase of about <NUM> dB is apparent, while in a range from about <NUM> to about <NUM>, the difference is less noticeable due to relatively large variations in energy between the different frequencies. In a range from about <NUM> to about <NUM>, there is a relative large difference in energy levels between the unobstructed operation and the three illustrated obstructed operations. Hence, in this embodiment, a significant difference of about <NUM> dB is identified in the range from about <NUM> to <NUM>. This significant difference is easily detectable and may be used to detect an obstruction in a path of movement of the moveable vehicle component, in this embodiment the moveable closure member. Beyond the frequency of about <NUM>, there appears to be no difference in frequency content between the unobstructed and obstructed operations.

It is noted that the above indicated frequency range for detecting an obstruction may be dependent on the embodiment, i.e. the combination of the electric motor, gearing, drive cable, closure member, etc. Another drive assembly and vehicle component may excite other frequencies. A person skilled in the art is considered to be enabled to identify such frequencies, e.g. by generating a graph as shown in <FIG>.

<FIG> illustrates an embodiment of the control unit <NUM> as shown in <FIG>. The control unit <NUM> is operatively coupled to the electric motor <NUM> for driving the electric motor <NUM> by supplying a motor current to the electric motor <NUM> using a drive circuit <NUM>. The drive circuit <NUM> may be any suitable circuit, e.g. in accordance with well-known drive circuits.

The control unit <NUM> further comprises a motor control system <NUM> for detecting an obstruction preventing movement of the vehicle component like the moveable closure member 2a of <FIG>. The motor control system <NUM> is configured to receive a current signal representative of the motor current as supplied to the electric motor <NUM>. For example, a current sensor <NUM> may be provided. In a particular exemplary embodiment, the current sensor <NUM> may be a resistor and the current signal may be a voltage over the resistor. However, any other kind of signal and/or sensing circuit may be employed.

The motor control system <NUM> comprises a frequency filter <NUM>. The frequency filter <NUM> is configured to receive the current signal for determining a frequency content in the current signal. The frequency filter <NUM> may be embodied as a digital filter such that the frequency content may be derived through a digital operation using a processing unit, for example, as well known in the art. In another embodiment, the frequency filter <NUM> may be embodied as an analogue filter, e.g. a first-order or higher order RC-filter. Selecting suitable values for the resistance of the resistor and for the capacitance of the capacitor defines a cut-off frequency, as well known in the art.

The frequency filter <NUM> may be low-pass filter, a high-pass filter or a band-pass filter. For example, with reference to the graph of <FIG> and the above description thereof, a band-pass filter designed to let frequencies between about <NUM> and about <NUM> pass would be suitable to detect an obstruction based on the output of the frequency filter <NUM>. <FIG> shows an example of a response of a band-pass filter, wherein the frequency filter is designed to allow frequencies between a lower limit frequency f<NUM> and an upper limit frequency f<NUM> to pass, wherein the lower limit frequency f<NUM> is about <NUM> and the upper limit frequency f<NUM> is about <NUM>. Designing of a suitable filter is well known in the art and is therefore not elucidated herein. Still, depending on the frequencies relevant to the obstruction detection, other values and/or another kind of filtering may be applied.

Referring to <FIG> again, optionally, an output operator <NUM> may be provided. For example, to reduce effects of noise and other accidental variations, a moving average may be determined over a number of output values (in case of a digital output) or a period of time (in case of an analogue output). Other operators may be used as well, depending on the requirements.

The output of the output operator <NUM> is supplied to a comparator <NUM>. The comparator <NUM> is further configured to receive a threshold value <NUM>. By comparison of the output of the output operator <NUM> and the threshold value <NUM>, it is determined whether an obstruction is present by an obstruction detector <NUM>.

In an exemplary embodiment, the threshold value <NUM> may be a predetermined and static value. When the output of the output operator <NUM> exceeds the threshold value <NUM>, an obstruction is detected. In another exemplary embodiment, the threshold value may be dynamic or adaptive and may be determined based on or in response to a level of the current signal, for example, or any other signal level or property.

The obstruction detector <NUM> may receive further inputs such that the obstruction detection may be based on multiple inputs, wherein the obstruction detector <NUM> may be configured to detect an obstruction if one, multiple or even all inputs indicate the presence of an obstruction. An output of the obstruction detector <NUM> may be operatively coupled to the drive circuit <NUM> such that the motor current supply may be switched off or may be reversed, for example.

<FIG> each show two curves E, F and G, H, respectively. In <FIG>, a motor current (in arbitrary units a. on the vertical axis) is shown in relation to time (in seconds s on the horizontal axis) and in <FIG>, a frequency filter output (in arbitrary units a. on the vertical axis) is shown in relation to time (in seconds s on the horizontal axis).

A fifth curve E represents the motor current as supplied to a moving closure member, i.e. a moving vehicle component, in an unobstructed operation. A seventh curve G shows the frequency filter output corresponding to the motor current of the fifth curve E.

A sixth curve F represents the motor current as supplied to a moving closure member, i.e. a moving vehicle component, wherein at a time of about <NUM> the closure member is obstructed. An eighth curve H shows the frequency filter output corresponding to the motor current of the sixth curve F.

Referring to <FIG>, a significant rise in the motor current occurs when the closure member is obstructed. In common obstruction detection systems, this rise in current and usually in combination with a detected reduction in speed and/or by comparison to a reference profile of the expected motor current along the path of movement of the moveable closure member, is used to determine the presence of an obstruction. Referring to <FIG>, it is apparent that at the same time of about <NUM> the frequency content in the selected frequency band, which in this case is the frequency band of <NUM> - <NUM> (cf. <FIG>), rises as well. Moreover, the frequency content in this selected frequency band, the rise is more steep than the rise in motor current. Hence, an obstruction may be detected sooner in comparison to the method used by the above-mentioned common obstruction detection systems.

Further research has revealed that the presently proposed obstruction detection method is less sensitive to external influences. For example, in the embodiment of a moveably arranged closure member of an open roof assembly, speed of the vehicle, road conditions, weather conditions, vehicle torsion, and any other conditions affect the forces needed to move the closure member and thus affect the motor current supplied to the motor. To account for such circumstances and conditions, a safety margin is introduced in the threshold value to prevent that the closure member will erroneously detect an obstruction, when the closure member is moving under such conditions. As the present method is less sensitive to such conditions, a smaller safety margin may be applied and thus the motor control system may be more reliable and may result in reduced forces exerted on the obstructing object.

Detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention, which can be embodied in various forms. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present invention in expectedly any appropriately detailed structure.

Further, the terms and phrases used herein are not intended to be limiting, but rather to provide an understandable description of the invention. The terms "a" or "an", as used herein, are defined as one or more than one. The term plurality, as used herein, is defined as two or more than two. The term another, as used herein, is defined as at least a second or more. The terms including and/or having, as used herein, are defined as comprising (i.e., open language). The term coupled, as used herein, is defined as connected, although not necessarily directly.

Claim 1:
A method for detecting a movement obstruction of a movably arranged vehicle component (2a) driven by an electric motor (<NUM>), the electric motor being supplied with a motor current, the method comprising the steps of:
a. supplying the electric motor (<NUM>) with a supply voltage, thereby supplying the motor current;
b. determining a frequency content of the motor current;
c. analysing the frequency content to determine whether the movement obstruction is present or not, comprising filtering the frequency content of the motor current (E, F) with a frequency filter (<NUM>) and comparing a filter output (G, H) of the frequency filter (<NUM>) with a threshold value.