DE102021119835A1 - OBJECT RECOGNITION AND ANTI-PINCHING FOR VEHICLES - Google Patents

Abstract

A bus includes a body, a plurality of doors, a rail seal, at least one sensor disposed within the rail seal, the at least one sensor capacitively coupling to an electrically conductive moving object proximate the rail seal such that the capacitance of the at least one sensor changes, and a controller coupled to the at least one sensor, the controller analyzing the detection by the at least one sensor and detecting a non-smooth signal from the at least one sensor and determining that an obstacle is present the controller analyzes the sensing by the at least one sensor and senses an inconsistent signal from the at least one sensor and determines that an obstruction is present, senses that one of the doors is not closed after a predetermined period of time and determines that a obstacle is present senses that one of the doors is blocked and determines that the obstruction is present, with the controller being configured to alert an operator of the bus when an obstruction is present.

Description

TECHNICAL AREA

The present invention relates to object detection and anti-entrapment systems for vehicles.

An assembly shown includes surface elements and a capacitive sensor. The surface elements are movable between an open position and a closed position relative to an opening of a body. The sensor is positioned on a panel such that at least a portion of the sensor comes into proximity or contact with a person or object located near the closing edges of the panels when they are between an open and a closed position be moved.

The various features and advantages of this invention will become apparent to those skilled in the art from the following detailed description. The drawings that accompany the detailed description can be briefly described as follows.

character list

• 1A Figure 12 shows a side view of a lift gate assembly of a vehicle with a lift gate;
• 1B shows a rear view of the in 1A illustrated vehicle lift gate assembly;
• 2 Figure 12 shows a side view of a vehicle liftgate assembly having a liftdoor and a trim thereon, the trim having a capacitance sensor in accordance with an embodiment of the present invention;
• 3A shows an inside view of the cover and the sensor of the in 2 illustrated vehicle lift gate assembly;
• 3B shows an oblique interior view of the cover and the sensor of the in 2 illustrated vehicle lift gate assembly;
• 4A 12 is a perspective view of a vehicle liftgate assembly having a liftdoor and a trim thereon, the trim having a capacitance sensor in accordance with an embodiment of the present invention;
• 4B shows the cross-section "4B" of 4A , in which the sensor is configured to detect both electrically conductive and non-conductive objects;
• 5 12 shows a perspective view of a vehicle door assembly with an inner door trim and capacitive sensors according to an embodiment of the present invention;
• 6 shows a cross-sectional view of the arrangement of the sensors of FIG 5 vehicle door assembly shown;
• 7A until 7D Figure 12 shows various views of a vehicle keyless entry system according to an embodiment of the present invention;
• 8A and 8B Figure 12 shows various views of a vehicle keyless entry system according to an embodiment of the present invention;
• 9 Fig. 12 shows a vehicle keyless entry system according to another embodiment of the present invention;
• 10 shows an enlarged view of the light guide assembly of FIG 9 illustrated keyless entry system for vehicles;
• 11A , 11B and 11C each show cross-sectional views of the body portion of the light guide assembly of FIG 9 illustrated keyless entry system for vehicles;
• 12 shows the etching of the button indicator into the body portion of the light guide assembly of FIG 9 illustrated keyless entry system for vehicles;
• 13 shows a variant of the in 9 illustrated keyless entry system for vehicles;
• 14 shows another variant of the in 9 illustrated keyless entry system for vehicles;
• 15 and 16 each show two different exemplary options for connecting the in 9 illustrated keyless entry system for vehicles with a circuit board;
• 17 shows an alternative variant of the light guide arrangement in 9 illustrated keyless entry system for vehicles;
• 18 shows the connection of the in 17 illustrated alternative variant of the keyless entry system for vehicles with a vehicle structure;
• 19 Figure 12 shows an exploded view of a bezel assembly according to another embodiment of the present invention;
• 20 shows an area of the sensor of the in 19 shown veneer arrangement;
• 21 12 is an exploded view of an in-vehicle keyless entry system according to another embodiment of the present invention;
• 22 shows a cross-sectional view and a detailed view of the in 21 illustrated keyless entry system for vehicles;
• 23 12 is an exploded view of a vehicle keyless entry system according to another embodiment of the present invention;
• 24 and 25 show cross-sectional and detailed views of the in 23 assembly shown;
• 26A Figure 12 shows a schematic diagram of the electrical circuitry of a controller according to an embodiment of the present invention for use with one or more sensors described herein;
• 26B Figure 12 shows a schematic diagram of the electrical circuitry of a controller according to an embodiment of the present invention for use with one or more of the sensors described herein;
• 27 , 28 and 29 Figures show example profiles indicating when a desired action is requested by a user in accordance with embodiments of the present invention;
• 30 , 31 and 32 12 show examples of signal measurements that do not conform to profiles indicative of proper user requirements according to embodiments of the present invention;
• 33A Figure 12 shows a side view of a vehicle lift gate assembly in accordance with an embodiment of the present invention;
• 33B FIG. 12 shows a rear view of the vehicle liftgate assembly in FIG 33A ;
• 34 FIG. 12 shows another side view of the vehicle lift gate assembly shown in FIG 33A and 33B is shown
• 35A shows a perspective view of the lifting door and the facing located on it in 33A illustrated vehicle lift gate assembly;
• 35B shows the cross section "35B" of 35A , wherein the sensor along the edge of the lift door and the fascia is configured to detect both electrically conductive and non-conductive objects;
• 36 FIG. 12 shows a cross-sectional view of the sensor along the edge of the lift gate and the fascia of FIG 35A ;
• 37 12 shows an exploded view of a bumper assembly according to an embodiment of the present invention;
• 38 Figure 12 shows an exploded view of a fairing assembly according to an embodiment of the present invention;
• 39 Figure 12 shows a perspective view of a vehicle incorporating the sensors described herein;
• 40 Figure 12 is a view of a bus with sensors placed around its perimeter according to an embodiment of the present invention;
• 41 Figure 12 is a view of a bus with sensors located around the perimeter of the bus according to another embodiment of the present invention;
• 42 Fig. 12 is a view of a bus with sensors arranged around its perimeter according to another embodiment of the present invention;
• 43 Figure 12 is a view of a bus with sensors located around the perimeter of the bus according to another embodiment of the present invention;
• 44 Fig. 12 is a partial view of a bus with sensors arranged on one of the movable sheet members, articulated on either side of an opening allowing entry and exit, according to another embodiment of the present invention;
• 45 Fig. 45 is a sectional view taken along line 45-45 of Fig 44 ;
• 46 Figure 12 is a block diagram of a system that uses sensors to detect when an object comes near or into contact with a moveable sheet while it is moving, according to an embodiment of the present invention;
• 47 Fig. 12 is a schematic representation of the angular movement of panels closing an opening according to an embodiment of the present invention;
• 48 Fig. 12 is a sectional view of a movable corner guard seal with sensing elements, according to an embodiment of the present invention;
• 49 Figure 12 is a partial perspective view of a movable panel edge protector Strip seal with sensing elements, pulled out of the edge protection strip for clarity, according to an embodiment of the present invention.
• 50 Figure 12 is a sectional view of a corner guard seal of a moveable sheet having sensing elements in a partially compressed state, according to an embodiment of the present invention;
• 50a Fig. 12 is a cross-sectional view of an edge guard seal of a moveable panel with sensing elements in a compressed state and in contact with each other, according to an embodiment of the present invention;
• 51 Fig. 12 is a sectional view of an edge molding seal with sensing elements of a moveable sheet embedded behind an outer cover according to an embodiment of the present invention;
• 52 Fig. 12 is a diagram showing a typical relationship between the signal voltage and the position angle of the movable sheet according to an embodiment of the present invention;
• 53 Fig. 14 is a diagram showing an atypical relationship between the signal voltage and the position angle of a movable surface element according to an embodiment of the present invention;
• 54 12 is a graph showing a relationship between the signal voltage and the position angle of a movable sheet when the speed of the movable sheet is slowed down according to an embodiment of the present invention;
• 55 12 is a graph showing the relationship between the signal voltage and the position angle of a movable sheet when the speed of the movable sheet is decelerated according to an embodiment of the present invention;
• 56 12 shows the interaction between the detection modalities to improve the determination of whether an obstacle is present during closure of a moveable sheet, according to an embodiment of the present invention, and
• 57 FIG. 12 shows a plot of various sensor signals with minimum and maximum expected thresholds for each signal, according to an embodiment of the present invention.

DETAILED DESCRIPTION

In the 1A and 1B A vehicle liftgate assembly 10 having a liftgate 12 is shown. The lift gate 12 is connected to the body panel 16 of a vehicle by a cylinder 14 or the like. The cylinder 14 includes a piston rod that extends to move the lift door 12 to an open position relative to the body panel 16 and contracts to move the lift door 12 to a closed position relative to the body panel 16 (the lift door 12 in the closed position is in 1A shown as a dashed line). A capacitance sensor 18 is mounted along the body panel 16 . The sensor 18 can detect the presence of an electrically conductive object, such as a human body part, extending into the opening between the lift door 12 and the body panel 16 when the object is in the vicinity of the body panel 16 .

The sensor 18 is part of an anti-trap system that includes a controller. The sensor 18 generally includes first and second electrical conductors with a dielectric member therebetween. The conductors are set at different voltage potentials from one another, with one of the conductors typically being set at electrical ground. The sensor 18 has an associated capacitance which is a function of the various voltage potentials applied to the conductors. The capacitance of the sensor 18 changes when the conductors are moved relative to one another, e.g., when an object (electrically conductive or non-conductive) touches the sensor 18. Similarly, the capacitance of the sensor 18 changes when an electrically conductive object comes near the conductors of the sensor 18 that is not electrically grounded. Thus, the sensor 18 can detect an object on the sensor 18 (i.e., an object touching the sensor 18) and/or the presence of an object in the vicinity of the sensor 18 (i.e., an object in the vicinity of the sensor 18).

The controller communicates with the sensor 18 to monitor the sensor 18 capacitance. When the capacitance of the sensor 18 indicates that an object is near or touching the sensor 18 (ie, an object is near or touching the body panel 16 to which the sensor 18 is attached), controls the control of the lifting door 12 via the cylinder 14 accordingly. For example, the controller controls the lift gate 12 to stop moving in the closing direction when the sensor 18 detects the presence of an object in the vicinity of the sensor 18 . In this case, the object may be a human, eg a child, and the controller will hold the shutter movement of the lift door 12 to prevent the lift door 12 from closing pinching the child. In this case, the controller may further control the liftgate 12 to move in the opening direction to provide space for the child between the vehicle and the liftgate 12, if needed. Instead of on the body panel 16, as in 1A and 1B As shown, the sensor 18 may be mounted on a closure member such as the lift gate 12 or other closure opening where anti-pinch protection is required. That is, the sensor 18 may be attached to the body panel 16 or to a closure member such as the liftgate 12 or to any closure opening where anti-pinch protection is desired or required.

Referring to 2 and with constant reference to 1A and 1B Illustrated is a side view of a vehicle lift gate assembly 20 in accordance with an embodiment of the present invention. The lift gate assembly 20 includes the lift gate 12 movable between open and closed positions relative to the vehicle body panel 16 . The lift gate assembly 20 includes a sensor 18 mounted along the body panel 16 for detecting the presence of an electrically conductive object extending into the opening between the lift gate 12 and the body panel 16 when the object contacts the sensor 18 or is in its vicinity.

The lifting door arrangement 20 differs from that in 1A and 1B Lifting door arrangement 10 shown in that the lifting door 12 of the lifting door arrangement 20 has an inner panel 22 with a capacitive sensor 24 . The bezel 22 is attached to the inner surface of the lift gate 12 . The sensor 24 is mounted on the inner surface of the fascia 22 that faces the vehicle interior when the liftgate 12 is closed. Thus, the sensor 24 is located between the fascia 22 and the lift gate 12. Alternatively, the sensor 24 may be located within the fascia 22 or attached to an outer surface of the fascia 22. That is, the sensor 24 can be mounted inside the bezel 22 or on the outside of the bezel 22 .

Like the sensor 18, the sensor 24 is part of an anti-entrapment system that includes a controller and can detect the presence of an electrically conductive object, such as a human body part, in the vicinity of the sensor 24. The sensor 24 includes an electrically conductive lead like the first lead of the sensor 18, but no additional lead like the second lead of the sensor 18. In general, the conductor of the sensor 24 (i.e., the sensor 24 itself) capacitively couples to an electrically conductive object, that is either near or touching the sensor 24 while the sensor 24 is subjected to an electrical charge. The controller communicates with the sensor 24 to monitor the capacitive coupling of the sensor 24 to the object. The controller determines that an object is near or touching the sensor 24 (if the sensor 24 is subject to contact) when it detects the capacitive coupling of the sensor 24 to the object. The controller then controls the lifting door 12 accordingly.

Because the sensor 24 is attached to the bezel 22, which is attached to the lift door 12, the sensor 24 can detect the presence of an electrically conductive object extending into the opening between the lift door 12 and the body if the object extends into near the fascia 22 (as opposed to when the object is near the vehicle body panel 16 and what the sensor 18 is doing). Thus, the sensor 24 extends the anti-entrapment capability compared to that of the lift gate assembly 10 to detect the presence of an object in the travel path of the lift gate 12 . For example, the sensor 24 located within the fascia 22 can detect the presence of a person below an opened lift gate 12, thereby preventing the fascia 22 (and thus the lift gate 12) from touching the person when the lifting door 12 closes. To this end, upon detection, the controller will halt downward movement and reverse movement of the lift gate 12 back to the open position. If desired, the sensor 24 and controller can be configured to monitor whether a person is in close proximity to the lift gate 12 to prevent the lift gate 12 from opening. This detection prevents, for example, a person, such as a child, from accidentally falling out of the vehicle when the liftgate 12 is partially open. An alternative location for the sensor 24 may be along each outer edge of the lift door opening.

In the 3A and 3B are under constant reference to 2 Interior views of the bezel 22 and sensor 24 of the vehicle liftgate assembly 20 are shown. As previously indicated, the sensor 24 is mounted on the inner surface of the fascia 22 that faces the vehicle interior when the liftgate 12 is closed. That is, the sensor 24 is mounted on the inner surface of the fascia 22 that is farthest from the lift gate 12 . In the 3A and 3B this inner surface of the veneer 22 is shown.

As in 3A and 3B As shown, the sensor 24 consists of an array of electrically conductive strips disposed vertically and horizontally on the interior surface of the bezel 22. As shown in FIG. The strips of sensor 24 are in electrical communication with one another and together form the conductor of sensor 24 (ie, the strips together form sensor 24). The strips of the sensor 24 extend across this inner surface of the bezel 22 and follow the contour of the bezel 22. In this embodiment, the bezel 22 is made of non-conductive plastic so that the sensor 24 can detect the presence of conductive objects through the bezel 22.

The sensor 24 may be mounted on the outer surface of the fascia 22 that directly faces the vehicle interior when the liftgate 12 is closed. However, the placement of the sensor 24 on the inner surface of the bezel 22 hides the sensor 24 from the eyes of the user and protects the user from possible damage. The sensor 24 can also be sprayed onto any surface of the cover 22, which ensures additional protection against damage caused by assembly or other manipulations.

The strips of sensor 24 can be configured into other array patterns using combinations of angles or curvatures that better optimize object detection goals. The sensor 24 can be customized and deployed in any pattern to customize and improve object detection performance. The distance between the individual strips is sufficient to ensure continuous object detection over the entire surface of the veneer 22 . Other configurations in place of the sensor strips 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 on the inner surface of the bezel 22 and electrically bonded together, etc. The sensor 24 strips are made of copper, but may be made of other materials such as carbon inks, fabrics, plastics, elastomers, or other metals such as aluminum, brass, bronze, and the like. There are several known methods to achieve electrical conductivity in fabrics, plastics, and elastomers. The conductive material can be coated onto the plastic or incorporated into a carrier which is then inserted into the mold to form the sensor 24.

As previously mentioned, the strips of sensor 24 that are electrically connected together form a conductor that functions as a first conductive plate of a capacitor. Such a capacitor has a second conductive plate, the plates being separated by a material such as a dielectric member. Unlike such a capacitor, the sensor 24 is constructed without a second conductive plate and without a second conductive plate electrically connected to ground. Instead, the metal construction of the lift gate 12 acts as a second conductive plate and shields the sensor 24 from stray capacitive influences.

Alternatively, the sensor 24 can be constructed using 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 additional shielding if required.

The blind 22 made of a rigid material prevents the sensor 24 from detecting electrically non-conductive objects. This is because the rigidity of the bezel 22 prevents the bezel 22 from shifting when an object touches the bezel 22 . In turn, the sensor 24 is prevented from moving toward the metal structure of the lift gate 12 when the object touches the fascia 22 . Thus, there is no change in capacitance between the sensor 24 and the lift gate 12 when an electrically non-conductive object touches the fascia 22 . The sensor 24 can be attached to the outer surface of the cover 22 for the detection of both electrically conductive and non-conductive objects. In this case, an object (electrically conductive or non-conductive) touching the sensor 24 will trigger the sensor 24 (i.e., there will be a change in capacitance between the sensor 24 and the metal structure of the lift gate 12) as the sensor 24 is being compressed ( i.e. the sensor 24 moves in the direction of the lifting door 12). Likewise, the sensor 24 attached to the inner surface of the fascia 22 can detect an object touching the fascia 22 if the fascia 22 is flexible and/or compressible to the extent necessary for the sensor 24 to translate toward the lift gate 12 can.

Referring to the 4A and 4B 1, a vehicle lift gate assembly 40 is shown in accordance with an embodiment of the present invention. The lift gate assembly 40 is similar to the lift gate assembly 20 in that the lift gate assembly 40 includes a lift gate 12 and a fascia 22 thereon, the fascia 22 including a sensor 24 . The lifting door arrangement Port 40 is configured differently than lift gate assembly 20 in that an area of fascia 22 of lift gate assembly 40 is configured such that sensor 24 is capable of detecting both electrically conductive and non-conductive objects in the vicinity of that area of fascia 22. the inside 4B Sensor 24 shown may be separate from the veneer.

To this end, an element (e.g., a strip) of the sensor 24 is positioned on the inner surface of an edge portion of the fascia 22 adjacent an edge of the lift gate 12 and separated from the lift gate 12 by a spacer 26 . The spacer 26 consists of an electrically non-conductive material and is compressible. As described above, the metal construction of the lift gate 12 provides the electrical ground used to shield the sensor 24 from stray capacitive influences. This configuration is an example of extending the bezel 22 to the extreme edges of the lift door 12 to detect the presence of an object in the path of travel of the lift door 12 when the lift door 12 is closing. The spacer 26, made of a compressible material such as open or closed cell foam rubber or other similar materials, allows the perimeter of the sensor 24 (and the perimeter of the bezel 22) to move spatially closer to the metal bottom of the lift gate 12 when an object crosses the perimeter of the veneer 22 touches. The spacer 26 may be continuous or may be made up of smaller sections that are positioned along the area to be sensed and allow movement of the edge sections of the bezel 22 and sensor 24 when pressure is applied.

The sensor 24 can detect electrically conductive objects that are near or touching the edge area of the sensor 24 and can detect electrically non-conductive objects that touch the edge area of the sensor 24 . In particular, the sensor 24 can detect an electrically conductive object in the vicinity of the edge area of the sensor 24 due to the capacitive coupling of the edge area of the sensor 24 to the object. The sensor 24 can detect an object (electrically conductive or non-conductive) touching the perimeter of the veneer because the capacitance of the sensor 24 changes with the metal construction of the lift gate 12 as the perimeter of the sensor 24 moves from contact toward the lift gate 12 is postponed. The spacer 26 is compressed so that the edge area of the sensor 24 can move in the direction of the lift gate 12 .

The applications of the sensor 24 are not limited to the cover 22 of the lift gate assemblies 20,40. Likewise, in addition to detecting the presence of an object for anti-pinch purposes, the sensor 24 may be positioned behind any electrically non-conductive surface and configured to detect the presence, position, or movement (e.g., gesture) of an electrically conductive object, such as a human. The sensor 24 and its controller can serve as an interface between a human user and a vehicle to allow the user to control various vehicle functions that require human input. The controller can be configured to be sensitive enough to detect the position of a person's finger near the sensor 24 before a button press or other type of user activation is performed. For example, it may be desirable to initiate a sequence of operations by positioning a finger or hand near a series of sensors 24 ("touchpads"), followed by a specific activation command once a desired function is found. The initial positioning of the finger may be used to illuminate keypads or the like associated with the array of sensors 24 at a first intensity without activating a command. As the touch area increases with increased finger pressure, the signal increases, allowing the controller to distinguish between positioning and activation command functions. Confirmation of the selection, with the exception of activating the desired function, can be configured to increase illumination intensity, acoustic feedback or tactile feedback (e.g. vibration). Each sensor 24 (“touch area”) may have a different sound and haptic to distinguish the operation of the touch area.

Referring to the 5 and 6 A vehicle door assembly 50 according to an embodiment of the present invention will now be described. The vehicle door assembly 50 represents an application of the sensor 24 in a different environment than the vehicle door assemblies. The assembly 50 includes an inner door panel 52 and a series of sensors 24. 5 12 shows a perspective view of the vehicle door assembly 50 and 6 shows a cross-sectional view of the arrangement of the sensors 24.

The sensors 24 of the vehicle door assembly 50 are each formed by a separate conductor and are not directly electrically connected to one another. Thus, each sensor 24 defines a distinct touchpad associated with a distinct touch area in which object detection from one sensor 24 does not depend on object detection from another sensor 24 . The sensors 24 are arranged in a row and work independent of each other like a series of mechanical switches that commonly control vehicle functions such as window raising and lowering, door locking and unlocking, side mirror positioning, etc.

The interior door trim 52 includes a pull handle 56 and a deck panel assembly 58 which together form an armrest component of the door trim 52 . The sensors 24 are individually attached to the underside of the cover plate assembly 58 . Each sensor 24 has sufficient area to detect a human finger in the vicinity of the sensor. Object detection by a sensor 24 occurs when a part of the user's body, such as a hand or finger, enters the sensitive area directly above the sensor 24. By arranging a plurality of sensors 24 on the underside of the cover plate assembly 58, a sensor arrangement is created which resembles an arrangement of mechanical switches. The sensors 24 can be configured to have many different shapes, such as raised surfaces or recessed contours, to prevent inadvertent activation. The addition of the cover plate assembly 58 for power window reversing control reduces the complexity and cost associated with mechanical switches and associated wiring. The power window up/down control can be integrated into the cover panel assembly 58, or the control can be remotely controlled if required by vehicle construction and design.

Briefly back to 2 : A second sensor 24a mounted on the outer surface of the opening (ie lift door 12) of the vehicle can be used as an interface to operate the opening. Additionally, a single controller can be used to interface with both the anti-pinch sensor 24 and the open operation sensor 24a.

As in the 5 and 6 As shown, the cover plate assembly 58 includes a cover plate 60 of electrically non-conductive material. The cover plate 60 serves as a support for a plurality of sensors 24 mounted on its underside (ie lower cover plate surface 63) and allows detection of objects through its upper side (ie upper cover plate surface 62). The underside of the cover plate 63 is relatively smooth to allow the sensors 24 to be closely attached to the cover plate 60. However, other roughness levels can be configured to work effectively. The top of the cover plate 62 may have any number of physical features 64 or graphical markings associated (e.g., aligned) with the sensors 24, respectively, to assist a user in locating the position of each sensor 24 and identifying its assigned function .

Each sensor 24 is formed as a thin, electrically conductive pad firmly attached to the underside of the cover plate 63 . Each sensor 24 is flexible in this configuration and can therefore be conformed to the contours of the surface of the cover plate 60 to which the sensor is attached. An adhesive may be placed between the sensors 24 and the surface of the cover plate 60 to position and hold them and to minimize air gaps between the sensors 24 and the cover plate surface. Alternatively, the sensors 24 can also be cast into the cover plate 60, so that no adhesive or other mechanical attachment is required. Another alternative is for each sensor 24 to be arranged as an element mounted directly on a printed circuit board 66 (i.e. controller) extending upwardly to the underside of top plate 63 and possibly touching it. With this arrangement, the sensors 24 may be in direct physical and electrical contact with the circuit board 66 or in indirect contact with the circuit board 66 through the use of a connecting conductor.

Each sensor 24 may be made of an electrically conductive material such as foam, metal, conductive plastic, or a non-conductive element with a conductive coating applied thereto. The materials used to construct the sensors 24 should be compressible to accommodate tolerance stack-ups that are normal in any assembly having more than one component. The compressibility of the sensors ensures that contact between the cover plate 60 and the circuit board 66 is maintained. If the top plate 60 is to be backlit, a light guide with a conductive coating could be used as the sensor 24 .

The sensors 24 can be fabricated from low electrical resistance materials such as common metals such as copper or aluminum. Other materials with low electrical resistance such as conductive plastics, epoxies, paints, inks or metallic coatings can also be used. The sensors 24 can be preformed to resemble decals, emblems, stickers, tags, and the like. The sensors 24 can be applied as coatings to surfaces or etched from plated surfaces. For sensitive materials, a non-conductive backing 68 such as polyester film, fiberglass, paper, rubber, or the like can support and protect the sensors 24 during attachment. at For applications that require multiple measurement areas, the carrier 68 can assist in positioning and anchoring the sensors 24 to the top plate 60 .

In relation to 6 For example, carrier 68 is a flex circuit with copper pads forming the mating pads of sensors 24 (ie, each sensor 24 includes a copper pad). The carrier 68 includes separate copper wires which are electrically connected to the respective sensors 24 (shown in Fig 7B ). The carrier 68 makes an electrical connection to the circuit board 66 so that each sensor 24 is electrically connected to the signal conditioning electronics of the circuit board 66 . In an alternative configuration, the carrier 68 and circuit board 66 are combined into a single circuit board that contains both the touchpads of the sensors 24 and the signal conditioning electronics.

To activate a sensor 24, the user touches a finger to the appropriate marking 64 on the surface of the cover plate 60. The electronic signal conditioning circuitry of the circuit board 66, which is connected to the sensor 24, then processes the input signal from the sensor 24 and closes the circuits to activate the commanded function. The process is similar to pushing a mechanical switch to complete an electrical circuit.

Placing the sensors 24 behind a non-conductive barrier such as the cover plate 60 creates a protective barrier between the users and the sensors 24 and shields the sensors 24 from environmental contaminants. The sensors 24 can be mounted on the back of virtually any non-conductive barrier and are preferably flexible enough to conform to complex geometries where operator switch functions are required. If desired, the sensors 24 can also be formed and constructed from more rigid materials. Examples of the placement of switches in a vehicle are door panels, armrests, instrument panels, center consoles, overhead consoles, interior panels, exterior door components, and the like. The sensors 24 can be arranged individually or in the form of keypads. The sensors 24 can be arranged in patterns of consecutive sensing elements that are either electrically separate or connected together to create ergonomically pleasing interfaces.

In the 7A until 7D are with constant reference to the 5 and 6 Illustrated are various views of a vehicle keyless entry system 70 in accordance with an embodiment of the present invention. Vehicle keyless entry system 70 is an example of an automotive application that includes sensors 24 . The sensors 24 of the vehicle keyless entry system 70 function as touchpads for activating a vehicle keyless entry system. In addition to the sensors 24, the vehicle keyless entry system 70 includes a cover plate 60, a bracket 68, and a circuit board 66 (ie, a controller). The sensors 24 with carrier 68 are configured as a flexible circuit using individual conductive coatings for the sensing surfaces of the sensors 24. FIG. The carrier 68 establishes corresponding electrical connections between the sensors 24 and the signal conditioning electronics on the circuit board 66 . The vehicle keyless entry system 70 is an example of a product that requires a backlight. As such, the sensors 24 must be able to transmit light. Accordingly, in this configuration, the cover plate 60 is formed from a molded transparent or translucent non-conductive material such as GE Plastics Lexan® 141 polycarbonate. In addition, the circuit board 66 has light sources 67 for illumination. The light sources 67 are arranged on the respective areas of the circuit board 66 so as to be adjacent to the corresponding areas of the sensors 24 . Other resins or materials may be used for the cover plate 60 that meet the needs of the application and have acceptable light transmission properties. The sensors 24 are attached to the underside 68a of the carrier 68. FIG. The top 68b of the carrier 68 is in turn secured to the inner surface of the cover plate 60 with adhesive 72 . The top 68b of the carrier 68 is provided with graphic symbols 64 which identify the position of the associated sensors 24 and their associated function. Either the bottom 68a or the top 68b of the carrier 68 has individual conductor tracks 74 for establishing an electrical connection between the sensors 24 and the printed circuit board 66 . The connection between the carrier 68 and the printed circuit board 66 is made by a flat cable 76 which contains the conductor tracks 74 . This connection can be made with other supports such as stranded wires, connectors and the like. In either configuration, the sensors 24 can be applied directly to the surface to be touched for activation. However, the sensors 24 are located on the back of the mating surface for protection and wear resistance.

Each sensor 24 of the vehicle keyless entry system 70 may be fabricated from indium tin oxide (ITO), which is optically transparent, electrically conductive, and has an electrical resistance of sixty ohms/sq (ohm square). Other electrically conductive materials such as foam, elastomer, plastic, or a non-conductive structure with a conductive coating applied thereto may be used to fabricate a sensor 24 that has transparent or translucent properties and is electrically conductive. Conductive materials that are opaque, such as metal, plastic, foam, elastomer, carbon inks, or other coatings, can be hollowed out to transmit light at the desired locations while the remaining perimeter of the material serves as the sensor 24. The touch pads of the sensors 24 can be fabricated from copper using standard printed circuit board fabrication techniques and from silver plated ink using a standard process such as screen printing.

An optically transparent and electrically conductive ITO sensor 24 can cause a color shift as light travels through the sensor and through the cover plate to which the sensor is attached. This color shift is a consequence of the optical quality and reflection of the optical distance between the front ITO surface of the sensor and the back ITO surface of the sensor. In order to eliminate the light transmission errors between the different ITO layers, a transparent coating is applied to the back ITO surface to first bend the light, eliminating the color difference between the front and back ITO surfaces of the sensor visible on the front of the sensor is eliminated. Additionally, an acrylic coating can be applied to the sensor to provide a layer of protection and durability to the exposed ITO.

Back to 2 With continued reference to the other figures described above, a second sensor 24a mounted on the exterior surface of a vehicle opening, such as an opening (ie, liftgate 12), may be used as an interface to operate the vehicle opening. In accordance with one embodiment of the present invention, a keyless entry system includes a sensor, such as one of the sensors 24 described herein, to be mounted on the exterior surface of a vehicle opening and to be used as an interface to operate (ie, open and close; unlock and lock) the vehicle opening. As an alternative to an opening, the vehicle opening can be a door, trunk lid or other opening of a vehicle and can be made of metal. In the following it will be assumed that the vehicle opening is a trunk lid and that this keyless entry system includes a sensor 24 which is mounted on the outside of the trunk lid and is arranged behind a non-conductive barrier such as the cover panel 60 .

In addition to the sensor 24, this keyless entry system also includes a controller. The controller is operable to unlock the trunk lid. The controller is in communication with the sensor 24 to monitor the capacitance of the sensor 24 to determine if an object (including a human user) is touching the sensor 24 or if an electrically conductive object (like the user) is nearby of the sensor 24 is located. If the controller determines that a user is touching or near the sensor 24, then the controller concludes that the user is at least near the trunk lid. After the controller has determined that a user is at least in the vicinity of the trunk lid, it controls the trunk lid accordingly. For example, when the trunk lid is closed and a user touches or approaches the trunk lid, the controller unlocks the trunk lid. The user, in turn, can open the trunk lid (or the trunk lid can be opened automatically) to access the trunk.

Thus, this keyless entry system can be realized by a contactless or touch activation to release the trunk lid. An example of a non-contact activation is the user touching the sensor 24 . An example of non-contact activation is when a user approaches the sensor 24. As further described below with reference to FIG 8A and 8B As described in more detail, another example of a non-contact activation is a sequence of events, such as a user approaching the sensor 24 and then walking away after a certain amount of time.

With both touch and touchless activation, this keyless entry system may include a mechanism to detect the user's authorization to activate the trunk lid. To this end, the controller is operable to interrogate a key fob and the user must have a key fob in order for the controller to determine the user's authorization in a manner known to those skilled in the art. That is, the user must be at least near the trunk lid and in possession of an authorizing key fob (i.e. the user must provide proper identification) before any no-touch or touch activation occurs.

In operation, for example, a user who has a key fob approaches a trunk lid on which the sensor 24 is mounted. The user then touches or comes close to the sensor 24 . The controller, in turn, uses the resultant capacitance of the sensor 24 to determine that an object is touching or near the trunk lid. The controller then sends a fob query to which the fob responds. If the response matches what the controller expects (ie, the fob is an authorized fob), then the controller unlocks the trunk lid to allow the user access to the trunk. Conversely, if there is no response or the response is not what the controller expects (ie, the key fob is an unauthorized key fob), then the controller maintains the trunk lid locked.

Another feature of this keyless entry assembly, which will be discussed below with reference to the 8A and 8B As further described, the sensor 24 may be embodied in the form of an emblem, decal, logo, or the like (eg, "emblem") in a manner described herein. Such an emblem (ie, the sensor 24) may represent or identify the vehicle with which the sensor 24 is associated. As such, the emblem 24 may have different structures, shapes, and characteristics depending on the make and model of the vehicle.

Further, the sensor 24 of this keyless entry system may be capable of transmitting light in the manner described herein. Accordingly, this keyless entry system may further include a light source, such as one of light sources 67, connected to sensor 24. In this case, the controller is able to control the light source to illuminate the sensor 24 (i.e. illuminate the emblem).

With the above description of this keyless entry system in mind, show 8A and 8B various views of such a keyless entry system 80 according to an embodiment of the present invention.

The keyless entry system 80 includes a sensor assembly 82 and a controller (not shown). The controller is in communication with the sensor assembly 82 and may be used to control vehicle functions such as locking and unlocking a vehicle opening (eg, a vehicle trunk lid). 8A 12 is a view of the sensor assembly 82 while the sensor assembly 82 is mounted on the outer surface of the trunk lid. 8B 12 is a view through a cross section of sensor assembly 82. Sensor assembly 82 includes two sensors (ie, first sensor 24a and second sensor 24b). The first sensor 24a is in 8B as "S1" and the second sensor 24b in 8B referred to as "S2". The sensors 24a and 24b are each located at different areas of the sensor assembly 82. As in FIG 8A and 8B shown, for example, the first sensor 24a is on the left side of the sensor arrangement 82 and the second sensor 24b is on the right side of the sensor arrangement 82.

The sensors 24a, 24b are electrically connected to or associated with a circuit board as described herein. As such, the sensors 24a, 24b are not electrically connected to one another. The first sensor 24a is activated when an object is in the vicinity of the first sensor 24a, and the second sensor 24b is activated when an object is in the vicinity of the second sensor 24b. Likewise, only the first sensor 24a is activated when an object is in the vicinity of the first sensor 24a and not in the vicinity of the second sensor 24b. Likewise, only the second sensor 24b is activated when an object is in the vicinity of the second sensor 24b and not in that of the first sensor 24a. Activation of a sensor such as sensors 24a, 24b depends on the capacity of the sensor when an object comes at least close to the sensor. For example, if an object is in the vicinity of both sensors 24a, 24b and is closer to the first sensor 24a than to the second sensor 24b, then the first sensor 24a is activated more than the second sensor 24b.

The sensor assembly 82 further includes a non-conductive barrier 84, like the cover plate 60. The sensors 24a, 24b are mounted on the underside of the cover plate 84. FIG. The top plate 84 allows objects to be detected through its top. The sensor assembly 82 further includes an overlay 86 disposed over the cover plate 84 . The overlay 86 is in the form of an emblem or logo representing the vehicle. In this example, overlay 86 includes two cut out areas where sensors 24a and 24b are located. The sensors 24a, 24b are designed to match the placement of the emblem on the overlay 86.

The keyless entry system 80 is an example of the use of sensors (ie, sensor array 82) in conjunction with a controller to operate a trunk lid when a user is in proximity to or touches the sensor array 82 . In addition, as described herein, the operation of the trunk lid may depend on the authenticity of the user (i.e., whether the user is in possession of an authorizing keychain is). In the manner described above, the sensor assembly 82 may be used to implement touch or touchless activation to release the trunk lid. In the case of non-contact actuation, the sensor arrangement 82 represents an example of a non-contact virtual proximity switch.

A particular application of the sensor array 82 that implements non-contact activation involves a sequence of user events occurring relative to the sensor array 82 to control the operation of the trunk lid. For example, the controller of the keyless entry system 80 may be configured such that a user must approach the sensor assembly 82 and then step away from the sensor assembly 82 within a specified amount of time for the controller to unlock the trunk lid. Such a sequence of user events is effectively a user's body gesture. An expected sequence of bodily gestures of the user thus represents a virtual code for unlocking the trunk lid. Depending on whether possession of an authorizing fob is required to unlock the trunk lid, the user may or may not have an authorizing fob.

A more detailed example of an expected user gesture sequence includes the user starting near the sensor array 82, then moving backward, then left, then right, etc. Another example of an expected user gesture sequence is that the user starts near the sensor array 82, then moves away, then approaches, etc. The steps of both sequences must occur within the respective time periods. As can be seen, different expected sequences of user body gestures effectively represent different virtual codes for trunk lid control.

The keyless entry system 80 provides the user with the ability to "personalize" the sensor assembly 82 to program the controller with the expected sequence of user bodily gestures required to control the trunk lid. Personalizing the sensor array 82 with an expected sequence of user body gestures provides the controller with a virtual code that must then be entered by the user (by subsequently performing the expected sequence of user body gestures) in order for the controller to unlock the trunk lid.

The requirement that a sequence of user body gestures, i.e. user body gestures in a certain pattern in a certain period of time, must take place in order to control the operation of the trunk lid is made possible by the sensors 24a, 24b depending on the proximity of the user to this particular sensor can be activated differently. Again, each sensor 24a, 24b is activated when a user is near that sensor, and each sensor 24a, 24b is not activated when a user is not near that sensor. In the first case, the sensors 24a, 24b are activated when a user is in the vicinity of the sensors 24a, 24b (which occurs when a user approaches both sensors 24a, 24b). In the latter case, the sensors 24a, 24b will not be activated unless the user is near the sensors 24a, 24b (which is the case if a user steps far enough away from the sensors 24a, 24b).

As previously mentioned, the activation of a sensor such as sensors 24a, 24b depends on the user's proximity to the sensor. For example, the first sensor 24a is activated more than the second sensor 24b when the user is closer to the first sensor 24a than to the second sensor 24b. Therefore, in this case, the controller determines that the user is closer to the first sensor 24a than to the second sensor 24b. That is, after initially being proximate to the sensor array 82, the controller determines that the user has stepped left. Likewise, the second sensor 24b has greater activation than the first sensor 24a when the user is closer to the second sensor 24b than the first sensor 24a. Therefore, in this case, the controller determines that the user is closer to the second sensor 24b than to the first sensor 24a. That is, after initially being in proximity to the sensor array 82, the controller determines that the user has stepped to the right.

To enhance this particular application of non-contact activation, where an expected sequence of user bodily gestures occurs, the sensor assembly 82 also includes a plurality of light sources 88, such as light emitting diodes (LEDs). As in 8A For example, as shown, the sensor assembly 82 includes a first LED 88a, a second LED 88b, and a third LED 88c. The LEDs 88 are electrically connected to the circuit board to which the sensors 24a, 24b are electrically connected. The LEDs 88 are attached to the underside of the cover plate 84 when the overlay 86 is not present, or alternatively, the LEDs 88 are attached to the underside of the top plate 84 when the overlay is present (as in 8A shown). In both cases, the cover plate 84 is transparent, so that the light from the LEDs 88 can penetrate the cover plate 84 . In the latter case, the overlay 86 has cutouts that correspond to the size of the LEDs 88 and the LEDs 88 are each arranged adjacent to these cutouts so that the light from the LEDs 88 can pass through the cover plate 84 and the overlay 86 .

The controller is configured to turn the LEDs 88 on or off depending on activation of the sensors 24a, 24b. In general, the controller controls the LEDs 88 so that: LEDs 88a, 88b, 88c are lit when both sensors 24a, 24b are activated, LEDs 88a, 88b, 88c are unlit when both sensors 24a, 24b are not activated, the first LED 88a is illuminated when the first sensor 24a is activated and is not illuminated when the first sensor 24a is not activated, and the third LED 88c is illuminated when the second sensor 24b is activated and is not illuminated when the second sensor 24b is not is enabled. More specifically, the controller controls the LEDs so that: LEDs 88a, 88b, 88c illuminate when a user is in proximity to both sensors 24a, 24b (which occurs when the user approaches sensor array 82, 24b closely) ; LEDs 88a, 88b, 88c extinguish when the user is out of proximity to both sensors 24a, 24b (which occurs when the user steps far enough away from sensor array 82); the first LED 88a is illuminated and the second and third LEDs 88b, 88c are extinguished when the user is in proximity to the first sensor 24a and no closer than tangential proximity to the second sensor 24b (which occurs when the user steps left while near sensor array 82); and the third LED 88c is illuminated and the first and second LEDs 88a, 88b are extinguished when the user is in proximity to the second sensor 24b and no closer than tangential proximity to the first sensor 24a (which occurs when the user steps to the right while near sensor array 82). Accordingly, the user may use the illumination of the LEDs 88a, 88b, 88c as feedback when performing a sequence of user body gestures relative to the sensor assembly 82 to either program (personalize) the sensor assembly 82 with the sequence of user body gestures or unlock the trunk lid by performing the sequence of user body gestures.

Referring to 9 and with constant reference to the 5 and 6 and the 7A until 7D There is shown a vehicle keyless entry system 90 according to another embodiment of the present invention. The keyless entry system 90 is intended for use with a user accessible vehicle part, such as a window, door handle, etc. As an example, the user-accessible vehicle portion is represented as a vehicle window 92 .

The keyless entry system 90 includes a sensor assembly 94. The sensor assembly 94 includes sensors 24. In this example, the sensor assembly 94 includes five sensors 24, just like that in FIG 7A until 7D illustrated vehicle keyless entry system 70 . The sensors 24 are electrically isolated from each other and function as touch pads to activate a keyless entry feature, as generally used herein and with reference to FIGS 7A until 7D described.

The sensor arrangement 94 also includes an electrically non-conductive carrier 96, for example a plastic film. The sensors 24 are mounted on a surface of the carrier 96 . As indicated by the dashed lines in 9 As indicated, the sensors 24 are mounted on the back of the carrier 96 since the front of the carrier is to be applied to the window 92. FIG. (In an alternative embodiment, the sensors 24 are attached to the front of the carrier 96.) The carrier 96 contains electrically insulated metal wires that are electrically connected to the respective sensors 24. FIG. (The wires are not shown but can be seen with reference to 7B The wires of the carrier 96 make an electrical connection to a circuit board or the like so that each sensor 24 is individually electrically connected to the circuit board.

In one embodiment, the sensors 24 are made of indium tin oxide (ITO). ITO is useful because it has the appropriate electrical properties for the sensor functions described herein and appropriate optical properties for applications that require illumination. If the sensors 24 are made of ITO, they can be applied directly to the glass of the window 92 rather than to the substrate 96. Likewise, the ITO sensors 24 can be applied directly to the mirror, plastic, etc. that forms the appropriate user accessible vehicle part.

As previously mentioned, the ITO sensors 24 are suitable for applications that require illumination. To achieve this goal, the keyless entry system 90 further includes a light pipe assembly 98 that can be used for lighting. 10 12 shows an enlarged view of the light guide assembly 98. The light guide anord Channel 98 includes a body portion 100 and a button indicator 102. The body portion 100 may be made of plastic, glass, mirror, or other medium capable of conducting light. In one embodiment, the body portion 100 is in the form of a film capable of guiding light. The button indicator 102 is built directly into the plastic, glass, mirror, etc. that the body portion 100 is made of. The button indicator 102 includes graphic markings corresponding to the sensors 24, respectively. The graphical markings of the button indicator 102 locate the position of the associated sensors 24 and identify the functions associated with them. When the keyless entry system 90 is assembled, the light pipe assembly 98 is attached to the back of the carrier 96 and the front of the carrier is attached to the window 92 .

11A , 11B and 11C 14 each show cross-sectional views of the body portion 100 of the light guide assembly 98 according to three different variations. In the first variant, the body portion 100 has a uniform thickness, as in 11A shown. In the second variant, the body portion 100 has a thickened light guide portion 104 to which the light is to be applied. In the third variant, the body portion 100 has another thickened light guide portion 106 onto which the light is to be applied.

The uniform illumination of the button indicator 102 of the light guide assembly 98 is an important aesthetic feature. With reference to 12 For example, button indicator 102 may be etched, milled, or the like in body portion 100 of light guide assembly 98 to be illuminated with light 108 from a light source. To achieve uniform illumination, button indicator 102 may be etched at an appropriate angle (eg, etch depth angle 110). Etching at an appropriate angle illuminates all portions of the button indicator 102 indicia since the bottom portions of the button indicator 102 indicia do not prevent the light 108 from illuminating the top portions of the button indicator indicia. The etching may be done on the backside of the body portion 100 so that the attachment between the light pipe assembly 98 and the support 96 (eg, by a liquid adhesive) does not affect the light pipe 108 .

13 14 shows a variant of the keyless entry system 90. In this variant, the sensors 24 with the appropriate electrical connections to be connected to a printed circuit board are combined with the light guide assembly 98 so that the carrier 96 is omitted. As indicated by the dashed lines in 13 indicated, the sensors 24 are mounted on the back of the body portion 100 of the light pipe assembly 98 adjacent the button indicator 102 of the light pipe assembly 98. FIG.

Illumination of the light guide assembly 98 can be provided anywhere in the body portion 100 that proves useful, such as through a slit 111 in the central portion of the body portion 100, as shown in FIG 14 shown.

Referring to the 15 and 16 and with continued reference to 9 Two different exemplary ways of connecting the keyless entry system 90 to a circuit board 66 will now be described. First of all, it is noted that, as in 15 and 16 As shown, the sensor assembly 94 (consisting of sensors 24 and support 96) and the fiber optic assembly 98 are joined together to form the keyless entry system 90. FIG.

As in 15 As shown, a connecting strip 112 has electrically conductive pads 114 . The conductive pads 114 are each electrically connected to the corresponding metallic conductor of the carrier 96 of the sensor arrangement 94 . The conductive pads 114 electrically connect the sensor assembly 94 to the circuit board 66. In making such an electrical connection between the sensor assembly 94 and the circuit board 66, the conductive pads 114 may be used in conjunction with an electrically conductive compressible material 116 or a mechanical connection im Carrier 96 is shown as a pigtail connection can be used.

As in 16 As shown, an end portion 118 of the sensor assembly 94 is folded back on itself. The corresponding conductors of the carrier 96 of the sensor assembly 94 at the folded end portion 118 are electrically connected to the circuit board 66 to electrically connect the sensor assembly 94 to the circuit board. The folded end region 118 of the sensor arrangement 94 can also be used in connection with an electrically conductive compressible material 116 when establishing such an electrical connection between the sensor arrangement 94 and the circuit board 66 .

17 14 shows an alternative variation of the film-type light guide assembly 98. As shown, in this variation, the light guide assembly 98 is replaced by a light guide with an integral housing 120. FIG. This allows for a light guide detail 122 to simplify the position and placement of lighting devices such as LED(s) on the circuit board 66. A seal 125 is provided to prevent liquid entry into the electronics and between the light guide assembly 98 and the housing 120 and/or between the housing 120 and the vehicle window 92.

The connection is made from the window 92 via a wire harness 127. For windows 92 that are movable, a wire harness 127 is provided for attachment between the vehicle and the glass.

As in 18 As shown, a moveable wire harness 127 is attached between the electronics module 65 and the door frame mounts 128 which provide strength to prevent the wire harness 127 from being damaged. Wire harness 127 may be a ribbon or wire in a conduit that is flexible to protect the wire.

Referring to the 19 and 20 and with constant reference to the 2 , 3A and 3B A veneer assembly 200 according to another embodiment of the present invention will now be described. 19 12 shows an exploded view of the veneer assembly 200. The veneer assembly 200 includes a veneer 22, a sensor 24, and first and second non-electrically conductive insulators 201 and 202. 20 shows an area of the sensor 24 of the veneer arrangement 200.

Shows as background 2 a vehicle liftgate assembly 20 having a moveable liftgate 12 having a fascia 22 with a sensor 24 connected thereto. 3A and 3B show interior views of the cover 22 and the sensor 24. As in 3A and 3B As shown, the sensor 24 consists of an array of electrically conductive strips disposed vertically and horizontally across the inner surface of the bezel 22. As shown in FIG. The strips of the sensor 24 are electrically connected together and together form the conductor of the sensor 24 (ie, as mentioned above, the strips together form the sensor 24).

In the 19 The veneer arrangement 200 shown is an alternative to the one shown in FIG 3A and 3B shown combination of veneer and sensor. The bezel assembly 200 may be part of a moveable lift of a vehicle lift gate assembly or may be connected to an entirely different component.

As in the 19 and 20 indicated, the sensor 24 of the veneer arrangement 200 consists of an arrangement of vertically and horizontally running electrically conductive strips. The strips of the sensor 24 are in electrical communication with each other and together form the sensor 24. However, the sensor 24 can have any shape. For example, the sensor 24 can be made of any conductive material that can be shaped to fit behind the bezel 22 . The sensor 24 can be made of welded steel mesh.

As in 19 shown, the first insulator 201 is located between the facing 22 and the sensor 24, and the sensor 24 is located between the first and second insulators 201 and 202. Thus, the facing 22 and the sensor 24 are located between the first insulator 201 and the insulators 201 and 202 between the sensor 24. To this end, the isolators 201 and 202 isolate the sensor 24 from both the trim 22 and the vehicle interior. Isolators 201 and 202 can be configured to attenuate sound at the desired frequencies. When the bezel 22 is flexible, the first insulator 201 can also be flexible so that when an object touches the bezel 22, the bezel 22 and the first insulator 201 translate, thereby displacing the sensor 24. FIG.

The sensor 24 can be glued between the insulators 201 and 202 to enable a one-piece assembly. The sensor 24 can be made of a conductive fabric and can be attached to the cover 22 or one of the insulators 201 and 202 . The sensor 24 may be made of conductive paint or ink and applied to the veneer 22 or one of the insulators 201 and 202. The sensor 24 can be formed as one or more electrical conductors on a substrate, e.g., a metallization on a plastic film.

The second insulator 202 may be made of a thick foam and may be pressed between vehicle body panels and the combination of trim 22, sensor 24 and first insulator 201 to hold the sensor 24 and first insulator 201 in place.

As in 19 shown, the bezel 22 may include a stud 203 . Bolt 203 may be used in conjunction with corresponding holes or pockets in first insulator 201, sensor 24 and second insulator 202 to position sensor 24. Likewise, the bolt 203 can be used to hold the first insulator 201, the sensor 24 and the second insulator 202. For this purpose, the usual manufacturing process known as hot gluing can be used. The bolt 203 can be used for attachment to a fastener 204 such as a spring steel nut, screw, bolt, nut, etc.

As indicated above, 20 a sensor 24 portion of the bezel assembly 200. This sensor 24 portion includes a printed circuit board (i.e., controller) 206 having a connector 205. Electrical connection to the sensor 24 may be accomplished by selectively soldering a relatively small printed circuit board 206 to the mating connector 205 take place as in 20 shown.

In the 21 and 22 Illustrated is a vehicle keyless entry system 209 in accordance with another embodiment of the present invention. 21 shows an exploded view of the keyless entry system 209. 22 shows a cross-sectional view and a detailed view of the keyless entry system 209.

Keyless entry system 209 is another example of an automotive application that includes sensors 24 . The keyless entry system 209 is intended for use with a user accessible vehicle component such as a window, side mirror, lens assembly, etc. As an example, the vehicle component is described and illustrated as a vehicle side mirror assembly.

As in 21 As shown, the keyless entry system 209 includes a plurality of sensors 24, a carrier 212 and a printed circuit board 213. Each sensor 24 consists of its own thin electrically conductive pad. The sensors 24 are electrically isolated from each other. Each sensor 24 defines a unique touch pad associated with a unique touch area. Thus, the sensors 24 function as touch pads to activate a keyless entry feature, as generally referred to herein and with reference to FIGS 7A until 7D described. Each sensor 24 has sufficient area to detect a human finger in the vicinity of the sensor. The sensors 24 are arranged in a row and function independently as a series of mechanical switches. In this example, the keyless entry system 209 includes five individual sensors 24. As described herein, the sensors 24 can serve as an interface between a human user and a vehicle to allow the user to control various vehicle functions that require human input.

The sensors 24 are fixedly attached to the respective areas of the carrier 212 . The carrier 212 includes electrically isolated metal wires that are electrically connected to the respective sensors 24 . (The wires are not shown but can be seen by referring to 7B be understood.) Carrier 212 and circuit board 213 are arranged so that they are next to each other. The wires of the carrier 212 establish an electrical connection to the circuit board 213 so that each sensor 24 is individually in electrical contact with the circuit board 213 electronics.

As previously indicated, the vehicle component for use with the keyless entry system 209 in this example is a vehicle side mirror assembly. Accordingly, the keyless entry system 209 further includes a mirror subassembly having a side mirror 210, a mirror holder 216 and a mirror housing 217. The mirror 210 is retained on the mirror holder 216 in the fully assembled position of the mirror subassembly. The mirror holder 216 includes an integrated housing 214. The housing 214 contains a battery 218 that provides electrical power for the keyless entry system 209. FIG. Housing 214 is configured to house keyless entry system 209 . That is, the housing 214 is configured to receive the carrier 212 with the sensors 24 attached thereto and the circuit board 213 positioned adjacent to the carrier 212 . The mirror 210 is configured to be attached to the mirror holder 216 with the keyless entry system 209 being received in the housing 214 of the mirror holder 216 . In the fully assembled position, the keyless entry system 209 is housed between the mirror 210 and the mirror mount 216 . In this position, the sensors 24 mounted on the carrier 212 are on the underside of the mirror 210.

The mirror 210 is provided with a metallization layer 215 . The metallization layer 215 electrically insulates the sensors 24 from each other and from the mirror body. The metallization layer 215 also allows characters to be illuminated if desired. The characters can be any shape, letter or number. Etching is not required for non-conductive or non-mirrored mirror surfaces.

The mirror housing 217 contains a solar cell 219 for charging the battery 218 located in the housing 214 of the mirror holder 216. The circuit board 213 also contains a transmitter 220, such as a keyless remote control key. The transmitter 220 eliminates the need for additional wiring in the vehicle. This allows the mirror to be replaced. Without solar cell 219, a battery life of about three years is expected for a 900 mA battery. With the solar cell 219, no battery 218 replacement is required.

The sensors 24 may be molded into the carrier 212 by over-molding, two-component injection molding, or a similar process. Materials for forming the sensors 24 include electrically conductive rubber or plastic, metals, or other electrically conductive materials. The sensors 24 can be preformed to resemble decals, emblems, stickers, tags, and the like. Such emblems may represent or identify the vehicle with which the keyless entry system 209 is associated. The carrier 212 can be molded clear or translucent to provide lighting options as the carrier 212 can be in optical communication with a light source on the circuit board 213 .

As described, the sensors 24 are individually in electrical connection with the printed circuit board 213. Redundant connections between the sensors 24 and the printed circuit board 213 can optionally be made. The sensors 24 can be pressed tightly against the mirror 210 to improve the scanning by the mirror 210 .

In operation, a user interacts with the exterior surface of mirror 210 to activate one or more of sensors 24 . The electronic signal conditioning circuitry of circuit board 213, which is connected to sensors 24, processes the input signal from the sensor(s) and completes the circuit connections to activate the commanded function. The process is similar to pushing a mechanical button to complete an electrical circuit.

In the 23 and 24 is with constant reference to the 21 and 22 a keyless vehicle entry or control unit 229 is shown in accordance with another embodiment of the present invention. 23 shows an exploded view of assembly 229. 24 shows a cross-sectional view and a detailed view of assembly 229.

Assembly 229 is another example of an automotive application that includes sensors 24 . In this example, the user accessible vehicle component for use with assembly 229 is a moveable vehicle window. The in the 23 and 24 Assembly 229 shown includes similar components to those shown in FIGS 21 and 22 assembly 209 shown, and the same components are denoted by the same reference numerals.

As in 23 As shown, the assembly 229 includes a series of sensors 24, a carrier 212 and a circuit board 213. Again, the sensors 24 are electrically isolated from each other and attached to respective portions of the carrier 212. The carrier 212 includes electrically isolated metal wires (not shown) that are electrically connected to the sensors 24, respectively. Carrier 212 and printed circuit board 213 are arranged side by side. The wires of the carrier 212 establish an electrical connection to the circuit board 213 so that each sensor 24 is individually in electrical contact with the circuit board 213 electronics.

As indicated, the vehicle component for use with assembly 229 in this example is a moveable vehicle window. Accordingly, the assembly 229 further includes a window subassembly having a moveable window 225 and a window trim 227. The window trim 227 includes a housing 230. The housing 230 contains a battery 218 to provide the assembly 229 with electrical power. Housing 230 is configured to receive assembly 229 . That is, the housing 230 is configured to receive the carrier 212 with the sensors 24 mounted thereon and the circuit board 213 positioned adjacent to the carrier 212 . In the fully assembled position, assembly 229 is nested between window 225 and trim 227 . In this position, the sensors 24 mounted on the carrier 212 are on the inside of the window 225. The assembly 229 can also be integrated into the vehicle system and wiring.

The assembly 229 may also include a sticker/decal 228 . The sticker 228 allows characters to be illuminated. The characters can be any shape, letter, or number. The sticker 228 can be attached to the window 225. Alternatively, the window 225 can be painted or otherwise processed to achieve the desired effect. In addition, the window 225 may be etched, scribed, cast, molded, or the like to affect the optical illumination in the desired manner.

The housing 230 also includes a solar cell 219 for charging the battery 218 located in the housing 230. The circuit board 213 also includes a transmitter 220, such as a keyless remote control key.

In operation, a user interacts with the exterior of the window 225 to activate one or more of the sensors 24. The electronic signal conditioning circuit of the circuit board 213, connected to the sensors 24, processes the input signal from the sensor(s) and completes the circuitry to activate the commanded function. The process is similar to pushing a mechanical button to complete an electrical circuit.

As previously explained, the functionality of assembly 229 is not limited to keyless entry. Additional functions may, but do not necessarily have to, include audio controls or other application-specific functions that can be controlled from outside the vehicle, such as opening a garage door or adjusting the vehicle's height through integration with an automatic level control system.

26A and 26B 12 are schematic representations of example control functionality represented by electrical circuitry for use with one or more of the disclosed sensors. The sensors 24 with large capacitance values can make it difficult for a controller to measure small capacitive changes since the measuring capacitor has a fixed value. Typically, the capacitance values of the input sensor and the sensor are controlled (ie matched). A problem is that the detection of different sensor inputs and the measurement of circuits is desired since the detection quantities require different sensor sizes and positions. Electronic input conditioning circuitry allows sensors of different capacitances to be connected to a common controller.

As in 26A As shown, microcontroller 260 uses charge line 262 to charge one or more sensors. After the sensor is charged, the microcontroller 260 uses the transfer line 264 to transfer the charge on the sensors to the storage capacitors 266. Once the charge is stored, microcontroller 260 senses the stored charge via capacitive sense line 268. The storage capacitors are then discharged via discharge line 270.

In the 26B The arrangement shown offers an updated input over that in 26A illustrated electrical circuit. The updated input allows for the selection of a storage sense capacitor 274, 276 that can be used to measure the output of both a relatively small sensor (like the one in 9 sensor 24 shown) as well as a relatively large sensor (like the one in 3A and 3B sensor 24 shown) to detect. The controller 260 is configured to connect one or more of the storage capacitors 274, 276 to ground 278, 280, respectively, and vary the number of samples of a particular sensor received over the capacitive sense line 268 to thereby allow for different spacing .

Although the circuit elements are shown schematically for discussion purposes, it is possible to implement the functionality with an appropriately programmed controller without one or more of the discrete circuit elements shown in the drawings.

In addition to improvements in sensor technology, the controller allows for a controlled range of motion for approaching and retreating from a vehicle equipped with one or more sensors. The motion area becomes a profile or gesture for the sensor(s). The profile uses signal amplitude, time, and speed to detect the gesture or movement. The measured profile is compared to a predefined profile to determine the type of motion detected. In the 27 , 28 and 29 example profiles are shown which indicate when a desired action (eg door opening) is requested by a user. If the rate and amplitude are within an acceptable range of at least one predefined profile, the user request is approved. Conversely, if the rate and amplitude are outside an acceptable range, the detected motion or action is ignored. With regard to the latter feature, the 30 , 31 and 32 Examples of signal measurements not conforming to profiles indicative of proper user requirements according to embodiments of the present invention.

In Figures 27 through 32, reference numeral 240A denotes the sensor signal and reference numerals 240B, 240C and 240D the respective threshold values used in profiling. The time for sensor signal 240A to sweep between thresholds 240B, 240C, and 240D corresponds to a slope for the rise time. The duration of the peak of the sensor signal 240A can be set to a maximum time. When the sensor signal 240A falls back to its original starting point, the descent time is generated. The allowable amplitudes and duration can be predefined or set by the user.

In addition, the upslope and downslope and the thresholds 240B, 240C and 240D are adaptive in that they are changed by the controller in response to changes in the environment temperature, slight changes in the user's gestures, etc. The controller reads the temperature from a temperature sensor, thermistor, or the like, and changes the values of the allowable slope, slope, and thresholds 240B, 240C, and 240D accordingly. The controller also changes the values of the tilt up, tilt down, and thresholds 240B, 240C, and 240D in response to slight changes in a user's gesture profile. A slight change is defined as a slope or threshold that is no more than one percent different from the stored gesture profile. The changes can be global, ie the slopes and thresholds 240B, 240C and 240D all change together, or individually, ie no adjustment is dependent on the other.

A variety of techniques can be used to create at least one acceptable profile that corresponds to a gesture that could be considered a legitimate request for system operation. The profiles can be programmed into the controller or, for example, learned during a learning mode in which a person repeats a gesture and the controller determines a corresponding profile. Such a profile can then serve as a predefined profile for determining whether a particular gesture has been recognized.

When a person gestures near a sensor 24, approaches or moves away from one or more sensors 24, the movement creates a profile amplitude, slope, and rate that the controller interprets to enable operation or unintended activation to prevent. Such unintentional activation is prevented, for example, if a person simply walks past the sensor 24 . The in the 30 , 31 and 32 The sensor signals 240A shown are examples where unintended activation is prevented because these sensor signals are outside of a predetermined allowable profile. 30 Figure 12 shows a large spike in sensor signal 240A with an upslope and downslope much greater than the predetermined allowable profile. The profile in 30 may be caused by rain or a person hitting the vehicle near the sensor. 31 14 shows a sensor signal 240A with no pronounced slope or slope caused by noise. A profile like the one in 31 shown may be caused by the slow movement of a person walking past the vehicle. 32 Figure 12 shows a sensor signal 240A with no distinct peak, which does not conform to the predetermined authoritative profile. 32 shows a flat signal representing an object entering the zone and remaining stationary for a period of time before exiting the zone. Such a profile can be caused by a person or object moving within the activation zone and remaining there for a period of time.

Referring to the 33A , 33B and 34 Various views of a vehicle lift gate assembly 340 are shown in accordance with an embodiment of the present invention. The assembly 340 is a variant of the in 2 Vehicle liftgate assembly 20 is shown as shown. Like assembly 20, assembly 340 includes liftgate 12 movably connected by brace 14 to body panel 16 of a vehicle. The lift door 12 is moveable between an open and a closed position relative to the body panel 16 . The assembly 340 may include a sensor 18 and an interior panel 22 with a sensor 24 . The sensor 18 is attached along the body panel 16 . The bezel 22 is attached to the inner surface of the lift gate 12 with the sensor 24 mounted to move with the lift gate 12 . In this example, the sensor 18 is located at least in some areas between the panel 22 and the outer structure of the lift gate 12. The sensors 18 and 24 are part of an anti-trapping system that includes a controller.

The assembly 340 includes at least one other capacitive sensor 243. In contrast to the small sensors, which can only achieve an approach distance of a few millimeters, the sensor 243 has a larger sensor size and is positioned in such a way that it enables optimal detection. The assembly 340 includes two sensors 243. A sensor 243 runs along the body panel 16 and another sensor 243 runs along the edge of the lift gate 12. Thus, an area of at least one of the sensors 243 is approximately perpendicular to an object that is between the through the body panel 16 and the lifting door 12 is defined closure. The increased size and orientation of sensor 243 increases proximity detection to more than 50mm, which is a relatively large increase in proximity detection.

As in 33A and 33B As shown, the strut 14 is electrically isolated from the vehicle by a non-conductive material that physically isolates the mounts 241 and 242 from the vehicle, thereby physically isolating the strut 14 from the sensor 243 . The mounts 241, 242 are electrically conductive in this example. When the strut 14 comes into contact with a conductive object, there is close coupling with the large sensor 243, causing the strut 14 to become part of the sensor. By electrically insulating the strut 14 The attachment points 241, 242 can be included in the capacitive measuring circuit. When the strut 14 is touched by a conductive object, the capacitance measured by the sensor 243 changes, thereby improving the protection against closing around the strut 14. As a result, the capacitive sensor network includes the lift door 12 and strut 14, thereby avoiding an unmonitored strut area.

In the 34 , 35A , 35B , 4A and 4B Perspective and cross-sectional views of the lift door 12 and the inner cowling 22 of the assembly 340 are shown. As in 35A and 35B As shown, the sensor 243 runs along an edge of the lift door 12. The sensor 243 is configured along the edge of the lift door 12 to perform both electrically conductive object proximity detection and object touch detection. That is, the sensor 243 is configured along the edge of the lift gate 12 to detect an electrically conductive object near the edge, or an object touching the edge, or both.

Along the edge of the lift door 12 , the sensor 243 is positioned on the inner surface of a peripheral portion of the capping 22 adjacent the edge of the lift door 12 and is separated from the lift door 12 by spacers 247 . The spacers 247 are made of electrically non-conductive materials and are compressible. The spacers 247 allow the sensor 243 (and the perimeter of the fascia 22) to move spatially closer to the structural portion of the lift gate 12 when an object contacts the perimeter of the fascia 22.

As in 35A and 35B As shown, the sensor 243 is angled to project the capacitive field outwardly with respect to the bezel 22 . As a result, the sensor 243 has a higher sensitivity for detecting the approach of objects such as people. The sensor 243 is also flexible, which reduces the force of an impact upon contact between the sensor 243 and an object.

An example of the structure of the (lifting door) sensor 243 along the edge of the lifting door 12 is shown in 35B and 36 shown. The sensor 243 includes a sensor body 244 and a transmitter body 245 with passive shielding, both formed from electrically conductive plastic parts. An electrically non-conductive plastic substrate 246 insulates the sensor body 244 from the transmitter body 245 and angles the sensor body 244 toward the area where object detection is desired. The sensor body 244 is a capacitive monitored sensor that is angled toward the protected outer opening and does not require contact for detection. The sensor body 244 is connectable to a controller and the transmitter body 245 is connectable to a floating passive body transmitter. The passive shield transmitter body 245 is electrically controlled to block an area or region near the sensor body 244 where unwanted detection could occur. The orientation can be reversed.

The passive shield is spaced from the vehicle ground by spacers 247 . The clearance is on the order of 0.125 inches (3.18 mm) or more, increasing the clearance between the vehicle frame and the transmitter body 245 and sensor body 244, respectively. The spacers 247 may be integral spacers that provide the necessary isolation between the ground disconnect transmitter body 245 and the vehicle structure. As described, the sensor body 244 and transmitter body 245 are encapsulated in electrically non-conductive plastic, thereby ensuring sealing of the sensor body 244 and transmitter body 245 or contamination that might occur between them.

Sensor body 244 is flexible and will flex toward transmitter body 245 when an object presses against sensor 243 . This changes the capacitance of the sensor 243. As previously mentioned, the sensor body 244 is angled to provide maximum signal in response to a conductive object in the vicinity of the sensor 243 and deflection from an object touching the sensor 243. to allow.

The sensor 243 can be mounted on either the lift door 12 or the body panel 16, or both, as mentioned above. The sensor 243 on the lift gate 12 can function as a transmitter and the sensor 243 on the body panel 16 can function as a receiver. These functions can also be swapped. During operation, a signal caused by the transmitter is read at the sensor 243 when the lifting door 12 is closed. The controller reads this signal to recognize that the lift gate 12 is almost closed. The controller then compensates for the distance still to be traveled by the lift gate 12 by knowing what the reading of the sensor 243 will be at each position of the lift gate 12 when unobstructed, resulting in improved obstacle detection and a reduction in vehicle bodywork induced false obstacle detection as the lift gate 12 approaches the closed position. In one example, the controller is pre-programmed to recognize the expected sensor signal when the lift gate closes with no obstruction. As such, the sensor 243 at the Help distinguish between obstacle and body detection based on the relative position of the transmitter and receiver.

In 37 Illustrated is an exploded view of a bumper assembly 370 in accordance with an embodiment of the present invention. The bumper assembly 370 includes an integrated connector 248 and sensor assembly. The sensor assembly includes a sensor 24 made of an electrically conductive plastic material such as electrically conductive nylon. The sensor assembly further includes a front bracket 250A and a rear bracket 250B. Supports 250A and 250B are made of an electrically non-conductive plastic, such as nylon, and are molded onto sensor 24 in some examples. The sensor 24 and support can conform to flat or shaped surfaces.

In 38 1 is an exploded view of a fairing assembly 380 in accordance with an embodiment of the present invention. The trim panel assembly 380 includes a trim panel 251, an intermediate bracket 252, and a sensor 24. The bracket 252 is interposed between the trim panel 251 and the sensor 24 and is secured to the trim panel 251 by welding, gluing, or a fastener to allow the sensor 24 to be mounted and serviced can be. Another option is an intermediate bracket 252 that attaches to the vehicle and positions the sensor 24 in close proximity to the panel. Bracket 252 may contain more than one sensor 24 . For example, the mount 252 can contain three sensors 24 .

In 39 1 is a perspective view of a vehicle having a plurality of sensors 24 in accordance with an embodiment of the present invention. The sensors 24 can be connected to one another or connected independently of one another. Each sensor 24 may have its own activation sequence and threshold to allow or prevent activation. For example, when a person approaches the vehicle and the predetermined profile is met, the person can open a window simply by approaching the vehicle without lifting any part of the body. Using the sensor array and profile provides a safer and more secure non-contact opening system.

As described, the item that features the 26A until 39 corresponds to an improvement in the detection of people in the vicinity through the placement of the sensor, the construction in combination with the detection circuit and the detection of the sensor signal.

Injuries and deaths to children who have been hit or dragged on a school bus have been known to occur. In an exemplary embodiment, the sensors 18, 24 could be deployed around a bus so that the bus driver is alerted that a child is nearby and caution should be exercised.

In the 40 until 43 Illustrated are various views of a vehicle--here the bus, generally designated 400--in accordance with various embodiments of the present invention. 40 Figure 12 shows a sensor or feeler system, generally designated 410, mounted on the perimeter of bus 400 for detecting an object, such as a child. The bus 400 has a body 402, a plurality of wheels 404 connected to the body 402, a doorway 405, and at least one door 406 connected to the body 402 to open and close the doorway 405. In 43 a pair of doors 406 for opening and closing the door opening 405 is shown. In one embodiment, each door 406 has at least one weatherseal 408. As in FIG 40 As illustrated, the sensors 18, 24 shown are representative of capacitive-type sensors having a predetermined surface area to achieve the desired detection area required. By dividing the detection area into smaller areas (as in 40 shown) the overall signal strength per sensor 18, 24 is increased and the position of the conductive object can be easily determined. The sensors 18, 24 are mounted on the body 402 or coupled to it.

The two sensors 18, 24 located in front of and behind the rear wheel 404 are used to specifically identify a child under the bus either directly in front of or behind the wheel 404. The sensor system 410 as described here can be used around the entire circumference of the bus 400 can be used to obtain a full 360 degree coverage. It should be noted that the individual sensors 18, 24 of the sensing system 410 are independent of one another and certain patterns of sensing can be recognized and used to aid in the overall assessment of the area. For example, if a child is walking alongside the bus 400 and moving towards the front of the bus 400, each sensor 18, 24 that the child is walking past will in turn detect its presence, one at a time. The sensor system 410 includes a system controller 412 which is coupled to the sensors 18, 24 or communicates with them and Informatio provides information about where the child is, how fast they are moving, the approximate distance from the bus 400, and the direction in which they are moving toward or away from the bus 400, thereby increasing situational awareness around the bus 400 is further improved. The system controller 412 is mounted or coupled to the body 402 . The dynamics of the scan can be seen and analyzed to determine if it matches a specific given signal or path. Analyzing the signal and matching it to a specific pattern is referred to in the literature as a gesture. The sensor system 410 includes an alarm 413 which is connected to or communicates with the system controller 412 and which alerts the operator of the bus 400 when the child is detected through interfacing with the sensor 18,24. In one embodiment, alarm 413 may be an audible alarm, a visual alarm, and so on. The alarm 413 is inside the bus 400 and is connected to the body 402 . It should also be noted that the system controller 412 is connected to or communicates with the sensors 18,24.

41 points all in 40 features described, with the addition of a plurality of ultrasonic sensors 414, one of the ultrasonic sensors 414 being disposed between each capacitive sensor 18,24. An advantage of both types of sensors at the perimeter of the bus 400 is that the ultrasonic sensors 414 can detect objects that are farther from the side of the bus 400 and that the capacitive sensors 18, 24 can detect an object near the side of the bus 400 , if the object falls between the ultrasonic sensors 414 and would therefore not be detected. Note that the ultrasonic sensors 414 are connected to or communicate with the system controller 412 .

Another exemplary embodiment, which is 42 1 includes a camera system, generally designated 416, which provides a full 360 degree view. The camera system 416 includes at least one camera 418 that is connected to or communicates with the system controller 412 . The addition of the camera system 416 allows for at least two additional aspects of situational awareness of the operating environment of the bus 400. First, it allows the driver of the bus 400 to visually survey the entire perimeter of the bus 400, allowing for a cognitive decision as to whether it is safe to to move the 400 bus. A second aspect is that the video footage from the camera system 416 could be fed into an electronic sensor module that can interpret the video images and determine when it is safe to move the bus 400 . Preferably, the camera 418 is mounted or coupled to the exterior of the body 402 . It is also noted that the camera 418 is connected or in communication with the system controller 412 .

43 Figure 4 shows the sensor system 410 with the addition of the capacitive sensors 18, 24 to the weatherseals 408 in the area of the doors 406 which come together when the doors 406 are closed. The sensors 18, 24 in the seals 408 can detect whether a child or a backpack is in the way of the door 406 being closed or is being trapped by the door 406. A description of such a sensor can be found in U.S. Patent No. 9,389,062 , the entire disclosure of which is hereby incorporated by reference. Again, the ultrasonic sensor 414 could be used to enhance the sensing system 410 and ensure that a child is never trapped in the door 406. The ultrasonic sensor 414 could be installed on the ceiling of the bus 400 with the detection area being a step 409 in the body 402 for the doorway 405 through which the children must pass. The sensor 18, 24 could be configured in such a way that the detection area also extends a certain distance outside the bus 400 when the doors 406 are open. In this case, if a child exits the bus 400 but stops short of the last step, a backpack carried by the child could become trapped if the doors 406 were closed. Because the ultrasonic sensor 414 is able to detect a certain distance from the bus 400, the sensing system 410 can warn the driver not to close the door 406 or to prevent the door 406 from closing.

In the 44 until 45 For example, a capacitive feeler sensor or capacitive sensor is integrated into a sealing system 510, such as a door sealing system typically found on a vehicle such as a bus, particularly a school bus 500. FIG. In one embodiment, the sealing system 510 includes a corner molding seal 502 (hereinafter referred to as corner molding) of a front door 504 connected to a weatherseal 501 on a rear door 503, the doors 503 and 504 sealing the door opening 505 of the school bus 500. It should be noted that the sealing system 510 can also be used for other than doors, e.g. for a power lift door, a sunroof, etc.

45 Figure 12 is a sectional view of the sealing system 510 at the interface between the front and rear doors 504 and 503 in the closed position and the corner molding seal 502 and the weatherseal 501 respectively. In the figure, the weatherseal 501 is not in shown in a more compressed but relaxed position to better illustrate the relationship between the edge molding seal 502 and the weatherseal 501. In this embodiment, the edge protection strip 502 is attached to the front door 504 by a T-bar 505 and is inserted into a slot 506 of the door 504 .

In 46 An object detection system 520 is now shown. In one embodiment, the system 520 includes vehicle power terminals battery 535 and ground 534, an object detection controller 521, a communication mechanism for communicating with at least one module of the vehicle such as the vehicle control module 522 through communication signals 523, 524, and an obstacle signal 525, inputs 527, 528 from a panel drive motor 526, a locking signal 537 from a locking sensor 536, a position signal 533 from a position sensor 532 and sensor signals 530, 531 from a plurality of sensors 529 mounted on the panels/surface elements.

48 shows an embodiment of an edge protection bar sensor 560 with an obstacle detection sensor 567 embedded in the edge protection bar 561. In this embodiment, the obstacle detection sensor 567 is (co-)extruded together with the edge protection bar 561 and includes at least two sensing elements 565 and 563, conductor 564 and a dielectric layer 562 , wherein the sensing element 563 is disposed distally to an edge guard outer surface 568 and the sensing element 565 is disposed proximally. In one embodiment, sensing elements 565, 563 are made of electrically conductive thermoplastic elastomer (TPE) or other electrically conductive material that has the necessary physical and electrical properties to form obstacle detection sensor 567. While the sensing elements 565, 563 in 48 are shown with two embedded conductors 564 each, the number of conductors 564 in each element can be fewer or more depending on the specific application requirements. In one embodiment, the conductor 564 is a metal wire, either corded or solid, that extends the length of the sensing element 563,565. In one embodiment, the dielectric layer 562 may be air or a deformable or compressible material, such as a soft durometer material or a foamed material, both of which thin when a force is applied to the outer surface 568 of the edge protection strip 561 .

51 is another embodiment of the in 48 and 50 In this embodiment, the sensor 577 is formed by inserting a sensing element 573 and bonding it to a receiving area 579a of the edge protection strip 571. FIG. A sensing element 575 is bonded to an outer layer 576, and then the sensing element 575 and the outer layer 576 are bonded to a receiving portion 579b of the corner bead 571. It should be noted that the structure of 51 as well as those of 50 compresses when a force is applied to the outer surface 578.
While sensing elements 565, 563 have been described as TPE in one embodiment, sensing elements 565, 563 can be any material with sufficiently low resistivity, such as other conductive elastomers, plastics, or silicone rubber, as well as metal strips or metal mesh. An advantage of using metal strips or metal braids is that the conductor 564 is not needed because the metal strip or metal braid has a sufficiently low resistivity that the conductor is not needed.

In the 48-51 The protective edge sensors 560 shown detect a change in capacitance either due to proximity to a conductive object or due to the compression of any object according to the well-known formula for capacitance, $$c=\frac{e_0{e}_{\mathrm{right}}\mathrm{i.e}}{A}$$

The capacitive sensing process and methods are in the U.S. 7,513,166 described, the entire disclosure of which is hereby expressly incorporated by reference. The object detection control 521 of 46 monitors the capacitance of the sensors represented by sensor signals 530 and 531 and determines whether an object is near or in contact with a plurality of panel-mounted sensors 529 . If the signals 530, 531 exceed a certain threshold, an entrapment is indicated.

50 shows the sensor edge protection strip 560 in contact with an acting force F and the resulting compression of the sensor 567 and the thinning of the dielectric layer 562 at point 569. 50a 12 shows a higher force F' applied to the edge guard outer surface 568 such that the proximal member 565 comes into contact with the distal member 563. FIG. When this occurs, the capacitive sensing capability of sensor 567 is removed and sensing elements 565 and 563 act as a physical switch, indicating to controller 521 that an obstacle is present.

Another portion of the sensor system 520 from 46 includes a position sensor 532. The position sensor 532 is located near a pivot 541 of 47 and senses and provides the absolute position of a door 538 by supplying the sensor system 520 with a voltage representing the door 538 angle α 540 . The angle α is the position of the door 538 between the fully open and fully closed positions. It should be noted that a door that is being closed will close at a typical rate if there is no obstacle in its path of closure. However, when an obstacle is present, such as a child or a child's backpack, the output of the position sensor 533 is no longer a smooth, typical signal, as would be expected if there were no obstacle. 52 12 shows a diagram of the output signal 533 of the position sensor 532 during an unobstructed door closure. It can be seen that the speed increases from 0 degrees to about 30 degrees as the door closes. After power up, the speed of the door and hence the rate of change of the position sensor output 533 is relatively stable. Then, as the door enters the closed position, it begins to slow down from about 70 degrees as the edge guard sensor 560 and weatherseal 561 compress together into the final closed position.

53 12 shows a graph of the output 533 of the position sensor 532 during a closing event with an obstacle. The obstruction can be a person, an object such as a backpack, or a belt that becomes trapped or impedes the normal movement of the door. The position sensor signal 533 fluctuates when movement of the door is impeded or when someone pulls on a pinched seat belt. An example of the variation in the position sensor output signal by dragging is shown between the 40 and 60 degree positions. The signal variation may not be monotonous, indicating an obstruction and/or a door tug.

54 14 is another diagram showing the output 533 of the position sensor 532 when an obstacle is present and the door 538 is obstructed such that the output 533 is significantly slowed. This figure is plotted in the time domain and shows that it takes approximately five (5) seconds for the door to go from fully open to fully closed. About halfway down the door path, an obstacle occurs that slows the door and prevents it from closing fully, as indicated by a dashed line. In this situation, the sensing system 520 detects that the door is not closed after ten (10) seconds and determines that an obstruction is present.

In another example shows 55 Figure 12 shows a plot of the sensor output 533 of the position sensor 532 when an obstacle is present at about the middle of the normal driving distance and time. The door 538 is blocked to the extent that there is no more movement. In this situation, the sensor system 520 recognizes that the door is blocked and determines that an obstacle is present.

Another portion of the sensor system 520 from 46 is a deadbolt sensor 536. The deadbolt sensor 536 located on the door frame 542 of FIG 47 and the latch receiving area 507, 508 of 45 detects and provides an indication when the doors are in the fully closed position by providing the sensing system 520 with a latch signal 537 when the latch sensor 536 is activated by a latch receiving area 507, 508 of the door .

Another portion of the sensor system 520 from 46 is a door motor drive 526. The door drive motor 526 provides the object detection control 521 and the motor pulse signals 527 and 528. The motor pulse signals 527 and 528 are pulses coming from the motor and indicating speed and direction of rotation. Two methods are typically used in industry. In the first method, the signals are in quadrature, ie both motor pulse signals 527, 528 have pulsed waveforms with one waveform being 90 degrees out of phase with the other. In this way, the speed and direction of rotation can be determined. In another method, one motor pulse signal 527 has a pulsed waveform and the other motor pulse signal 528 has a high or low signal indicating which direction the motor is rotating, clockwise or counterclockwise. Both of these methods are well known in the art and will not be discussed further here.

Alternatively, the doors 538 and 539 of 47 can also be operated pneumatically instead of with an electric motor. When the doors 538, 539 are pneumatically actuated, the position sensor 532 is used to provide the position sensor signal 533 to the object detection controller 521 in place of the motor pulse signals 527, 528.
The diagram in 46 12 shows a vehicle control module 522 communicating with the object detection controller 521 via communication signals 523,524. The vehicle control module 522 or other control module may control the motor and pneumatic actuation described above, but it should be understood that the object detection control 521 or other control of the sensing system 520 can control both can control both motor and pneumatic actuation in lieu of or in conjunction with vehicle control modules.

The sensor system 520 provides a means of detecting and preventing entrapment of a person or object by using the object detection controller 521 to acquire and interpret signals. Through the use of the sensor means described, a multiply redundant system is created which ensures that persons or objects are not jammed in a moving, closing pane/door/wall, ie a surface element.

56 Figure 5 is a Venn diagram depicting three modalities: proximity and pinch detection 550, timing for closing pad 551, and position and velocity of pad 552. The first modality, proximity and pinch detection, is a Edge protection sensor, as shown in the 48-51 is shown. The corner guard sensor 560 off 48 detects a change in capacitance when an electrically conductive object is nearby or in contact with any object, and an obstacle is displayed. The second modality, position and velocity of the plate or sheet, is provided by the position sensor 532 of the probe system 520. As the sheet moves from an open to a closed position, the output signal 533 changes depending on where the moving sheet is located, defined by its angle relative to the fully open and fully closed positions. The sheet can be thought of as having a normal or typical closing time, ie the sheet closing at a rate specified in degrees per second. The object detection controller 521 monitors the closing speed of the sheet and if the speed is outside an expected range, an obstacle is indicated. The sensor signal 533 is also monitored for disturbances in the expected profile or signature, as well as monotony of the signal. A third modality, the timing of the closure of the panel, door or hatch, is another means of determining the proper, unimpeded closure of a movable door/hatch. The moveable panel closes from an open position to a closed position. When the panel is fully closed, it is locked by the locking mechanism 536 of the 46-47 locked in position. After the lock is complete, the lock sensor 536 sends a lock signal 537 to the object detection controller 521. The closing operation has a normal or average time frame in which the panel transitions from fully open to fully closed. If the locking signal does not fall within the expected time frame for a normal closing operation or is not received at all, an obstruction is indicated.

In 57 is referring to 46 a graphical representation of the detected signals 530, 533, 537 is shown with the expected limit values for each signal. The door sensor signal 530 is shown with an upper limit value 581 and a lower limit value 583 . If the door sensor signal 530 remains between the upper limit value 581 and the lower limit value 583 during the closing of a movable surface element, normal, unhindered closing is indicated. The same is true for the position sensor signal 533. If the sensor signal 533 remains between an upper limit 584 and a lower limit 585, a normal, unimpeded closure is indicated. And if the latch signal 537 transitions from a low to a high value within an expected time frame defined by a lower time limit 588 and an upper time limit 589, a normal, unimpeded close is indicated. If one of the detected signals deviates from the expected limit values, this indicates that a person or an object has come close to or touched the movable surface element and has possibly become trapped.

With the three modalities - proximity and entrapment detection, position of the surface element over time and locking time - an overlap of means and methods is used, which is described as area 553 in 56 shown to ensure that an obstacle is detected and displayed when it occurs.

It is clear that the combination of multiple sensors and detection methods provides a superior anti-jamming system that ensures safer operation of moving surface elements and helps ensure that no person or object can become jammed without a signal being emitted to indicate this displayed so that the necessary measures can be taken. Other sensors such as camera, radar, lidar, ultrasound and thermal imaging can also be used to further improve the system for face and object recognition.

While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the present invention. 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. Furthermore, the features of the various embodiments can be combined to form further embodiments of the present invention.

1. 1. Ein Bus, der Folgendes aufweist:
   • eine Karosserie mit mindestens einer Türöffnung;
   • eine Vielzahl von Türen, die an der Karosserie angebracht sind, um die Türöffnung zu öffnen und zu schließen;
   • eine an einer der Türen angeordnete Kantenschutzleistendichtung und eine an einer anderen der Türen angeordnete Wetterdichtung, wobei die Kantenschutzleistendichtung und die Wetterdichtung zusammenpassen, wenn die Türen geschlossen sind;
   • mindestens einen Sensor, der innerhalb der Kantenschutzleistendichtung angeordnet ist, wobei der mindestens eine Sensor kapazitiv an ein elektrisch leitendes, sich bewegendes Objekt in der Nähe der Kantenschutzleistendichtung koppelt, so dass sich die Kapazität des mindestens einen Sensors ändert;
   • eine Steuerung, die mit dem mindestens einen Sensor gekoppelt ist, wobei die Steuerung die Erfassung durch den mindestens einen Sensor analysiert und ein nicht-glattes Signal von dem mindestens einen Sensor erfasst und bestimmt, dass ein Hindernis vorhanden ist, eine Signalschwankung von dem mindestens einen Sensor erfasst, die nicht monoton ist, und bestimmt, dass ein Hindernis vorhanden ist, feststellt, dass sich eine der Türen nach einer vorgegebenen Zeitspanne nicht geschlossen hat, und feststellt, dass das Hindernis vorhanden ist, feststellt, dass eine der Türen blockiert ist, und feststellt, dass das Hindernis vorhanden ist, wobei die Steuerung so konfiguriert ist, dass sie einen Busfahrer warnt, wenn das Hindernis vorhanden ist.
2. 2. Der Bus gemäß Aspekt 1, wobei der mindestens eine Sensor ein in die Kantenschutzleistendichtung eingebetteter Objekterkennungssensor ist.
3. 3. Der Bus nach Aspekt 1, wobei der mindestens eine Sensor in die / mit der Kantenschutzleistendichtung koextrudiert ist.
4. 4. Der Bus gemäß Aspekt 3, wobei der mindestens eine Sensor eine Vielzahl von Fühlerelementen, eine Vielzahl von Leitern und eine dielektrische Schicht beinhaltet.
5. 5. Der Bus gemäß Aspekt 4, wobei die Kantenschutzleistendichtung eine Kantenschutzleistenaussenfläche und eines der Fühlerelemente distal zur Kantenschutzleistenaussenfläche und ein anderes der Fühlerelemente proximal zur Kantenschutzleistenaussenfläche aufweist.
6. 6. Der Bus gemäß Aspekt 3, wobei die Fühlerelemente ein elektrisch leitendes thermoplastisches Elastomer (TPE) sind.
7. 7. Der Bus gemäß Aspekt 3, wobei die Leiter ein Metalldraht sind, der sich entlang einer Länge der Fühlerelemente erstreckt.
8. 8. Der Bus gemäß Aspekt 3, wobei die dielektrische Schicht entweder aus Luft, einem formbaren Material oder einem komprimierbaren Material besteht.
9. 9. Der Bus nach Aspekt 1, wobei der mindestens eine Sensor eine Vielzahl von Fühlerelementen beinhaltet, wobei eines der Fühlerelemente in die Kantenschutzleistendichtung eingesetzt und an einem Aufnahmebereich der Kantenschutzleistendichtung angeklebt ist und ein anderes der Fühlerelemente an einer äußeren Schicht angeklebt ist und die Fühlerelemente an dem Aufnahmebereich der Kantenschutzleistendichtung angeklebt sind.
10. 10. Eine Dichtung für ein bewegliches Flächenelement, die Folgendes aufweist:
    • eine Kantenschutzleistendichtung;
    • mindestens einen Sensor, der innerhalb der Kantenschutzleistendichtung angeordnet ist,
    • wobei der mindestens eine Sensor kapazitiv an ein elektrisch leitendes, sich bewegendes Objekt in der Nähe der Kantenschutzleistendichtung koppelt, so dass sich die Kapazität des mindestens einen Sensors ändert
11. 11. Die Dichtung gemäß Aspekt 10, wobei der mindestens eine Sensor ein in die Kantenschutzleistendichtung eingebetteter Objekterfassungssensor ist.
12. 12. Die Dichtung gemäß Aspekt 10, wobei der mindestens eine Sensor mit der Kantenschutzleistendichtung koextrudiert ist.
13. 13. Die Dichtung gemäß Aspekt 12, wobei der mindestens eine Sensor eine Vielzahl von Fühlerelementen, eine Vielzahl von Leitern und eine dielektrische Schicht beinhaltet.
14. 14. Die Dichtung gemäß Aspekt 13, wobei die Kantenschutzleistendichtung eine Kantenschutzleistenaussenfläche aufweist und eines der Fühlerelemente distal zu der Kantenschutzleistenaussenfläche und ein anderes der Fühlerelemente proximal zu der Kantenschutzleistenaussenfläche angeordnet ist.
15. 15. Die Dichtung gemäß Aspekt 13, wobei die Fühlerelemente ein elektrisch leitendes thermoplastisches Elastomer (TPE) sind.
16. 16. Die Dichtung gemäß Aspekt 13, wobei die Leiter ein Metalldraht sind, der sich entlang einer Länge der Fühlerelemente erstreckt.
17. 17. Die Dichtung gemäß Aspekt 13, wobei die dielektrische Schicht entweder aus Luft, einem formbaren Material oder einem komprimierbaren Material besteht.
18. 18. Die Dichtung nach Aspekt 10, wobei der mindestens eine Sensor eine Mehrzahl von Fühlerelementen beinhaltet, wobei eines der Fühlerelemente in die Kantenschutzleistendichtung eingesetzt und an einem Aufnahmebereich der Kantenschutzleistendichtung angeklebt ist und ein anderes der Fühlerelemente an einer äußeren Schicht angeklebt ist und die Fühlerelemente an dem Aufnahmebereich der Kantenschutzleistendichtung angeklebt sind.
19. 19. Sensorsystem für einen Bus mit einer Karosserie, die Folgendes aufweist:
    • eine Vielzahl von Türen, die an der Karosserie angebracht sind, um eine Türöffnung zu öffnen und zu schließen;
    • eine Kantenschutzleistendichtung, die an einer der Türen angeordnet ist, und eine Wetterdichtung, die an einer anderen der Türen angeordnet ist, wobei die Kantenschutzleistendichtung und die Wetterdichtung zusammenpassen, wenn die Türen geschlossen sind;
    • eine Vielzahl von Sensoren, die an der Kantenschutzleistendichtung angebracht sind, um mit einem elektrisch leitenden, sich bewegenden Objekt in der Nähe eines der Sensoren zu koppeln;
    • eine Steuerung, die mit den Sensoren gekoppelt ist, wobei die Steuerung die Erfassung durch die Sensoren analysiert und ein nicht gleichmäßiges Signal von den Sensoren erfasst und feststellt, dass ein Hindernis vorhanden ist; eine Signal Schwankung von den Sensoren erfasst, die nicht monoton ist, und feststellt, dass ein Hindernis vorhanden ist, erfasst, dass eine der Türen nach einer vorbestimmten Zeitspanne nicht geschlossen ist, und feststellt, dass das Hindernis vorhanden ist, erfasst, dass eine der Türen blockiert ist, und feststellt, dass das Hindernis vorhanden ist; wobei die Steuerung so konfiguriert ist, dass sie einen Bediener des Busses warnt, wenn ein Hindernis vorhanden ist.
20. 20. Das Sensorsystem nach Aspekt 19, wobei einer der Sensoren einen Positionssensor beinhaltet, der in der Nähe eines Drehgelenks einer der Türen angeordnet ist und die absolute Position der einen der Türen erfasst und bereitstellt, indem er eine Spannung bereitstellt, die einen Winkel α der einen der Türen darstellt.
21. 21. Das Sensorsystem gemäß Aspekt 19, wobei einer der Sensoren einen Verriegelungssensor beinhaltet, der sich an einem Türrahmen der Karosserie befindet, indem er ein Verriegelungssignal liefert.
22. 22. Das Sensorsystem gemäß Aspekt 21, das ein Riegelempfangsteil an der Kantenschutzleistendichtung der Türen beinhaltet, um zu erfassen und anzuzeigen, wenn sich die Türen in einer vollständig geschlossenen Position befinden, wenn der Riegel-Sensor durch das Riegelempfangsteil der Kantenschutzleistendichtung aktiviert wird.
23. 23. Das in Aspekt 19 beschriebene Sensorsystem, das einen Tür-Motorantrieb zum Bewegen der Türen aufweist.
24. 24. Das Sensorsystem gemäß Aspekt 23, wobei der Türmotorantrieb ein Elektromotor ist und Objekterfassungssteuerung und Motorimpulssignale liefert, die eine Geschwindigkeit und Drehrichtung des Türmotorantriebs anzeigen.
25. 25. Das Sensorsystem gemäß Aspekt 19, wobei der Türmotorantrieb einen pneumatischen Aktuator zum Bewegen der Türen beinhaltet.
26. 26. Das Sensorsystem gemäß Aspekt 25, das einen Positionssensor aufweist, der ein Positionssensorsignal für die Objekterfassungssteuerung bereitstellt.
27. 27. Das Sensorsystem gemäß Aspekt 23, das ein Fahrzeugsteuerungsmodul zur Steuerung des Türantriebsmotors aufweist.
28. 28. Das Sensorsystem gemäß Aspekt 19, wobei eine der Türen eine Wetterdichtung aufweist, die mit der Kantenschutzleistendichtung zusammenpasst, wenn sich die Türen in einer geschlossenen Position befinden.
29. 29. Das Sensorsystem gemäß Aspekt 19, wobei die Sensoren kapazitive Sensoren aufweisen.
30. 30. Das Sensorsystem gemäß Aspekt 29, wobei die Kantenschutzleistendichtung mindestens einen der kapazitiven Sensoren beinhaltet.

The preferred aspects of the present disclosure can be summarized briefly as follows:

1. 1. A bus that has:
   • a body with at least one door opening;
   • a plurality of doors attached to the body to open and close the door opening;
   • a skirting board disposed on one of the doors and a weatherseal disposed on another of the doors, the skirting board and weatherseal mating when the doors are closed;
   • at least one sensor disposed within the skirting board seal, the at least one sensor capacitively coupling to an electrically conductive, moving object proximate the skirting board seal such that the capacitance of the at least one sensor changes;
   • a controller coupled to the at least one sensor, the controller analyzing the detection by the at least one sensor and detecting a non-smooth signal from the at least one sensor and determining that an obstacle is present, a signal variation from the at least one sensor that is non-monotonic and determines that an obstacle is present, determines that one of the doors has not closed after a predetermined period of time and determines that the obstacle is present, determines that one of the doors is blocked, and determines that the obstacle is present, wherein the controller is configured to alert a bus driver when the obstacle is present.
2. 2. The bus of aspect 1, wherein the at least one sensor is an object detection sensor embedded in the edge molding seal.
3. 3. The bus of aspect 1, wherein the at least one sensor is co-extruded into/with the edge molding seal.
4. 4. The bus of aspect 3, wherein the at least one sensor includes a plurality of sensing elements, a plurality of conductors, and a dielectric layer.
5. 5. The bus of aspect 4, wherein the railing seal has a railing outer surface and one of the sensing elements distal to the railing outer surface and another of the sensing elements proximal to the railing outer surface.
6. 6. The bus according to aspect 3, wherein the sensing elements are an electrically conductive thermoplastic elastomer (TPE).
7. 7. The bus according to aspect 3, wherein the conductors are a metal wire extending along a length of the sensing elements.
8. 8. The bus of aspect 3, wherein the dielectric layer is one of air, a malleable material, and a compressible material.
9. 9. The bus of aspect 1, wherein the at least one sensor includes a plurality of sensing elements, wherein one of the sensing elements is inserted into the edge molding seal and adhered to a receiving portion of the edge molding seal and another of the sensing elements is adhered to an outer layer and the sensing elements are glued to the receiving area of the edge protection strip seal.
10. 10. A seal for a moving panel, comprising:
    • an edge molding seal;
    • at least one sensor that is arranged inside the edge protection strip seal,
    • wherein the at least one sensor capacitively couples to an electrically conductive, moving object proximate to the edge molding seal such that the capacitance of the at least one sensor changes
11. 11. The seal of aspect 10, wherein the at least one sensor is an object detection sensor embedded in the edge molding seal.
12. 12. The seal of aspect 10, wherein the at least one sensor is co-extruded with the edge guard seal.
13. 13. The seal of aspect 12, wherein the at least one sensor comprises a plurality of sensors conductive elements, a plurality of conductors and a dielectric layer.
14. 14. The seal of aspect 13 wherein the rail seal has a rail outer surface and one of the sensing elements is distal to the rail outer surface and another of the sensing elements is proximal to the rail outer surface.
15. 15. The seal of aspect 13, wherein the sensing elements are an electrically conductive thermoplastic elastomer (TPE).
16. 16. The seal of aspect 13 wherein the conductors are a metal wire extending along a length of the sensing elements.
17. 17. The seal of aspect 13, wherein the dielectric layer is one of air, a malleable material, and a compressible material.
18. 18. The seal of aspect 10, wherein the at least one sensor includes a plurality of sensing elements, wherein one of the sensing elements is inserted into the edge molding seal and adhered to a receiving area of the edge molding seal and another of the sensing elements is adhered to an outer layer and the sensing elements are glued to the receiving area of the edge protection strip seal.
19. 19. A sensor system for a bus having a body comprising:
    • a plurality of doors attached to the body to open and close a doorway;
    • an edge molding seal located on one of the doors and a weatherseal located on another of the doors, the edge molding seal and the weatherseal mating when the doors are closed;
    • a plurality of sensors attached to the edge molding seal for coupling to an electrically conductive moving object proximate one of the sensors;
    • a controller coupled to the sensors, the controller analyzing the detection by the sensors and detecting a non-uniform signal from the sensors and determining that an obstacle is present; detects a signal variation from the sensors that is not monotonic and determines that an obstacle is present, detects that one of the doors is not closed after a predetermined period of time, and determines that the obstacle is present, detects that one of the doors is blocked and finds that the obstacle exists; wherein the controller is configured to alert an operator of the bus when an obstacle is present.
20. 20. The sensor system of aspect 19, wherein one of the sensors includes a position sensor disposed near a pivot of one of the doors and sensing and providing the absolute position of the one of the doors by providing a voltage having an angle α of the represents one of the doors.
21. 21. The sensor system of aspect 19, wherein one of the sensors includes a lock sensor located on a door frame of the body by providing a lock signal.
22. 22. The sensor system of aspect 21, including a latch receiver on the railing of the doors to sense and indicate when the doors are in a fully closed position when the latch sensor is activated by the latch receiver.
23. 23. The sensor system described in aspect 19, comprising a door motor drive for moving the doors.
24. 24. The sensor system of aspect 23, wherein the door motor operator is an electric motor and provides object detection control and motor pulse signals indicative of a speed and direction of rotation of the door motor operator.
25. 25. The sensor system of aspect 19, wherein the door motor operator includes a pneumatic actuator for moving the doors.
26. 26. The sensor system of aspect 25, comprising a position sensor providing a position sensor signal for object detection control.
27. 27. The sensor system of aspect 23, comprising a vehicle control module for controlling the door drive motor.
28. 28. The sensor system of aspect 19, wherein one of the doors has a weather seal that mates with the edge molding seal when the doors are in a closed position.
29. 29. The sensor system of aspect 19, wherein the sensors comprise capacitive sensors.
30. 30. The sensor system of aspect 29, wherein the edge trim seal includes at least one of the capacitive sensors.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• US9389062 [0125]
• US7513166 [0132]

Claims (13)

A seal for a moving panel, comprising: an edge molding seal; at least one sensor disposed within the edge molding seal, the at least one sensor being capacitively coupled to an electrically conductive moving object proximate to the Edge protection strip seal couples so that the capacity of at least one sensor changes seal after claim 1 , wherein the at least one sensor is an object detection sensor embedded in the edge molding seal. seal after claim 1 wherein the at least one sensor is co-extruded into or with the edge trim seal. seal after claim 3 wherein the at least one sensor includes a plurality of sensing elements, a plurality of conductors, and a dielectric layer. seal after claim 4 wherein the railing seal has a railing outer surface and one of the sensing elements is distal to the railing outer surface and another of the sensing elements is located proximal to the railing outer surface. seal after claim 4 , wherein the sensing elements are an electrically conductive thermoplastic elastomer (TPE). seal after claim 4 , the conductors being a metal wire extending along a length of the sensing elements. seal after claim 4 , wherein the dielectric layer consists of either air, a malleable material, or a compressible material. seal after claim 1 wherein the at least one sensor includes a plurality of sensing elements, wherein one of the sensing elements is inserted into the edge molding seal and adhered to a receiving area of the edge molding seal and another of the sensing elements is adhered to an outer layer and the sensing elements are adhered to the receiving area of the edge molding seal. Bus that features: a body with a door opening; a plurality of doors attached to the body to open and close the door opening; a skirting board disposed on one of the doors and a weatherseal disposed on another of the doors, the skirting board and weatherseal mating when the doors are closed; at least one sensor disposed within the skirting board seal, the at least one sensor capacitively coupling to an electrically conductive, moving object proximate the skirting board seal such that the capacitance of the at least one sensor changes; a controller coupled to the at least one sensor, the controller analyzing the detection by the at least one sensor; and detecting a non-smooth signal from the at least one sensor, and determines that an obstacle is present, detects a signal variation from the at least one sensor that is not monotonic and determines that an obstacle is present, determines that one of the doors has not closed after a predetermined period of time, and determines that the obstruction is present, determining that one of the doors is blocked, and determining that the obstruction is present, wherein the controller is configured to alert a bus driver when the obstruction is present. A sensor system for a bus having a body, comprising: a plurality of doors attached to the body to open and close a door opening; an edge molding seal located on one of the doors and a weatherseal located on another of the doors, the edge molding seal and the weatherseal mating when the doors are closed; a plurality of sensors attached to the edge molding seal for coupling to an electrically conductive moving object proximate one of the sensors; a controller coupled to the sensors, the controller analyzing the detection by the sensors and detecting a non-uniform signal from the sensors and determining that an obstacle is present, detecting a signal variation from the sensors that is not monotonous, and determines that an obstacle is present, detects that one of the doors is not closed after a predetermined period of time and determines that the obstacle is present, detects that one of the doors is blocked and determines that the obstacle is present, wherein the controller is configured to Bus operator warns when the obstacle is present. sensor system claim 11 wherein one of the sensors includes a lock sensor located on a door frame of the body providing a lock signal and lock receiving range at the edge molding seal of the doors to detect and provide an indication when the doors are in a fully closed position , when the lock sensor is activated by the lock receiving area of the corner molding seal. sensor system claim 11 , where the sensors include capacitive sensors.

Images