DOOR OPENER SYSTEM

Abstract

Described herein are door opening actuator systems for motor vehicles. According to some embodiments, the system comprises a mechanical actuation assembly, an electric motor and at least one capacitor. The electric motor is operatively coupled to the mechanical actuation assembly. The capacitor(s) are charged by a main vehicle battery and are configured to be the primary electrical energy source for the electric motor. The mechanical actuation assembly may be a door presenter. Further, the door opening actuator system comprises a DC-to-DC converter charging circuit operatively coupled to the capacitor(s) and the main vehicle battery. The DC-to-DC converter charging circuit is configured to facilitate energy storage in the capacitor(s) by regulating the voltage provided to the capacitor(s) from the main vehicle battery. The DC-to-DC converter charging circuit is enabled to charge the capacitor(s) only when they hold less than a minimum threshold charge.

Description

DOOR PRESENTER SYSTEMCROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims priority from United States Provisional Patent Application Number 63 / 602,421 filed on November 23, 2023, the content of which is incorporated herein by reference.TECHNICAL FIELD

[0002] This disclosure relates to door presenters for automotive vehicles, and more particularly to door opening actuator systems powered by at least one capacitor.BACKGROUND

[0003] Many modem automobiles are provided with automatically opening doors. The doors may be opened completely using an electric motor, or may simply be partially opened, or presented, so that they may then be fully opened manually or otherwise. The door opening may be triggered in several ways, including by touch control, key fob, etc. An electric motor, typically as part of a power drive unit, is normally powered using an electric storage battery. For passenger safety, automatic doors should be enabled to open in the event of a loss of battery power to the system. Such battery power loss may occur in the event of a collision or other emergency disconnection of the battery and the electric motor associated with the actuator.

[0004] In the event of such an emergency, to ensure a source of electrical current to power the electric motor typically used in these applications, a backup energy system may be employed. The battery may be used to charge one or more capacitors, which can provide a pulse of electrical energy to open an automatic door should the battery be unable to supply this energy. A supercapacitor, a capacitor with increased capacity, has been found to be useful in this regard for burst-mode power delivery. Such backup systems have been described in a number of patent references. For example, DE 20 2013 103 042 U1 in the name of Gottschald discloses emergency use of a double layer capacitor in the event of a central battery failure. US 10,174,527 in the name of Dente discloses such a backup energy source for automotive systems and a related control method. US 10,654,374 in the name of Marlia et al. discloses an actuator assembly for a motor vehicle with a backup energy source having an integrated boost / buck converter and charging system. US 11,713,601 in the nameof Leonardi et al. discloses a method for operating vehicle entry using a touch pad with a mechanical emergency switch assembly using power from such a backup energy source.

[0005] Such known systems are based on the principle that the vehicle’s central electrical storage battery always provides power for normal door opening. The battery is used to charge a capacitor which then only discharges in an emergency situation to open a door. Although these backup systems are useful, they have certain disadvantages. For example, the maximum current draw on the battery may not be well-controlled. The potential or actual intermittent need for higher current draws requires that wiring and the electrical harness connecting the battery to the electric motor of the door opener be sufficiently robust. Higher current draws also lead to increased line losses through electrical resistance and the generation of magnetic fields. Lower electrical currents are always desirable. In addition, in the event of power loss from the vehicle battery, there is a limited number of door openings permitted by a backup system.

[0006] Accordingly, it would be an advantage to provide a door opening system which controls the maximum current draw on the main vehicle power system. It would also be advantageous to provide a system using smaller gauge wiring and harness with lower line losses, decreased weight and potentially lower cost of these components. A further benefit would arise from the use of a smaller DC motor while supporting the high torque requirements of a door opening system in certain situations such as breaking ice impeding door opening, or a collision where a door may become misaligned. Moreover, it would be helpful to allow regular operation of a door opening system for a greater number of door openings in the event of power loss from the vehicle battery or very low battery power.SUMMARY

[0007] According to some embodiments, there is provided a door opening actuator system for a motor vehicle comprising: a mechanical actuation assembly; an electric motor operatively coupled to the mechanical actuation assembly; and at least one capacitor charged by a main vehicle battery and configured to be a primary electrical source for the electric motor. According to some embodiments, the at least one capacitor is configured to be the sole electrical energy source for the electric motor. According to some embodiments, the mechanical actuation assembly is a door presenter.

[0008] According to some embodiments, the electric motor is a direct current (DC) motor. According to some embodiments, the electric motor is powered at an increased voltage when higher torque is required.

[0009] According to some embodiments, the at least one capacitor comprises at least one supercapacitor.

[0010] According to some embodiments the door opening actuator system further comprises: a DC-to-DC converter charging circuit operatively coupled to the at least one capacitor and the main vehicle battery; wherein the DC-to-DC converter charging circuit is configured to facilitate energy storage in the at least one capacitor by regulating voltage provided to the at least one capacitor from the main vehicle battery, and the DC-to- DC converter charging circuit is enabled to charge the at least one capacitor only when the at least one capacitor holds less than a minimum threshold charge. According to some embodiments, the DC-to-DC converter comprises a buck-boost converter.

[0011] According to some embodiments, the DC-to-DC converter charging circuit regulates the voltage based on ambient temperature.

[0012] According to some embodiments, the door opening actuator system further comprises a controller operatively coupled to the at least one capacitor as a primary energy source and to the main vehicle battery as a backup energy source. According to some embodiments, the controller comprises a microprocessor.

[0013] According to some embodiments, the door opening actuator system further comprises an H-bridge operatively coupled to the controller and the at least one capacitor, wherein the H-bridge is configured to allow the electric motor to be driven either forwards or backwards. According to some embodiments, the H-bridge output to the electrical motor operates in accordance with a Pulse Width Modulation (PWM) signal from the controller.

[0014] According to some embodiments, the at least one capacitor is configured to provide energy to the actuation assembly for a certain number of door-opening cycles in the event of a power loss from the main vehicle battery.

[0015] Further aspects of the invention will be apparent from the following description and explanations.BRIEF DESCRIPTION OF THE DRAWINGS

[0016] For a beter understanding of the various embodiments described herein and to show more clearly how they may be carried into effect, reference will now be made, by way of example only, to the accompanying drawings in which:

[0017] FIG. 1A depicts a prospective view of a door opening actuator system, according to non-limiting embodiments;

[0018] FIG. IB depicts the door opening actuator system of FIG. 1A exposing the capacitors;

[0019] FIG. 1C depicts a cross-section of the door opening actuator system of FIG. 1A taken along section A-A;

[0020] FIG. 2 depicts a schematic of a circuit for the door opening actuator system of FIG. 1A, according to non-limiting embodiments; and

[0021] FIG. 3 depicts a schematic of a circuit for the door opening actuator system of FIG. 1A, according to other non-limiting embodiments.

[0022] The embodiments, examples and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible.DETAILED DESCRIPTION

[0023] It has been discovered that several benefits arise from abandoning the standard principle of supplying current from the vehicle batery for normal door operation and only using a capacitor for emergency door opening. Instead, using a capacitor or supercapacitor as the primary energy source for door opening rather than as a backup, provides multiple advantages. For example, the maximum current draw on the main vehicle batery is controlled since the main vehicle batery is used for charging the supercapacitors and not for a sudden surge of energy to drive a door open in a normal operating mode. The current draw may be maintained at a lower level by using a controller to regulate the charging rate of the supercapacitor. This limited current draw allows for use of smallergauge wiring, pins and harness to connect the battery to the capacitor, rather than directly to the system. This will typically result in less weight, and potentially cost, of the system.

[0024] In addition, since the current draw is typically lower than with a normal battery-powered door opening, electrical line losses owing to electrical resistance and generation of magnetic fields are decreased. The use of a DC-to-DC converter charging circuit (such as a buck and / or boost converter charging circuit) to charge the capacitors helps provide the correct voltage to the capacitors and, ultimately, the electric motor of the door opening actuator system. Controlling the voltage allows for optimized charging of the capacitor(s), depending on various factors such as ambient temperature. For example, increasing the voltage during cold periods of vehicle use may help to overcome the increased viscosity of lubricating grease in the actuator gear train. A reduced charge voltage to the capacitor(s) during warmer periods may be helpful when the gear train rotates more easily due to decreased viscosity of the lubricating grease. This optimization helps extend the life of the capacitor(s), typically ensuring they can provide the necessary power to operate the actuator for the full design life of the vehicle. In the event of a power loss from the vehicle battery, the capacitor(s) will typically operate in a normal power mode for a number of cycles based mainly on the size of the capacitor(s) and their ability to store energy. The capacitor(s) can function in a limited fashion since they typically do not depend on a constant source of battery power.

[0025] In the described door opening system, which is also referred to herein as a door opening actuator system or door presenter system, the capacitor(s) are charged from the main vehicle battery during normal operation. According to some embodiments, the main vehicle battery need only be used to charge the capacitor(s) if the capacitor level drops below a certain threshold. The charging circuit is typically turned off during operation of the door opening system. The door opening system may operate under the control of a controller (which may comprise a microprocessor). According to some embodiments, an H- bridge allows an electrical motor (such as a DC motor) coupled to the actuation assembly of the door presenter system to run both forwards and backwards (which allows for opening and closing of the door). The capacitor(s) power the controller to control the described door opening system and the H-bridge to allow the motor to be driven in either direction during operation of the actuation assembly of the door opening system.

[0026] According to some embodiments, in the event the capacitor(s) has lost its charge (such as when the vehicle has been in storage for an extended period of time), the controller may receive power directly from the vehicle battery. In such cases, the DC-to-DC converter charging circuit is typically activated to replenish the capacitor(s) and the controller goes back to receiving power via the DC-to-DC converter charging circuit.

[0027] It will be appreciated that for simplicity and clarity of illustration, where considered appropriate, reference numerals may be repeated among the figures to indicate corresponding or analogous elements. In addition, numerous specific details are set forth in order to provide a thorough understanding of the exemplary aspects of the present application described herein. However, it will be understood by those of ordinary skill in the art that the exemplary aspects described herein may be practiced without these specific details. In other instances, well-known methods, procedures and components have not been described in detail so as not to obscure the exemplary aspects described herein. Also, the description is not to be considered as limiting the scope of the exemplary aspects described herein. Any systems, method steps, method blocks, components, parts of components, and the like described herein in the singular are to be interpreted as also including a description of such systems, method steps or tasks, components, parts of components, and the like in the plural, and vice versa.

[0028] Attention is directed to FIGS. 1A to 1C, which depicts a door opening actuator system 100, according to non-limiting embodiments. Door opening actuator system 100 comprises mechanical actuation assembly 102, electric motor 104 and at least one capacitor, such as capacitors 106. Electric motor 104 is operatively coupled to mechanical actuation assembly 102. According to some embodiments, mechanical actuation assembly 102 is a door presenter. For example, as shown in FIG. 1C, actuation assembly 102 may comprise leadscrew 108, circular gear 110 and threaded plunger 112 which travels along leadscrew 108. The electric motor output shaft (not shown) is coupled to worm gear 114 which operatively meshes with circular gear 110. Depending on the turning direction of the electric motor output shaft, threaded plunger 112 travels forwards (F), in a door opening direction, or backwards (B), in a door releasing direction, along leadscrew 108. According to some embodiments, electric motor 104 is a direct current (DC) motor.

[0029] Capacitors 106 are charged by a vehicle’s main battery 116 (FIGS. 2 and 3) and, in contrast to the known door presenter systems described above, are configured tobe the primary electrical energy source for the electric motor 104 and not to act merely as a backup energy source. According to some embodiments, capacitors 106 are configured to be the sole electrical energy source for the electric motor 104. According to some embodiments, capacitors 106 comprise at least one supercapacitor, such as the SCCU25E256SRB supercapacitor from Kyocera AVX™ Although FIGS. lA to 1C depict five capacitor cells, it is understood that any suitable number of capacitor cells is contemplated.

[0030] Attention is directed to FIG. 2, which depicts a schematic of a circuit 200 for door opening actuator system 100, according to non-limiting embodiments. Circuit 200 comprises a direct current to direct current (DC-to-DC) converter charging circuit 118 operatively coupled to capacitors 106 and main vehicle battery 116. DC-to-DC charging circuit 118 comprises a DC-to-DC converter 120, such as a buck-boost converter. For example, according to some embodiments, DC-to-DC converter 120 comprises a TPS55288-Q1 buck-boost converter from Texas Instruments™ Charging circuit 118 is configured to facilitate energy storage in capacitors 106 by regulating the voltage, namely controlled voltage V2, provided to the capacitor 106 from the vehicle’s main battery 116, which is initially received by the DC-to-DC converter 120 at uncontrolled voltage VI. For example, according to some embodiments, when the voltage drawn from the vehicle’s main battery 116, VI, is greater than that best suited to charge capacitors 106 the DC-to-DC converter 120 is configured to step down the voltage provided to the capacitors 106, V2. Alternatively, when the voltage drawn from the vehicle’s main battery 116 is too low for optimal charging of capacitors 106, DC-to-DC converter 120 is configured to step up the voltage provided to capacitors 106, V2. According to some embodiments, DC-to-DC converter 120 is configured to regulate the voltage V2 based on ambient temperature. However, it is understood that the voltage V2 may be regulated based on one or more factors, including the torque requirement of the motor. DC-to-DC charging circuit 118 is further enabled to charge capacitors 106 only when the capacitors hold less than a minimum threshold charge since the primary electrical energy source for electric motor 104 is capacitors 106. According to some embodiments, capacitors 106 are configured to provide electrical energy to the actuation assembly for a certain number of door-opening cycles in the event of a power loss from the main vehicle battery 116.

[0031] According to some embodiments, voltage VI is in the range of about 9 Volts to about 16 Volts. According to some embodiments, voltage V2 is in the range of about 9 Volts to about 15 Volts.

[0032] To assist in tuning the voltage V2 provided to the capacitors 106, circuit 200 may comprise a controller 122 operatively coupled to capacitors 106. Capacitors 106 are the primary energy source of controller 122 during normal operation of the door opening actuator system 100. However, according to some embodiments, the vehicle’s main battery 116 may provide backup electrical energy to the controller 122. According to some embodiments, the voltage provided to controller 122 is voltage V2 provided by capacitors 106. According to some embodiments, controller 122 comprises a microprocessor. According to some embodiments, controller 122 is enabled to receive and transmit signals to and from DC-to-DC converter 120 and capacitors 106 regarding, for example, ambient temperature, charging rate and / or target charging conditions for capacitors 106. According to some embodiments, controller 122 is further configured to receive command signals from the vehicle’s central processor 126. Any suitable controller device is contemplated. For example, according to some embodiments, controller 122 is a MSPM0G3507-1 microcontroller from Texas Instruments™ According to some embodiments, controller 122 is enabled to limit the charge rate of capacitors 106, which helps keep the current draw from the vehicle’s main battery tower than if the electric motor 104 was running directly off the vehicle’s main battery 116. Limiting the current draw allows for smaller gauge wires, less line loss and smaller pins, resulting in less weight on the harness and, potentially, lower cost.

[0033] To enable backwards and forwards movement of the threaded plunger 112, circuit 200 may further comprise an H-bridge 124 operatively coupled to controller 122 and capacitors 106. H-bridge 124 is configured to allow electric motor 104 to be driven in either a forwards or backwards direction. According to some embodiments, H-bridge 124 is configured to receive and / or transmit signals from the controller 122. As would be understood, there may be instances in which voltage V2 is not a suitable voltage for the operation of electric motor 104. According to some embodiments, the H-bridge is configured such that the H-bridge output voltage to the electrical motor operates in accordance with a Pulse Width Modulation (PWM) signal from the controller 122. In this manner, the effective voltage provided to electric motor 104 may be stepped down to voltageV3. However, according to some embodiments, voltage V3 may be effectively increased or decreased based on the desired torque. For example, according to some embodiments, the voltage, V3, provided to the electric motor 104 may be increased when a higher torque is required.

[0034] Attention is directed to FIG. 3, which depicts a schematic of circuit 300 for door opening actuator system 100, according to other non-limiting embodiments, and in which like or similar elements are denoted by like or similar numbers shown in FIG. 2 and circuit 200. For simplicity and ease of understanding, discussion of the elements depicted in FIG. 3 will focus on certain similarities and differences from those depicted in FIG. 2.

[0035] Similar to circuit 200, circuit 300 comprises charging circuit 118, controller 122, H-bridge 124 and electric motor 104. However, circuit 300 further comprises features that help further tune the output of the electric motor 104 and the charging of capacitors 106. For example, according to some embodiments, circuit 300 comprises encoder 128 operatively coupled to electric motor 104 and controller 122. Encoder 128 is configured to count the rotations per minute (RPM) of the electric motor’s 104 output shaft, which allows for closed loop feedback by the controller 122 (which, according to some embodiments, may be received via feedback module 130) and allows for the calculation of the plunger’s position, displacement and / or speed. According to some embodiments, the encoder 128 comprises a Hall sensor, although any suitable device or combination of devices are contemplated.

[0036] As discussed above, according to some embodiments, DC-to-DC converter charging circuit 118 regulates the voltage provided to capacitors 106 based on ambient temperature. With that in mind, according to some embodiments, circuit 300 comprises a temperature sensor 132 operatively coupled to controller 122.

[0037] Persons skilled in the art will appreciate that there are yet more alternative implementations and modifications possible, and that the above examples are only illustrations of one or more implementations. The scope, therefore, is only to be limited by the claims appended hereto.

[0038] It will also be understood that for the purposes of this application, "at least one of X, Y, and Z" or "one or more of X, Y, and Z" language can be construed as X only, Y only, Z only, or any combination of two or more items X, Y, and Z (e.g., XYZ, XYY, YZ, ZZ, XX, XY).

[0039] In the present application, components may be described as being "configured to" or "enabled to" perform one or more functions. Generally, it is understood that a component that is configured to or enabled to perform a function is configured to or enabled to perform the function, or is suitable for performing the function, or is adapted to perform the function, or is operable to perform the function, or is otherwise capable of performing the function.

[0040] Additionally, components in the present application may be described as being "operatively connected to", "operatively coupled to", and the like, to other components. It is understood that such components are connected or coupled to each other in a manner to perform a certain function. It is also understood that "connections", "coupling" and the like, as recited in the present application include direct and indirect connections between components.

[0041] References in the application to "one embodiment", "an embodiment", "an implementation", "a variant", etc., indicate that the embodiment, implementation or variant described may include a particular aspect, feature, structure, or characteristic, but not every embodiment, implementation or variant necessarily includes that aspect, feature, structure, or characteristic. Moreover, such phrases may, but do not necessarily, refer to the same embodiment referred to in other portions of the specification. Further, when a particular aspect, feature, structure, or characteristic is described in connection with an embodiment, it is within the knowledge of one skilled in the art to affect or connect such module, aspect, feature, structure, or characteristic with other embodiments, whether or not explicitly described. In other words, any module, element or feature may be combined with any other element or feature in different embodiments, unless there is an obvious or inherent incompatibility, or it is specifically excluded.

[0042] It is further noted that the claims may be drafted to exclude any optional element. As such, this statement is intended to serve as antecedent basis for the use of exclusive terminology, such as "solely", "only", and the like, in connection with the recitation of claim elements or use of a "negative" limitation. The terms "preferably", "preferred", "prefer", "optionally", "may", and similar terms are used to indicate that an item, condition or step being referred to is an optional (not required) feature of the invention.

[0043] The singular forms "a", "an", and "the" include the plural reference unless the context clearly dictates otherwise. The term "and / or" means any one of the items, anycombination of the items, or all of the items with which this term is associated. The phrase "one or more" is readily understood by one of skill in the art, particularly when read in context of its usage.

[0044] The term "about" can refer to a variation of± 5%, ± 10%, ± 20%, or± 25% of the value specified. For example, "about 50" percent can in some embodiments carry a variation from 45 to 55 percent. For integer ranges, the term "about" can include one or two integers greater than and / or less than a recited integer at each end of the range. Unless indicated otherwise herein, the term "about" is intended to include values and ranges proximate to the recited range that are equivalent in terms of the functionality of the composition, or the embodiment.

[0045] As will be understood by one skilled in the art, for any and all purposes, particularly in terms of providing a written description, all ranges recited herein also encompass any and all possible sub-ranges and combinations of sub-ranges thereof, as well as the individual values making up the range, particularly integer values. A recited range includes each specific value, integer, decimal, or identity within the range. Any listed range can be easily recognized as sufficiently describing and enabling the same range being broken down into at least equal halves, thirds, quarters, fifths, or tenths. As a non-limiting example, each range discussed herein can be readily broken down into a lower third, middle third and upper third, etc.

[0046] As will also be understood by one skilled in the art, all language such as "up to", "at least", "greater than", "less than", "more than", "or more", and the like, include the number recited and such terms refer to ranges that can be subsequently broken down into sub-ranges as discussed above. In the same manner, all ratios recited herein also include all sub-ratios falling within the broader ratio.

Claims

1. A door opening actuator system for a vehicle comprising: mechanical unit of the actuator, an electric motor connected during operation to a mechanical actuator unit; at least one capacitor charged from the main battery of the vehicle and configured to perform the function of a primary source of electrical energy for the electric motor; wherein at least one capacitor is operatively connected to the main battery of the vehicle via a charging circuit configured to ensure charging of at least one capacitor based on the determined charge level.

2. The system of claim 1, wherein at least one capacitor comprises at least one supercapacitor.

3. The system according to any of paragraphs 1, 2, in which The charging circuit is a DC-DC converter charging circuit; the charging circuit of the DC to DC converter is configured to accumulate energy in at least one capacitor by regulating the voltage supplied to at least one capacitor from the main battery of the vehicle, The charging circuit of the DC to DC converter is configured to charge at least one capacitor when the charge of at least one capacitor is less than the minimum threshold charge.

4. The system of claim 3, wherein the charging circuit of the DC to DC converter is configured to regulate the voltage based on the ambient temperature.

5. The system according to any one of paragraphs 1-4, further comprising a controller connected during operation with at least one capacitor as a primary energy source and with the main battery of the vehicle as a backup energy source.

6. The system of claim 5, wherein the controller comprises a microprocessor.

7. The system according to any one of paragraphs 5, 6, further comprising an H-bridge connected in operation with the controller and at least one capacitor, wherein the H-bridge is configured to provide for driving the electric motor forward or backward.

8. The system of claim 7, wherein the H-bridge is configured to change the output signal to the electric motor in accordance with a pulse width modulation (PWM) signal from the controller.

9. The system of any one of paragraphs 3-8, wherein the DC to DC converter comprises a buck / boost converter.

10. The system of any one of claims 1 to 9, wherein the electric motor is a direct current motor.

11. The system according to any one of paragraphs. 1-10, in which the mechanical unit of the actuator is a device for extending / marking doors.

12. A system according to any one of paragraphs 1-11, in which the electric motor is designed to be switched on at increased voltage when higher torque is required.

13. The system according to any one of paragraphs 1-12, in which at least one capacitor is configured to supply energy to the mechanical drive unit for a specified number of door opening cycles when the power supply from the main battery of the vehicle is interrupted.

14. The system according to any one of paragraphs 1-13, in which at least one capacitor is the only source of electrical energy for the electric motor.

15. The system according to any one of paragraphs 5-14, further comprising an encoding device operatively connected to the electric motor and the controller.

16. The system of claim 15, wherein the coding device comprises a Hall sensor.