US20090259371A1 - Door and ramp interface system - Google Patents
Door and ramp interface system Download PDFInfo
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- US20090259371A1 US20090259371A1 US12/489,076 US48907609A US2009259371A1 US 20090259371 A1 US20090259371 A1 US 20090259371A1 US 48907609 A US48907609 A US 48907609A US 2009259371 A1 US2009259371 A1 US 2009259371A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
- B60P1/44—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading having a loading platform thereon raising the load to the level of the load-transporting element
- B60P1/4471—General means for controlling movements of the loading platform, e.g. hydraulic systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
- B60P1/43—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading using a loading ramp mounted on the vehicle
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Abstract
An access system for a vehicle includes an interface system that communicates with the vehicle data bus. The interface system also communicates with a ramp control subsystem that operates to stow and deploy a ramp for providing wheelchair access to the vehicle. A door control subsystem is coupled to the vehicle data bus and operates to open and close a vehicle door in response to data signals sent over the vehicle data bus. When the vehicle door is open and the ramp is deployed, the interface system is configured to send a ramp deployed data signal over the vehicle data bus, which prevents the door control subsystem from closing the door on the deployed ramp.
Description
- This application is a continuation of U.S. patent application Ser. No. 11/837,993, filed Aug. 13, 2007, which claims the benefit of and priority to U.S. Provisional Patent Application No. 60/822,666, filed Aug. 17, 2006. The entire content of each of these applications is hereby incorporated by reference.
- Access systems, such as motorized lifts, have been used to transport people and cargo. These access systems include platforms, ramps, moving seats, movable steps, and the like, which may be attached to stationary structures, such as buildings and loading docks, or mobile structures such as vehicles. Access systems have been used to provide disabled individuals access to structures that traditionally were accessible only via steps or stairs, or required an individual to step over or across an obstacle. For example, motorized lifts and ramps have been used to allow disabled individuals to enter and exit vehicles. In another example, motorized lifts have been used to load and/or unload stretchers from vehicles, such as ambulances. Motorized lifts have also been used on loading docks and trucks to allow cargo to be loaded, unloaded or otherwise moved.
- When an access system is installed in a vehicle, such as a minivan, it is often integrated with an original equipment manufacturer (“OEM”) or after market system (collectively, “OEM system”) of the vehicle. The OEM system may often include an electronics package with a power sliding door subsystem, a part of most OEM electronics packages, that opens or closes the sliding door when it receives a signal to do so (a “door operation signal”). Other OEM subsystems such as a remote receiver, door control subsystem (“DCS”) and a body control subsystem (“BCS”) may also be involved in opening or closing the door. These electronic subsystems are interconnected through a vehicular data communications bus which enables the BCS, DCS, remote receiver and door switch to communicate with each other and to receive a door operation signal. Generally, the user may communicate a door operation signal to the power sliding door system by pulling on a door handle of the vehicle or pushing a button on a keyless entry device. If the door operation signal is produced by a remote device, the power sliding door system receives the door operation signal via the remote receiver. If the door operation signal is produced by movement of the door handle, the door operation signal causes the door switch to close, which communicates the door operation signal to the power sliding door system.
- One example of a platform of vehicles into which access systems are installed is the Dodge Caravan/Chrysler Town & Country line of vehicles. These vehicles include an OEM data bus to which a number of OEM control modules are connected. The OEM control modules transmit status and command information over the OEM data bus to control the operation of a wide variety of vehicle systems including door locks, power sliding doors, anti-lock brakes, and the like. In certain cases, if a vehicle occupant activates a button, switch, or other input to request a particular action (e.g. opening a door), one or more of the OEM control modules sends a clearance request over the OEM data bus to determine whether or not the action should be performed. After the clearance request is initiated, the OEM control modules evaluate the status of a number of vehicle systems such as the transmission position, vehicle speed, and door lock position. If the OEM control modules determine that the status of each system is acceptable, the door control subsystem will be cleared to activate the motors and switches that unlatch and open the door. On the other hand, if it would not be appropriate to open the door (e.g. because the vehicle is in motion), at least one of the OEM control modules will send a signal over the OEM data bus that prevents the door control module from opening the door.
- When access systems are installed in vehicles with a power sliding door system as described above, the access system must interface with the power sliding door system to coordinate operation of the access system (e.g. the access ramp or lift operation) with door operation by the power sliding door subsystem. Interference between the door and the ramp or lift (hereinafter collectively referenced as a “ramp”) generally only occurs when the ramp is not fully stowed. To prevent such interference, the access system may be installed so that it receives door operation commands from the OEM system. The access system may also communicate ramp status to the OEM system whenever the ramp is stowed or deployed.
- To coordinate operation of the door and the ramp, the invention provides an access system for a vehicle having a door control system that opens and closes a vehicle door and that is coupled to a vehicle data bus. The access system includes a ramp control system having a ramp that is movable between a stowed position and a deployed position. The ramp provides access to the vehicle when the door is open and the ramp is deployed. The access system also includes an interface system that is coupled to and communicates with the ramp control system to initiate movement of the ramp between the stowed and deployed positions. The interface system also receives ramp status signals that indicate whether the ramp is stowed or deployed. A gateway module is coupled to the vehicle data bus for data communication with other vehicle systems and components that are coupled to the vehicle data bus. A gateway bus is coupled to and carries data signals between the gateway module and the interface system. To prevent operation of the door when the ramp is deployed, the interface system relays ramp status signals to the gateway module via the gateway bus, and the gateway module relays the ramp status signals to the door control system via the vehicle data bus. The door control system will not operate to close the door until it receives a data signal indicating that the ramp has been stowed.
- The invention can be better understood with reference to the following drawings and description. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention. In the figures, the same reference symbols designate the same parts, components, modules, subsystems or steps, unless and to the extent indicated otherwise.
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FIG. 1 is a functional block diagram of a door and ramp control system; -
FIG. 2 is a functional block diagram of an interface system of the door and ramp control system ofFIG. 1 ; -
FIG. 3 is a flow chart of a method for opening a door and deploying a ramp in response to a signal from a remote device; -
FIG. 4 is a flow chart of a method for stowing a ramp and closing a door in response to a signal from a remote device; -
FIG. 5 is a functional block diagram of a door and ramp control system; -
FIG. 6 is a functional block diagram of an interface system of the door and ramp control system ofFIG. 5 ; -
FIG. 7 is a flow chart of a method for opening a door and deploying a ramp in response to a signal from a remote device; -
FIG. 8 is a flow chart of a method for stowing a ramp and closing a door in response to a signal from a remote device; -
FIG. 9 is a functional block diagram of a door and ramp control system; -
FIG. 10 is a functional block diagram of an interface system of the door and ramp control system ofFIG. 9 ; -
FIG. 11 is a flow chart of a method for opening a door and deploying a ramp in response to a signal from a remote device; -
FIG. 12 is a flow chart of a method for stowing a ramp and closing a door in response to a signal from a remote device; - Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
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FIG. 1 illustrates an example of aninterface system 1300 as implemented in a door andramp control system 1396 of a vehicle. Theinterface system 1300 communicates and coordinates with a door control subsystem (“DCS”) 1330 to prevent operational interference between a ramp (not shown) of anaccess system 1360 and the door of the vehicle (not shown), which is controlled by theDCS 1330. TheDCS 1330 opens and closes the door of the vehicle upon receiving a signal or series of signals (an “activation signal”) from other components of theOEM System 1350 authorizing theDCS 1330 to do so. The DCS is generally installed in the vehicle by the manufacturer of the vehicle, however in some instances the DCS may be installed by an aftermarket installer and/or provider. - To open and close the door of the vehicle, a user may activate the
DCS 1330 by communicating an activation signal wirelessly from aremote unit 1322. For example, the user may communicate the activation signal via the remote unit'santenna 1324 to theantenna 1328 of areceiver 1326 on the vehicle. Thereceiver 1326 may communicate the activation signal with theDCS 1330 via thedata bus 1320 and a body control subsystem “BCS” 1329. Theremote unit 1322 may be implemented or included on a key fob. Alternately, the user may open and close the door by operating a handle on a door of the vehicle. Activating the door handle may trigger an indicator, such as a switch, indicating that the door is being operated (the “door operation indicator 1390”). In the illustrated embodiment, thedoor operation indicator 1390 produces and communicates an activation signal to theDCS 1330 via theBCS 1329 and thedata bus 1320. TheBCS 1329 controls communication of the activation signal from theremote receiver 1326 to theDCS 1330 when signals from other systems of the vehicle indicate that it is permissible to do so. For example, theBCS 1329 may communicate the activation signal to theDCS 1330 only when the vehicle is not moving and/or the engine of the vehicle is turned off. - A
ramp control subsystem 1342 and the remainder of the access system deploy and stow a ramp to provide an alternative path for entering and exiting the vehicle. Theramp control subsystem 1342 and the remainder of the access system may be installed by a third party after the vehicle has been manufactured. In some cases theDCS 1330 includes a mechanism that will prevent operational interference between the door and the ramp. However, in other cases, additional signaling is necessary to ensure coordinated operation of the door and the ramp. As a result, theinterface system 1300 may be installed in the vehicle with theaccess system 1360. - The
interface system 1300 shown inFIG. 1 prevents operational interference between the ramp and the door through the use of status signals. For reasons, such as physical damage minimization, theinterface system 1300 generally enables activation of the ramp only when the door of the vehicle is full open. Because vehicle manufacturers may be reluctant or unwilling to allow third parties to access thedata bus 1320 of the vehicle and/or for other reasons, in some embodiments, including the illustrated embodiment, theinterface system 1300 may not communicate directly with thedata bus 1320. - As shown in
FIG. 1 , theinterface system 1300 communicates with agateway module 1338 by way of a gateway bus 1340, and thegateway module 1338 in turn communicates with thedata bus 1320. Thegateway module 1338 translates signals communicated over the gateway bus 1340 by theinterface system 1300 into a format compatible with the signals sent over thedata bus 1320 for receipt and interpretation by the other modules and subsystems (generally the OEM modules and subsystems) that are connected to thedata bus 1320. For example, theinterface system 1300 may communicate signals compatible with a LIN bus over the gateway bus 1340, but thedata bus 1320 may be a CAN bus. Therefore, thegateway module 1338 may translate signals compatible with a LIN bus to signals compatible with a CAN bus, and may translate signals compatible with a CAN bus to signals compatible with a LIN bus. If the gateway bus 1340 and thedata bus 1320 utilize the same protocol, it may not be necessary for thegateway module 1338 to translate the signals. In that case thegateway module 1338 may act primarily as a signal filter, selectively preventing or allowing signals to be transmitted from one of thedata bus 1320 and the gateway bus 1340 to the other. Thegateway module 1338 may also be configured to enable theinterface system 1300 to communicate signals relating to the status of the ramp (“ramp status signals”) with theBCS 1329 or theDCS 1330 via thedata bus 1320 for coordination of door and ramp operation. Thegateway module 1338 may also prevent certain signals sent by theinterface system 1300 from being communicated to theOEM system 1350 in certain circumstances or until it is appropriate to do so. In this regard thegateway module 1338 ofFIG. 1 is a two-way gateway module 1338 that operates to transfer status and command signals in both directions between the two systems. - To coordinate stowing and deploying of the ramp with operation of the door, the
ramp control subsystem 1342 may be activated by the same activation signal that is carried on thedata bus 1320 for activation of theDCS 1330. The activation signal can be communicated from thedata bus 1320 to theinterface system 1300 by way of thegateway module 1338 and the gateway bus 1340. It should be appreciated that the activation signal on thedata bus 1320 can be initiated from a variety of sources, including thedoor operation indicator 1390, which may cause theBCS 1329 to send the activation signal over thedata bus 1320, or from theremote receiver 1326, which may send its own activation signal directly over thedata bus 1320. Theinterface system 1300 also receives door status signals that theDCS 1330 sends over thedata bus 1320 when the door is opened or closed. For example, when the door reaches a fully open position a fullopen indicator 1391 sends a signal to theDCS 1330, which in turn sends a door fully open signal over thedata bus 1320 to inform the other modules and subsystems connected to thedata bus 1320 that the door is fully open. Theinterface system 1300 receives the door fully open and other door status signals by way of thegateway module 1338 and the gateway bus 1340. Thus, theinterface system 1300 knows whether the door is opened or closed and, therefore, whether it is appropriate to deploy or stow the ramp. By communicating ramp status signals to thedata bus 1320, and receiving activation and door status signals from thedata bus 1320 via thegateway 1338 and gateway bus 1340, theinterface system 1300 prevents operational interference between the door and the ramp. - The
interface system 1300 is shown in more detail inFIG. 2 and generally includes a ramp status module 1306, a door status module 1310, a door operatecommand module 1307, and a rampcontrol interface module 1308. In addition, theinterface system 1300 may include one ormore processors 1302 and one or more computer-readable memories 1304 for receiving and communicating status signals and communicating with theramp control subsystem 1342. Alternately or in addition, the ramp status module 1306, door status module 1310, door operatecommand module 1307 and rampcontrol interface module 1308 may include one or more memories and/or one or more processors (not shown). Thememories 1304 may include a fixed or removable digital storage device including RAM, ROM or other devices for storing digital information. Theprocessor 1302 may include a device or devices used to process digital information including microprocessors and/or programmable logic devices. The ramp status module 1306, door status module 1310, door operatecommand module 1307, rampcontrol interface module 1308,memory 1304 andprocessor 1302 may include software programs that utilize and/or manipulate data. The ramp status interface module 1306, door status module 1310, door operatecommand module 1307 and rampcontrol interface module 108 may be implemented separately and/or together in the same device in any combination. - The ramp
control interface module 1308 is generally the module through which theinterface system 1300 communicates with theramp control subsystem 1342. Theramp control subsystem 1342 generally controls the movement of the ramp, such as during stowage and deployment. The rampcontrol interface module 1308 coordinates the movement of the ramp with that of the door to prevent interference between the two. For example, theramp control subsystem 1342 may be configured so that it will not initiate movement of the ramp without a signal from theinterface system 1300. Theinterface system 1300 may only communicate a ramp operation signal when the door status module 1310 has received a door status signal indicating that the status of the door is opened. In addition, the rampcontrol interface module 1308 may be the module through which theramp control subsystem 1342 communicates the status of the ramp with theinterface system 1300. The ramp status module 1306 may communicate the ramp status, such as “deployed” or “stowed,” to theBCS 1329 orDCS 1330 via the gateway bus 1340, thegateway module 1338, and thedata bus 1320. The door status module 1310 may receive door status signals sent over thedata bus 1320 by theDCS 1330 via thegateway module 1338 and gateway bus 1340. The door operatecommand module 1307 may receive door activation signals sent from thegateway module 1338 over the gateway bus 1340. The door activation signals may have initially been sent to thegateway module 1338 by theremote device 1322 via thedata bus 1320, or from thedoor operation indicator 1390 via theBCS 1329 anddata bus 1320. Other devices not illustrated inFIG. 1 or 2, such as other modules or door activation buttons or switches located in different areas of the vehicle, may also send activation signals over thedata bus 1320. Theramp control module 1308 and theinterface system 1300 may be implemented together, as illustrated, or as separate modules or devices. -
FIGS. 3 and 4 illustrate examples of the way in which an interface system, such as theinterface system 1300 shown inFIG. 2 , may operate to prevent interference between the ramp and the door through the use of status signals transferred between theOEM system 1350 and theinterface system 1300 using thegateway module 1338 shown inFIG. 1 . InFIGS. 3 and 4 , the steps of the method are indicated in the center column with the status of the door and the step or steps after which the door status changes in the left column. Similarly, the status of the ramp and the step or steps after which the ramp status changes are shown in the right column. The descriptions of the methods shown inFIGS. 3-4 include references to the components ofFIGS. 1 and 2 . -
FIG. 3 shows an example of the way in which aninterface system 1300, such as that shown inFIGS. 1 and 2 , prevents ramp and door interference when an activation signal, communicated over thedata bus 1320 via aremote device 1322 or anoperation indicator 1390 signals the door to open and the ramp to deploy. Initially, as shown inFIG. 3 , the status of the door is “closed,” as communicated by theDCS 1330 and the status of the ramp is “stowed,” as communicated by the ramp status module 1306 of theinterface module 1300. Instep 1402, an activation signal in the form of a door open command is communicated over thedata bus 1320. Instep 1403, thegateway module 1338 receives the door open command from thedata bus 1320, and echoes the door open command over the gateway bus 1340 to theinterface system 1300. Instep 1404, theDCS 1330 responds to the activation signal on thedata bus 1320 and begins to open the door. Instep 1405, theinterface system 1300 initializes in response to the door open command but does not activate the ramp. Instead, theinterface system 1300 waits for a door status message indicating that the door is fully open (a “door full open status message”). Once the door is fully open instep 1406, the fullopen indicator 1391 sends a signal to theDCS 1330, which in turn sends a door fully open status signal over thedata bus 1320. Instep 1407, thegateway module 1338 echoes the door fully open status signal to theinterface system 1300 via the gateway bus 1340. Instep 1408, theinterface system 1300, knowing that the door is fully open, deploys the ramp by communicating with theramp control subsystem 1342. Instep 1409, theOEM system 1350 waits for a “ramp deployed” status signal. Instep 1410, once deployment of the ramp is complete, theinterface system 1300 sends a ramp deployed status signal to thegateway module 1338 via the gateway bus 1340. Instep 1412, thegateway module 1338 echoes the ramp deployed status signal on thedata bus 1320 for receipt by the OEM subsystems and modules. Instep 1411 the OEM System logs the ramp status as “deployed.” At the end of this process, the status of the door is “open” and the status of the ramp is “deployed.” -
FIG. 4 shows an example of the way in which theinterface system 1300 may prevent ramp and door interference when an activation signal in the form of a “door close” command is transmitted over thedata bus 1320 by way of theremote device 1322 andreceiver 1326, by way of thedoor operation indicator 1390 andBCS 1329, or by another subsystem or module connected to thedata bus 1320. When theinterface system 1300 receives the “door close” command, it interprets the “door close” command as instructing the ramp to stow and the door to close. Initially, as shown inFIG. 4 , the status of the door is “open,” as communicated by theOEM system 1350 and the status of the ramp is “deployed,” as communicated by the ramp status module 1306. Instep 1502, theOEM System 1350 communicates the “door close” activation signal. Thegateway module 1338 and theDCS 1330 then receive the “door close” activation signal via thedata bus 1320. Instep 1503 thegateway module 1338 echoes the “door close” activation signal to theinterface system 1300, which interprets the door close activation signal as a signal to begin stowing the ramp. Instep 1504, due to the ramp deployed status message sent instep 1410 ofFIG. 3 , theDCS 1330 is aware that the ramp is extended instep 1503 ofFIG. 4 . Accordingly, theDCS 1330 monitors thedata bus 1320 and waits for a “ramp stowed” status signal. Instep 1505, theinterface system 1300 activates theramp control subsystem 1342 to stow the ramp. Instep 1506, once the ramp is fully stowed theinterface module 1300 issues a “ramp stowed” status message over the gateway bus 1340 to thegateway module 1338. Instep 1507 thegateway module 1338 echoes the ramp stowed status message to the OEM system via thedata bus 1320. TheDCS 1330 detects the ramp status signal indicating that the status of the ramp is “stowed”. In response, theDCS 1330 closes the door instep 1508. Once the door is closed, the DCS sends a “door closed” status signal over thedata bus 1320 instep 1509. At the end of this process, the status of the door is “closed” and the status of the ramp is “stowed.” -
FIG. 5 illustrates an example of aninterface system 100 as implemented in an alternative door andramp control system 190. Theinterface system 100 prevents interference between the door and ramp by using status signals sent over thedata bus 1320 to control operation of the door, while using systems in the vehicle other than thedata bus 1320 to determine the status of the door (a “door status indicator” 136) to coordinate operation of the ramp. Whereas the status signals and commands sent over thedata bus 1320 are in the form of computer-readable data, signals received from the other systems in the vehicle generally consist of discrete electrical signals, such as the presence or absence of a specified level of voltage over a wire. - In the system illustrated in
FIG. 5 , theinterface system 100 does not receive door status signals from theBCS 129 over thedata bus 1320 that may indicate whether the door is open, closed or in a position between open and closed. As shown inFIG. 5 , theinterface system 100 communicates with thedata bus 1320 through a gateway bus 140 and agateway module 138. Thegateway module 138 may translate signals communicated by theinterface system 100 to thedata bus 1320 into a format compatible with that of thedata bus 1320 and the other modules involved in controlling the door. For example, theinterface system 100 may communicate signals compatible with a LIN bus while the OEM data bus is a CAN data bus. Therefore, thegateway module 138 may translate signals compatible with a LIN bus to those compatible with a CAN bus. Thegateway module 138 may also be configured to translate signals compatible with different bus protocols, or, if the gateway bus 140 anddata bus 1320 use the same bus protocol, the gateway module may not be required to translate any signals and may act instead as a filter that selectively passes signals back and forth between the gateway bus 140 anddata bus 1320. In one embodiment, thegateway module 138 may be a one-way module that is configured to enable theinterface system 100 to communicate ramp status signals with theBCS 129 and/or theDCS 130 via thedata bus 1320, while preventing signals from theOEM System 150, such as door status signals and activation signals, from being communicated to theinterface system 100. In other embodiments, thegateway module 138 may be a two-way module configured to communicate only certain types of signals from thedata bus 1320 to theinterface system 100. - In embodiments where the
gateway module 138 is incapable of communicating “door open” and “door close” requests from thedata bus 1320 to theinterface system 100, theinterface system 100 may be coupled to other vehicle components in order to determine if a request to open or close the door has been made. In this regard, theramp control subsystem 142 may be activated by an activation signal not initiated from thedata bus 1320 via theinterface system 100. In general, theinterface system 100 may determine whether an activation signal has been received by monitoring one or more systems of the vehicle other than thedata bus 1320. For example, theinterface system 100 may be in communication with adoor operation indicator 132, such as a switch, and can thus receive activation signals without monitoring thedata bus 1320. To determine whether an activation signal has been received from aremote device 122, theinterface system 100, may monitor other systems (each an “activation indicator”) within the vehicle that are activated when theremote device 122 is activated. For example, if the vehicle is configured so that the tail lights flash when an activation signal is received, theinterface system 100 may monitor, for example, the tail lights, horn and/or interior vehicle lights. When theinterface system 100 detects that certain lights have flashed or the horn has sounded in a certain way, theinterface system 100 may interpret those events as a request to open or close the door and deploy or stow the ramp. - In embodiments where the
gateway module 138 is incapable of communicating “door open” and “door close” status signals from thedata bus 1320 to theinterface system 100, theinterface system 100 may monitor one or more door status indicators 136 (only one door status indicator is illustrated inFIG. 5 ) to determine the status of the door as fully opened, fully closed, or between fully opened and fully closed. Thedoor status indicator 136 may indicate whether the door is fully open via a door open indicator, such as an OEM or aftermarket switch (not shown), or in a position between full open and fully closed by monitoring the door open indicator and a door ajar indicator, which is generally an OEM component, but may also be an aftermarket item. The door ajar indicator may also be utilized to indicate that the door is fully closed. By communicating ramp status signals to thedata bus 1320, and monitoring the status of the door using thedoor status indicators 136, theinterface system 100 coordinates operation of the door and the ramp. - In some embodiments, the
gateway module 138 may be configured to communicate only “door open” and “door closed” status signals from thedata bus 1320 to the interface system, while preventing communication of the “door open” and “door close” requests from the data bus to the interface system. In these embodiments, it may be unnecessary to couple theinterface system 100 to one or moredoor status indicators 136 because the door status signals are instead communicated to the interface system from thedata bus 1320 via thegateway module 138 and gateway bus 140 as discussed above with respect to the embodiment ofFIG. 1 . - The
interface system 100 is shown in more detail inFIG. 6 and generally includes a ramp status module 106, a door status module 110 and a rampcontrol interface module 108. In addition, theinterface system 100 may include one ormore processors 102 and one or more computer-readable memories 104 for receiving and communicating status signals and communicating with theramp control subsystem 142. Alternately or in addition, the rampcontrol interface module 108 may include one ormore memories 104 and/or one or more processors 102 (not shown). In the example shown inFIG. 6 , the door status module 110 identifies the status of the door as “full open” if the door is open, or “closed” if the door is between fully open and fully closed or if the door is fully closed. The door status module 110 may include a dooropen switch 112 and a doorclosed switch 114. The dooropen switch 112 may be in either an “on” position (e.g a position that allows current to conduct) or an “off” position (e.g. a position that forms an open circuit) if the door is fully open, depending upon the specific configuration of the door status module 110 and/or thedoor status indicator 136. Similarly, the door closedswitch 114 may be in an “on” position or an “off” position if the door is fully closed or ajar depending upon the specific configuration of the door status module 110 and/or thedoor status indicator 136. - The ramp
control interface subsystem 108 is generally the subsystem module through which theinterface system 100 communicates with theramp control subsystem 142. Theramp control subsystem 142 generally controls the movement of the ramp, such as during stowage and deployment. The rampcontrol interface module 108 coordinates the movement of the ramp with that of the door to prevent interference between the two. For example, theramp control subsystem 142 may be configured so that it will not initiate movement of the ramp without a signal from the rampcontrol interface module 108 and theinterface module 100 may only communicate this signal when theinterface control module 100 has detected an activation indicator, and thedoor status indicator 136 communicates that the door is fully open. In addition, the rampcontrol interface module 108 may be the module by which theramp control subsystem 142 communicates the status of the ramp with theinterface system 100. The ramp status module 106 may communicate the ramp status, such as “deployed” or “stowed,” to theOEM system 150 via the gateway bus 140,gateway module 138 and thedata bus 1320. Theramp control subsystem 108 and theinterface system 100 may be implemented together or in separate modules as shown inFIG. 5 . -
FIGS. 7-8 illustrate examples of the way in which theinterface system 100, employing a one-way gateway module 138, may operate to prevent interference between the ramp and the door through the use of status signals. The oneway gateway module 138 transmits ramp status signals to theOEM system 150 but does not receive activation or status signals from theOEM system 150. InFIGS. 7-8 , the steps of the method are indicated in the center column with the status of the door and the step or steps after which the door status changes in the left column. Similarly, the status of the ramp and the step or steps after which the ramp status changes are shown in the right column. The descriptions of the methods shown inFIGS. 7-8 include references toFIGS. 5 and 6 . -
FIG. 7 shows an example of the way in which theinterface system 100 prevents ramp and door interference when an activation signal, communicated via aremote device 122 signals the door to open and the ramp to deploy. Initially, as shown inFIG. 7 , the status of the door is “closed,” which is detected by the door status module 110 of theinterface system 100 and the status of the ramp is “stowed,” as communicated by the ramp status module 106 of theinterface module 100 over thedata bus 1320 via the gateway bus 140 and thegateway 138. Instep 301, theremote device 122 wirelessly communicates an activation signal via itsantenna 124, for example in response to the push of a button on a key fob. The activation signal is received by theremote receiver 126 via theremote receiver antenna 128 and communicated to the other components of the OEM system via thedata bus 1320. Instep 302 the OEM System acknowledges receipt of the remote command by activating, for example, one or more of the tail lights, horn, and interior vehicle lights, each of which is or comprises theactivation indicator 134. Instep 303, theinterface system 100 detects that an activation signal has been communicated by monitoring the activation indicator 134 (e.g. the tail lights of the vehicle). Instep 304 theinterface system 100 initializes and waits for thedoor status indicator 136 to indicate to the door status module 110 that the door is fully open. Instep 305 theOEM system 150 issues a door open command to theDCS 130 over thedata bus 1320. In response, theDCS 130 opens the door instep 306. Instep 307 thedoor status indicator 136 changes state to indicate that the door is fully open. Substantially simultaneously instep 308, theinterface system 100 detects the door fully open status signal from thedoor status indicator 136. In response, atstep 309, theinterface system 100 deploys the ramp by communicating with theramp control subsystem 142. Once ramp deployment has completed atstep 310, theinterface system 100 issues a ramp deployed status signal to thegateway module 138. In step 311, thegateway module 138 translates (if necessary) and echoes the ramp deployed status signal over thedata bus 1320. The final step 312 has the OEM system logging the ramp status as deployed. At the end of this process, the status of the door is “open” and the status of the ramp is “deployed.” -
FIG. 8 shows an example of the way in which theinterface system 100 prevents ramp and door interference when an activation signal, communicated via aremote device 122, activates the ramp to stow and the door to close. Initially, as shown inFIG. 8 , the status of the door is “open,” which is detected by the door status module 110 and the status of the ramp is “deployed,” as communicated by the ramp status module 106 over thedata bus 1320. Instep 402, an activation signal is communicated wirelessly by theremote device 122 to theremote receiver 126. Instep 403, the OEM system acknowledges the activation signal by activating theactivation indicator 134, which may include one or more vehicle systems such as the tail lights, horn, or interior vehicle lights. Instep 404 theOEM system 150 issues a “door close” signal to theDCS 130 over thedata bus 1320, however because the ramp status is “deployed,” theDCS 130 does not close the door but instead monitors thedata bus 1320 for a change in ramp status instep 405. Instep 406, theinterface system 100 detects that an activation signal has been communicated via theactivation indicator 134. Because the status of the ramp is “deployed,” as detected by the rampcontrol interface module 108, theinterface system 100 stows the ramp in response to the activation signal instep 407. Instep 408, ramp stowage completes and theinterface system 100 communicates a ramp status signal to thegateway module 138 indicating that the status of the ramp is “stowed.” Thegateway module 138 echoes this signal to thedata bus 1320 instep 409. Instep 410, theDCS 130 receives the ramp stowed status signal from the thedata bus 1320 and responds instep 409 by closing the door. Theinterface system 100 detects when the door is fully closed via thedoor status indicator 136 and door closedswitch 114. At the end of this process, the status of the door is “closed” and the status of the ramp is “stowed.” - Another example of an interface system implemented in a vehicle is shown in
FIGS. 9 and 10 . In general, theinterface system 700 prevents operational interference between a ramp of an access system and the door of the vehicle by controlling power to theDCS 729, which controls operation of the door, and by monitoring signals received from other vehicle systems to determine when to operate the ramp. In a manner similar to that described in connection withFIGS. 5-6 , theinterface system 700 ofFIGS. 9 and 10 may determine whether an activation signal has been received from aremote device 722 by monitoring anactivation indicator 734 or receiving the activation signal from adoor operation indicator 732. However, theinterface system 700 ofFIGS. 9 and 10 is not in communication with and thus does not communicate ramp status signals with thedata bus 720 in order to control the operation of the door. - The
interface system 700 ofFIGS. 9 and 10 controls operation of the door by controlling the power supplied to theDCS 730. For example, theinterface system 700 may be inserted in series between thepower distribution system 702 of the vehicle and theDCS 730. Thepower line 704 that communicates the power from thepower distribution system 702 to theDCS 730 may be spliced into afirst section 706 and asecond section 708. As shown inFIG. 10 , thefirst section 706 and thesecond section 708 may be placed in communication with apower switch 720 of theinterface system 700 so that thefirst section 706 communicates power to thepower switch 720 and thesecond section 708 communicates the power to theDCS 730. When theinterface system 700 has determined that the ramp is deployed, for example according to a signal communicated from theramp control subsystem 742 to the rampcontrol interface module 708, thepower switch 720 may switch to or remain in an approximately non-conductive position so that power from thepower distribution system 708 may be uncoupled from theDCS 730. Thus, operation of theDCS 730 may be disabled. In other words, the status of the power to theDCS 730 may be considered “off.” Otherwise, thepower switch 720 will switch into or remain in an approximately conductive position so that the power may be communicated with theDCS 730. Thus, operation of theDCS 730 may be enabled. In other words, the status of the power to theDCS 730 may be considered “on.” Theinterface system 700 may also include amemory 704, aprocessor 702, and door status module 710 including the door closedswitch 714 and the dooropen switch 712 may be similar to those described in connection withFIGS. 5 and 6 . -
FIGS. 11-12 illustrate examples of the way in which theinterface system 100 may operate to prevent operational interference between the ramp and the door by using door status signals and controlling the power supplied to theDCS 730. Thus, inFIGS. 11-12 , the steps of the method are indicated in the center column. The status of the ramp and the step or steps after which the ramp status changes are shown in the right column, the status of the door and the step or steps after which the door status changes are shown in the left column. The descriptions of the methods shown inFIGS. 13-16 include references toFIGS. 9 and 10 . -
FIG. 11 shows an example of the way in which theinterface system 700 may prevent ramp and door interference when an activation signal, communicated via aremote device 722 or via adoor operation indicator 732 is received by theOEM system 750. Initially, as shown inFIG. 11 , the status of the door is “closed,” which is detected by thedoor status module 736 of theinterface system 700, the status of the ramp is “stowed,” as detected by the rampcontrol interface subsystem 708 and the power to the DCS is “on,” indicating that thepower switch 720 is in an approximately conductive position. Instep 901, an activation signal is communicated wirelessly byremote device 122 via itsantenna 724 to theantenna 728 of theremote receiver 726. Instep 902, the OEM system acknowledges the activation signal via anactivation indicator 734, such as the tail lights, horn and/or the interior vehicle lights. The OEM system communicates the activation signal to theDCS 730 via thedata bus 720 instep 903. Instep 904 the DCS opens the door. Instep 905, the dooropen switch 712 changes state indicating the door is full open. Instep 906, before the DCS opens the door, theinterface system 700 detects the activation signal viaactivation indicator 734, such as the tail lights, horn and/or the interior vehicle lights, which was initiated instep 902, and monitors thedoor status indicator 736 instep 907. When theinterface system 700 detects that the status of the door is “full open” instep 908, theinterface system 700 uncouples power to the DCS via thepower switch 720. At this time, theinterface system 700 also deploys the ramp by communicating with theramp control subsystem 742 instep 911. At the end of this process, the status of the door is “full open,” the status of the ramp is “deployed” and the power to the DCS is “off.” -
FIG. 12 shows an example of the way in which theinterface system 700 prevents ramp and door interference when an activation signal, communicated via aremote device 722, activates the ramp to stow and the door to close. Initially, as shown inFIG. 12 , the status of the door is “open,” as detected by the door status module 710, the status of the ramp is “deployed,” as detected by the rampcontrol interface module 708 and the power to the door is “off.” Instep 1002, theremote device 722 wirelessly communicates an activation signal. Instep 1003, the OEM system acknowledges the activation signal via one or more of the vehicle systems, such as the tail lights, horn and/or the interior vehicle lights. The OEM system communicates the activation signal to theDCS 730 via thedata bus 720 instep 1004. However, because the power to theDCS 730 is “off,” theDCS 730 does not receive the activation signal instep 1005. Instep 1006, theinterface system 700 detects that an activation signal has been communicated via theactivation indicator 734, such as tail lights, horn and/or the interior vehicle lights, and detects that the status of the ramp is “deployed,” as indicated by theramp control subsystem 742. Instep 1007 the interface system stows the ramp, and instep 1008 theinterface system 700 couples power to theDCS 730. Instep 1009, theinterface system 700 initiates a door operation by activating, such as by toggling thedoor operation indicator 732 to produce a second activation signal. In response, OEM system detects the second activation signal instep 1010 and communicates the second activation signal with theDCS 730 via theOEM data bus 720 instep 1011. TheDCS 730 closes the door instep 1012. At the end of this process, the status of the door is “closed,” the status of the ramp is “stowed” and the power to theDCS 730 is “on.” While various embodiments of the invention have been described, it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible within the scope of the invention. Accordingly, the invention is not to be restricted except in light of the attached claims and their equivalents.
Claims (12)
1. An access system for a vehicle, the vehicle including a data bus, a door control system that opens and closes a vehicle door, and an activation signal source, the door control system and the activation signal source coupled to the data bus for communicating information via the data bus, the access system comprising:
an interface system in communication with the data bus for communicating information via the data bus between the interface system and the activation signal source and the interface system and the door control system, the interface system operable to receive at least door activation signals sent on the data bus by the activation signal source and door status signals sent on the data bus by the door control system, the interface system operable to send a ramp status signal on the data bus;
a ramp control system in communication with the interface system, the ramp control system including a ramp that is movable between a stowed position and a deployed position in response to ramp operation signals received from the interface system,
wherein the interface system coordinates operation of the vehicle door and the ramp by sending a ramp deployed status signal on the data bus when the ramp is not in the stowed position, wherein sending a ramp deployed status signal on the data bus prevents the door control system from closing the door in response to a door activation request sent by the activation signal source when the ramp is not stowed, wherein the interface system responds to the door activation request by sending a stow ramp operation signal to the ramp control system, which responds by moving the ramp to the stowed position and sending a ramp stowed signal to the interface system, and wherein the interface system responds to the ramp stowed signal by changing the ramp status signal to thereby allow the door control system to close the door.
2. The access system of claim 1 , wherein the interface system further coordinates operation of the vehicle door and the ramp when the ramp is in the stowed position by monitoring the data bus for the door activation request sent by the activation signal source, waiting for the door control system to send a door fully open door status signal on the data bus, and sending a deploy ramp operation signal to the ramp control system in response to the door fully open door status signal.
3. The access system of claim 1 , further comprising a gateway module configured to relay communications between the data bus and the interface system.
4. The access system of claim 1 , wherein the vehicle includes at least one activation indicator that operates in response to a request to open or close the door, and wherein the interface system is coupled to the activation indicator to detect operation thereof in response to a request to open or close the door.
5. The access system of claim 1 , further comprising at least one door operation indicator that initiates a request to open or close the door, and wherein the interface system is coupled to the door operation indicator to determine when a request to open or close the door has been made.
6. The access system of claim 5 , wherein the door operation indicator includes a manually-operable button that sends a ground signal to a body control subsystem of the vehicle, and wherein the interface system is coupled to the button to detect the ground signal.
7. The access system of claim 1 , further comprising at least one door status indicator that detects when the door is fully open, and wherein the door status indicator is coupled to the interface system and sends a signal to the interface system to indicate that the door is fully open.
8. An access system for a vehicle, the vehicle including a door control system operable to control movement of a vehicle door, a body control subsystem, and a vehicle data bus coupling the door control system and the body control subsystem for data communication, the access system comprising:
an interface system coupled to the vehicle data bus for data communication with the door control system and the body control subsystem via the vehicle data bus, the interface system operable to detect a door operation request data signal sent via the vehicle data bus from the body control subsystem to the door control system, operable to send ramp status data signals over the vehicle data bus, and operable to send ramp operation signals; and
a ramp control system in communication with the interface system, the ramp control system operable to move a ramp between stowed and deployed positions in response to the ramp operation signals, and operable to communicate ramp status to the interface system, wherein when the door is closed and the ramp is stowed, the interface system responds to the door operation request data signal by monitoring for a door fully open signal, and in response to detecting the door fully open signal, the interface system sends a deploy ramp operation signal to the ramp control system, which responds by moving the ramp from the stowed position to the deployed position and by sending a deployed ramp status to the interface system when the ramp reaches the deployed position, and wherein the interface system sends a deployed ramp status data signal over the vehicle data bus in response to receiving the deployed ramp status from the ramp control system to thereby prevent the door control system from closing the door on the deployed ramp in response to additional door operation request data signals.
9. The system of claim 8 , wherein the door fully open signal includes a door fully open data signal sent over the vehicle data bus by the door control system.
10. The system of claim 8 , wherein the vehicle further includes a door operation indicator that sends a discrete electrical signal in response to an operator request for activation of the door, wherein the interface system is coupled to the door operation indicator to detect the discrete electrical signal, and wherein the interface system responds to the discrete electrical signal by moving the ramp from the stowed position to the deployed position.
11. An access system for a vehicle, the vehicle including a door control system operable to control movement of a vehicle door, a body control subsystem, and a vehicle data bus coupling the door control system and the body control subsystem for data communication, the access system comprising:
an interface system coupled to the vehicle data bus for data communication with the door control system and the body control subsystem via the vehicle data bus, the interface system operable to detect a door operation request data signal sent via the vehicle data bus from the body control subsystem to the door control system, operable to send ramp status data signals over the vehicle data bus, and operable to send ramp operation signals;
a ramp control system in communication with the interface system, the ramp control system operable to move a ramp between stowed and deployed positions in response to the ramp operation signals, and operable to communicate ramp status to the interface system, wherein when the door is open and the ramp is deployed, the interface system sends a deployed ramp status data signal over the vehicle data bus, wherein sending the deployed ramp status data signal over the vehicle data bus prevents the door control system from responding to the door operation request data signal, wherein the interface system responds to the door operation request data signal by sending a stow ramp operation signal to the ramp control system, which responds by moving the ramp from the deployed position to the stowed position and by sending a stowed ramp status to the interface system when the ramp reaches the stowed position, and wherein the interface system sends a stowed ramp status data signal over the vehicle data bus in response to receiving the stowed ramp status from the ramp control system to thereby allow the door control system to close the door.
12. The access system of claim 11 , wherein the door control system automatically operates to close the door in response to the stowed ramp status data signal.
Priority Applications (1)
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US12/489,076 US20090259371A1 (en) | 2006-08-17 | 2009-06-22 | Door and ramp interface system |
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US20080184623A1 (en) * | 2007-02-01 | 2008-08-07 | Heigl Keith D | Vehicle access control system |
US7816878B2 (en) * | 2007-02-01 | 2010-10-19 | The Braun Corporation | Vehicle access control system |
US20130120130A1 (en) * | 2011-11-14 | 2013-05-16 | Hyundai Motor Company | Passenger protection apparatus using graphic light projection and method thereof |
US9308860B2 (en) * | 2011-11-14 | 2016-04-12 | Hyundai Motor Company | Passenger protection apparatus using graphic light projection and method thereof |
Also Published As
Publication number | Publication date |
---|---|
WO2008022078A3 (en) | 2008-09-18 |
WO2008022078A2 (en) | 2008-02-21 |
US20080044268A1 (en) | 2008-02-21 |
US7551995B2 (en) | 2009-06-23 |
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