EP1792036A1

EP1792036A1 - Window regulator system

Info

Publication number: EP1792036A1
Application number: EP05735693A
Authority: EP
Inventors: David A. Choby; Robert J. Cicala
Original assignee: Dura Global Technologies LLC
Current assignee: Dura Global Technologies LLC
Priority date: 2004-04-12
Filing date: 2005-04-12
Publication date: 2007-06-06
Also published as: WO2005098186A1

Abstract

A closure assembly for a motor vehicle comprising a brushless D.C. motor coupled to a closure regulator system and an electronic control unit coupled to the brushless D.C. motor. The closure assembly may include an anti-pinch feature and/or a back drive prevention system.

Description

WINDOW REGULATOR SYSTEM

CROSS-REFERENCE TO RELATED APPLICATIONS

The present invention relates to, and is entitled to the benefit of the earlier filing date and priority of: U.S. Provisional Patent Application No. 60561,844, filed April 12, 2004 entitled "Window Regulator ", the disclosure of which is hereby incorporated herein by reference.

FIELD OF INVENTION The present invention relates to motor driven, powered window systems for vehicles for moving a closure member, such as a window or other closure panel, into an open or closed position.

BACKGROUND Various powered window regulators have been proposed for moving a closure of a motor vehicle, see for example, US Patent Numbers 2,115,632; 2,336,530; 4,119,341; 4,167,834; 4,235,117; 4,389,818; 4,908,988; 4,920,698; 4,967,510; 5,146,712; 5,537,782; 5,577,347; 5,724,769; 6,125,585; and 6,591,552, the disclosures of which are hereby incorporated herein by reference. However, what is needed is an improved power window regulator system.

SUMMARY OF THE INVENTION

The present invention is directed toward improving upon prior window regulator systems and methods by providing a window regulator system for a vehicle offering one or more of cost savings, performance improvement, packaging advantages, or ease of adding additional features. In a preferred embodiment the closure system includes a brushless D.C. motor coupled to a closure regulator system and an electronic control unit coupled to the brushless D.C. motor. In another preferred embodiment the closure system includes a back drive prevention or anti-back drive device for preventing undesired reversal of the closure. In another preferred embodiment the window regulator system includes a rack and pinion drive system for moving a closure member of a motor vehicle. In another embodiment the closure system includes a brushless D.C. motor coupled to a pull-pull or push-pull window regulator system for moving a closure member of a motor vehicle. In another embodiment the closure system includes a includes a brushless D.C. motor coupled to a window regulator system for moving a closure member of a motor vehicle with an electronic control unit supported on the window regulator system. In another preferred embodiment there is disclosed a closure assembly including, in combination, a closure support, a rack for supporting the closure support, a gear train, and a brushless D.C. motor for driving the gear train and an electronic control unit. The rack has at least one toothed track. The gear train includes a pinion or drive gear that engages the toothed track to permit movement along the track to define a path of travel. The path maybe one of vertically, horizontally or vertically-horizontally relative to the motor vehicle. The brushless electric motor is operatively connected to the drive gear for movement of the drive gear along the toothed track and is preferably coupled with the gear train such that the gear train travels with the drive gear along the path. The electronic control unit or "ECU" is connected to the brushless motor. The ECU controls and may monitor the movement of the moving panel about the path. A reduction gear train may be interposed in the gear train between the pinion gear and the brushless motor. The reduction gear train preferably has a plurality of gears, wherein one of the plurality of gears has an internal gear profile. From the foregoing disclosure, and the following more detailed description of the preferred embodiments, it will be apparent to those skilled in the art that the present invention provides a significant advance in the technology and art of window regulator assemblies. Particularly significant in this regard is the potential the invention affords for providing a high quality, feature rich, low cost assembly. Additional features and advantages of the various preferred embodiments will be better understood in view of the detailed description provided below.

BRIEF DESCRIPTION OF THE DRAWINGS The features of the invention will be apparent with reference to the following description and drawings wherein: FIG. 1 is an exploded view of a preferred regulator assembly; FIG. 2 is block diagram showing the assembly of a preferred regulator system; FIG. 3 a shows a schematic of an electrical interface for an electronic control unit to a closure system; FIG. 3b shows an ECU header pin-out looking into header for an electronic control unit for use in the invention; FIG. 4 is a diagrammatical representation of the electric motor and the electronic control unit of FIG. 1; FIG. 5 A is a front view of a solenoid/gear engagement device to prevent movement of the rack and pinion when the motor is in a power OFF condition; FIG. 5B is a front view of a solenoid/gear engagement device to permit movement of the rack and pinion when the power to the motor is in a power ON condition; FIG. 6 is a front view of a reduction gear train of FIG. 1; FIG. 7A is a front view of a rack and pinion gear of the regulator assembly with an anti-forced entry gear of FIG.1 in a normal condition; FIG. 7B is a front view of the rack and pinion of the regulator assembly with an anti-forced entry gear of FIG. 1 engaged to prevent entry; FIG. 8 is an exploded view of a first alternate embodiment of a regulator assembly; FIG. 9A is a front view of a solenoid/gear engagement device of FIG. 8 to prevent movement of the rack and pinion when the motor is in a power OFF condition; FIG. 9B is a front view of a solenoid/gear engagement device of FIG. 8 to permit movement of the rack and pinion when the power to the motor is in a power ON condition; FIG. 10 is a partial exploded view of a second alternate embodiment of the regulator assembly of the present invention; FIG. 11 is a top view of FIG. 10; and Fig. 12 is a plan view of an embodiment of a closure assembly with a pull-pull window regulator. It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various preferred features illustrative of the basic principles of the invention. The specific design features of a window regulator as disclosed herein, including, for example, specific shapes and gear train and clutch will be determined in part by the particular intended application, use, and environment. Certain features may be thickened, for example, for clarity or illustration. All references to direction or position, unless otherwise indicated, refer to the orientation of the window regulator or specific feature illustrated in the drawings. All references to direction and position, unless otherwise indicated, refer to an orientation of the window regulator or specific feature illustrated in the drawings. In general, up or upward refers to an upward direction in the plane of the paper and down or downward refers to a downward direction in the plane of the paper in FIGS. 1, 5A, 5B, 6, 7A, 7B, 8, 9A; 9B, 10 and 11. Additionally, vertical refers to an up or down direction in the plane of the paper; horizontal refers to side to side direction in the plane of the paper; and vertically- horizontally refers to a direction that is up or down and side to side in the plane of the paper in FIGS. 1, 5A, 5B, 6, 7A, 7B, 8, 9A, 9B, 10, 11 and 12.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS It will be apparent to those skilled in the art, that is, those who have the requisite knowledge or experience in this area of technology, that many uses and design variations are possible for the window carrier assembly disclosed herein. The following detailed discussion of various alternative and preferred embodiments will illustrate the general principles of the invention with reference to a window regulator assembly for use in a motor vehicle. Other embodiments suitable for other applications will be apparent to those skilled in the art given the benefit of this disclosure. Referring now to the drawings, FIGS 1 and 4 through 7A and 7B illustrate a closure assembly 10 for a motor vehicle according to an aspect of the present invention. The closure assembly 10 may be used with any suitable movable closure, but is preferably used in a power window system for a motor vehicle. Motor vehicles include passenger vehicles and commercial vehicles, as well as more specific groupings of vehicles, such as recreational vehicles, commuter vehicles, vans, sport utility vehicles (SUVs), medium or heavy duty trucks, busses, self-propelled farm, industrial or construction equipment, off road vehicles, such as dune buggies, golf carts, trains, airplanes and the like. Additionally, the present invention can also be used advantageously in boats, ships, etc..., which are also broadly defined herein as motor vehicles.

The closure assembly 10 shown therein includes a regulator assembly 11 and a closure panel 95 supported by the regulator assembly. The regulator assembly includes one or more closure supports 97, 99; a brushless D.C. motor 40; an electronic control unit 80 for controlling the motor, and a gear train 101 for transmitting motion from the brushless D.C. motor to the closure support. The gear train includes a reduction gear or reducing gear train 60; one or more drive gears 22; and one or more slave gears 26. The regulator assembly 11 preferably includes rack and pinion gear assembly 20. The rack and pinion gear assembly 20 are associated with one another to move a sliding closure panel 95 along a track of the rack between a full open and a full down position or a position in between the full up position and the full down position. The regulator assembly 11 may also be arranged to move a closure panel along a path of the rack that is substantially vertical and optionally along a substantially horizontal and further optionally along a substantially vertical-horizontal orientation relative to the body structure of the motor vehicle. The geometry of the motor vehicle structure or body panels may also optionally require that the closure path 95 be moved in a slightly curved path as shown in United States Patent Number 4,167,834, the disclosure of which is incorporated herein by reference in its entirety. The rack and pinion gear assembly 20 may be a dual rack configuration. Optionally, the assembly 20 may be a rack with a single toothed track and an adjacent slide guide. Examples of such rack and pinion gear assemblies are shown in United States Patent Numbers 5,806, 244; 6,073,395; 6,073,395; 6,145,252; and 6,389,753 the disclosures of which are incorporated herein by reference in their entirety.

The illustrated dual rack and pinion gear assembly 20 includes a first pinion or drive gear 22 that engages a first toothed rack 24, a second pinion or slave gear 26 engages a second toothed rack 28 and is rotatably driven by the drive gear 22. The rack is fixedly attached to a motor vehicle, such as the inner side of a door panel of a motor vehicle. A housing 29 that includes a cavity and a cover encloses the gears to prevent dirt and debris from being enmeshed in the gears and is disposed about the gears such that the housing moves along the toothed racks. The housing may also enclose the motor. The drive gear 22 may be connected to the shaft 33 of the motor 40 in any suitable fashion, but is preferably connected through a reduction gear train as shown in FIG.l or alternatively through a right angle drive as shown in FIGS. 10 and 11 (as will be discussed in detail later on herein). The slave gear 26 is rotatably supported by a pin, chich may be mounted on the housing, and is operatively connected to the reduction gear train through the drive gear. The drive gear 22 is disposed outside housing 29 and in spaced relation to the slave gear 26 so that the teeth of the driven gear engage the teeth of the slave gear. The first and second racks 24, 28 respectively, form a toothed track, which extends along the longitudinal axis of the rack. The track is fixedly attached to a motor vehicle, such as the inside of a door or inner door panel. Rotation of the gear train causes the pinions 22, 26 to rotate and travel along the track of the rack together with the housing. In a single toothed rack, a pinion or drive gear engages the toothed rack. Rotation of the pinion gear causes the pinion to move longitudinally along the rack relative to the track. The carrier extends laterally and the adjacent slide mates with a slide track for sliding relative movement. The slide is guided by the slide track as the pinion moves in the track. The brushless D.C. electric motor 35 may be any suitable brushless D.C. motor. Examples of brushless motors are shown in United States Patent Numbers 5,128,572; 5,146,144; and 5,818,133 the disclosures of which are incorporated herein in their entirety. The motor is coupled to an output shaft 33 for rotation in either one direction or an opposite direction depending on a control signal provided by the electronic control unit 80, by an operator, or by another suitable device, such as a computer. The motor 35 is connected to a corresponding electrical power source (not shown). The motor 35 is preferably supported in the housing 29. Trie motor 35 rotatably drives a first pinion of a reduction gear train to transmit motion to the drive gear 22 and is positioned to travel with the drive gear, closure panel 95, and drive gear 22. FIG. 2 shows a block diagram of a preferred closure system showing various placements of the anti-back drive system. The closure system 410 includes a brushless D.C. motor 440 coupled to gear train 402. The brushless D.C. motor 440 is controlled with an electronic control unit or "ECU" 480, which optionally has an anti-pinch feature 490, such as an algorithm, programming or circuitry for collecting and interpreting signals from a sensor 408 for sensing and an initiating anti-pinch response. A power source 404 and a switch 406 are connected to the motor 440 for providing selective power to the motor. In a preferred embodiment the closure system includes an anti-back drive device at one or more position of 430a, 430b, or 430c for preventing undesired movement of the closure. The anti-back drive system may include a clutch, unidirectional clutch, or gear jam. The system may be disposed between the motor a.nd the reduction gear train 430a, between the reduction gear train 460 and the regulator or rest of the regulator 430c, or integrated into the regulator 430 b. The clutch may be similar to ones used on present day powered tools, such as a uni-directional clutch, and may be disposed between an output of the motor and a gear train 402 for allowing the motor to turn the gears of the drive train in either direction, but inhibiting the ability of the drive train to back turn the motor. The anti-back drive system 430(b) may be one actuated with a solenoid 432 coupled to the ECU 480 and/or may act directly on the window regulator assembly or on the reduction gear train. The window regulator assembly preferably comprises a rack and pinion window lift assembly coupled to the brushless D.C. motor 440. As stated earlier, the operation of the motor is controlled by the control module with an electronic control unit (ECU) 80. Any suitable ECU may be used. Suitable ECU configurations and arrangements are shown in FIGS. 3a-3b and Fig. . As shown in FIGS. 3a-3b and 4, at least one monitoring device 82, and a switch 88 are connected to the ECU. The monitoring device 82 senses rotation of the shaft 3 3 of the motor 35 and provides an electrical signal representative of the rotation of the shaft 33 to the electronic control unit. Suitable rotation monitoring devices include non-contact rotary position sensors, such as Hall Effect sensors, resolvers, optical encoders and sensor-less position control monitors, such as a ripple current measuring device, all of which are within the scope of the term sensor. Preferably the sensor is at least one Hall Effect sensor. The monitoring device 82 preferably includes a plurality of rotation measuring sensors disposed in an arc around the shaft, stator of the motor, or rotor of the motor. A plurality of sensors disposed in an arc allow for better reliability and signal control. The monitoring device 82 may be integral with motor 35 or found within the motor housing. A signal to the ECU 80 is provided by the monitoring sensor 82 to the controller which in turn controls the power to the motor which in turn controls the rotation of the shaft 33. Th se signals are sent to the controller, which adjusts the commutation rate. Alternatively, changes in motor load may be determined by monitoring changes in pulse width modulation duty cycle to maintain the same commutation rate to motor 35. Further alternatively, the motor commutation can be controlled without regard to motor speed because the motor will respond, to changes in load by rotating the shaft 33 faster or slower. Motor load changes can be detected by monitoring changes in motor speed by conventional means. Returning back to FIG. 1, the input device 88, such as a switch in a door panel, is used to send an input signal to the control module 80 in order for the operator to control the operation of the motor 35 and the movement of the closure panel member 95. The control module 80 is provided with suitable logic and memory circuitry as well as other electronic components for operating motor 35. Module 80 responds to the operator input device 88 and causes the motor 35 to rotate the shaft 33 and move the closure or panel 95 along the track of th-e rack. The illustrated operator input device is a switch. By making a system as described above, an anti-pinch feature may optionally added. ,. The electronic control unit can be provided with anti-pinch circuitry or programming. Examples of anti-pinch systems include those disclosed in United States Patent Numbers 4,585,981; 4,686,598; 5,459,379; 5,754,017; and 6,086, 177, the disclosures of which are incorporated herein by their entireties. The anti-pinch feature 90 initiates a change to the upward movement of the panel 95 during operation by stopping or reversing the direction of rotation of the motor in the event an obstruction is detected in the closure path. An obstruction can be detected by sensing motor current, voltage, or speed of the motor, for example an obstruction can be detected by monitoring changes in the motor current and the level of the pulse width of the power level to the motor 35. In the event that the anti-pinch circuitry detects an obstruction, the movement of panel 95 toward a full up position is terminated and may be reversed toward a full down position. This reduces the chance of injury to a body part or limb of a living being. As shown in FIGS. 5A and 5B, the illustrated rack and pinion gear assembly 20 includes an anti-back drive device 30 to prevent the panel 95 from moving unintentionally along the track of the rack. As shown in this embodiment the anti-back drive device engages the slave gear when the power is OFF. The anti-back drive device 30 is mounted to housing 29. The anti-back drive device 30 includes a solenoid 32 with an axially extending plunger 34, a biasing member and a gear toothed sector 38 attached to the end of the plunger 34. Plunger 34 is biased by the biasing member to cause the sector 38 to engage a portion of the teeth of the slave gear when power is terminated to the motor. This prevents movement of the driven and slave gear along the track when the power to the solenoid is terminated. When the operator presses an ON button of a switch, power is sent to the control module 80 which sends power to the solenoid to disengage the anti- back drive device 30 from the tracks and send power to the motor to activate the brushless motor 40. Once power is sent to the solenoid, the solenoid is activated to overcome the bias of the biasing member and to withdraw the sector 38 from engaging a portion of the teeth of the slave gear. This permits the slave gear and drive gear to rotate and engage the teeth in the rack to move panel 95 in a normal manner. Alternatively, the sector 38 may engage the driven gear instead of the slave gear and further alternatively, the sector 38 may be formed with two separate but similar gear sectors to engage both the driven gear and the slave gear. Between the brushless motor 40 and the first pinion or drive gear 22, a reduction gear train 60 is inserted to reduce the rotating speed of the shaft 33 of motor 40 to gear 22 and to increase the torque input to driven gear 22. As shown in FIG. 6, the illustrated reduction gear train 60 has a plurality of externally extending teeth on spur gears 62, 64 and 66 which cooperate with each other to reduce the rotational speed from shaft 33 to gear 22. To permit a more compact gear train configuration, at least one of the spur gears 62A has an internal gear profile. The speed reduction of the gear train will depend on the output shaft speed of the motor 35 that is provided by the motor to the gears under normal operating conditions and the desired movement speed of the gears along the rack. The shaft of motor 35 is connected to the input gear 64 of the reduction gear train and causes the reduction gear train to rotate. The output spur gear 66 of the reduction gear train 60 is connected to the driven gear 22, which then engages the slave gear and trie rack teeth as previously discussed herein. This causes the rack and pinion assembly 2O to move along the track. The window closure system may be equipped with a full open or full closed feature. When the operator desires to move the panel 95 to a full open or full closed position, the operator activates input device 88 in the required direction for a predetermined time interval, such as by way of non-limiting example, at least 50 milliseconds and then releases device 88. The device 88 sends a signal to the control module 80 that sends signals to internal switches, which provide current to cause rotation of motor 35 in one direction or in the reverse direction. This permits panel member 95 to move along the track of a rack between a full open and a full closed position or a position in between the full closed position and the full open position. Sensors 82 can be used to monitor the rotation of shaft 33 and the power bandwidth of motor 35 to ensure that the power requirements are within an acceptable range to permit the panel 95 to be moved from a full up (closed) position to a full down (open) position or any intermediate position desired by the operator. Optionally, the operator may continue to manually press the input device until the panel is moved to the desired position on the rack or until the operator desires to terminate the movement of the panel along the track of the rack. If the operator desires to lower the closure panel from a full up position to a full down position or a position therein between, the operator presses operator input device 88 for a predetermined time interval, such as by way of non-limiting example, at least 50 milliseconds in the required direction and then the operator releases device 88. This causes a signal to be sent to the control module 80 that sends signals to internal switches that provide current to cause rotation of motor 35 in one direction to drive shaft 33. Shaft 33 in turn provides torque to rotate driven gear 22. The driven gear causes the slave gear to rotate and both the driven gear and the slave gear engage the teeth on the rack to move the attached panel 95 from the full up position towards the full down position or from an intermediate position along the track to either a full up condition or the full down condition or positions along the track in between the full up and full down conditions. The ECU can be connected to one or more sensors to monitor motor speed and/or motor power conditions. The ECU can also be adapted with an anti-pinch feature. In operation of a system with anti-pinch, during closing and if no obstruction is detected, then the anti-pinch device permits movement of panel 95 toward the full closed position without interruption. If the anti-pinch device in cooperation with the ECU senses that the panel is not moving at a desired speed or that an obstruction or an abnormal operating condition is detected, the panel movement towards the full clqsed position is terminated and the direction of movement of the panel can be reversed to move the panel toward the full down position to reduce the likelihood of bodily injury. Optionally, a forced entry prevention device can be incorporated into the closure assembly. The forced entry prevention device may be any suitable anti-back drive device. The forced entry prevention device is preferably disposed for directly engaging and conditionally locking a gear train to inhibit movement of the gear train thereby preventing movement of a closure. As shown as shown in FIGS. 7 A and 7B, the forced entry prevention device 70 includes a jam gear connected to a closure or closure support for directly and conditionally engaging the gear train to inhibit movement of the gear train when the closure or support experiences an undesired force. The closure support includes one or more clamp members for holding the panel 95. The panel 95 is supported by the closure support by a pair of spaced apart clamp members 91. The spaced apart clamp members are in turn supported by the housing 29. Since one clamp member may be identical to the other, only one will be described. The clamp member 91 has a guide pin. One end of a guide pin is slidably inserted into a bore in the clamp member and the other end extends longitudinally from the clamp member toward housing 29. The other end of the guide pin is inserted into an aperture in the top surface of housing 29 and is fastened thereto. The clamp member thus extends axially above the top surface of housing 29 in spaced relationship thereto. A biasing member is disposed about the guide pin between the clamp member 91and the top surface of housing 29. An annular compression cavity is formed in the clamp member to provide a compression limit for the biasing member that is inserted therein. The biasing member is sized according to the well-known spring formula: F = Kx, where F = force; x is distance and K is a spring constant. The biasing member permits the clamp to move a known distance when a predetermined load is exerted on the panel 95. A partial gear sector or jam gear extends from the clamp toward the driven and slave gear. The biasing member is protected from over compression by the compression limit cavity which only permits the biasing member to be compressed only a limited amount of distance. The forced entry prevention device can be adapted to operate during closure operation, and with or without anti-pinch. For example, if the closure assembly is in operation toward the full up condition, without any abnormal force on the panel, the panel will move unimpeded until the full up condition is reached and power is terminated to the motor 35. If the panel is in a stationary condition, that is, when the panel is not in a full up condition and the biasing force of the biasing member is overcome, the panel moves toward the full closed condition a distance determined by the force, and the spring constant as described above. If the panel is being moved toward the full closed condition and an obstruction is encountered and the biasing force of the biasing member is overcome, the panel moves toward the full down condition a distance determined by the force and the spring constant as described above and terminate power to motor 35. As this occurs, the movement of the panel toward the full down condition causes the jam gear to engage the teeth of one or both the drive gear and the slave gear so that the panel is not able to move downward after the sector gear engages the drive or slave gear. Thus, when the panel is in a partially open position, any intruder cannot push the panel toward a full or partially down position except a known distance as permitted by the biasing member as discussed above. If anti-pinch feature is added, the jam gear may be delayed for a period or distance to allow the window to travel part of the closure path toward the fully open position and then fully engage to stop the closure from traveling further. Fig. 8 shows an alternative alternate embodiment of a closure assembly 100 including a forced entry prevention device 131 controlled by an ECU 90. The forced entry prevention device 131 includes a solenoid engagement device 130. The device 130 can be mounted on the housing 29, on the driven gear 22 or on the slave gear 26. The device 130 is preferably mounted to the housing 29 adjacent but spaced away from the driven gear 22 and slave gear 26. The device 130 includes a solenoid 132 with a double actuation feature as shown in FIGS. 9 A and 9B. The solenoid 132 has one spring biased plunger extending axially from one end of the solenoid and another spring-biased plunger extending axially from the other end of the solenoid. Each end of each plunger has a gear sector portion to engage the teeth on a fixed frack. When the motor power is ON, the solenoid moves each plunger so as to overcome the bias force of the springs and cause the gear sector portions on each of the ends of the solenoid to disengage the teeth on the rack. When the power is OFF, the biasing members force the gear sector portions to engage the teeth of the rack to prevent movement of housing 29 relative to the rack and in so doing preventing the panel 95 from moving towards the full down position. In all other aspects, the alternate embodiment can operate as in the other embodiments.

A second alternate embodiment of the invention is designated by the numeral 200 and is shown in FIGS. 10 and 11. Where elements are the same as in the preferred embodiment, like reference numerals will be: used and where new elements are used, reference numerals beginning with 200 will be used. The second alternate embodiment is the same as the preferred embodiment except that the brushless motor 40 has a shaft 33 with a helical gear portion 238 on its free end. The helical gear portion 238 engages another helical gear portion 228 extending from the shaft extending from driven gear 22. The pitch of each gear 228, 238 respectively, is very large to generate a large frictional force between gears 228, 238 respectively to prevent back drive and thus eliminate the need for an anti-back drive clutch. In all other aspects, this second alternate embodiment operates as in the preferred embodiment. The regulator system may be a cable drive regulator system, such as a pull-pull or a push-pull regulator system, which may use a cable, tape, wire, gear or bead drive system. The regulator system may include an anti-back drive system disposed between the output of the motor and the drive gear of the regulator system, which may be formed of a clutch mechanism as disclosed above or created by the gearing of one or more gears of the gear train. FIG. 12 shows a closure system 300 including a window regulator 310 with a pull- pull cable drive subassembly 332 for powering a slider pane or window 312 between opened and closed positions about a frame 318. ECU 334 is provided for selectively actuating a brushless D.C. motor 336, which may be connected to a vehicle battery or other power source. ECU 334 can be mounted at any convenient location but is preferably mounted to the window regular 310. The ECU is preferably a single integrated ECU with the ability or programming to provide the necessary controls to operate the brushless motor and may also be provided with the programming and circuitry to identify an obstruction in the path of a closing window and reverse the travel of the glass or panel. As shown, a drive drum 338 is operatively engaged to an output member of the motor 336, such as one or more of a rotating output shaft of the motor, gear train, or a reduction gear train. The window regulator includes a drive cable 340. The drive cable 340 has a first end 343 attached to an attachment block 346 at a first location on the transparent pane 312. Similarly, cable 340 has a second end 345 attached to the slider block 348 at a second location on slider pane 312. The lower horizontal edge of the slider pane may be substantially frameless other than the attachment blocks 346,348 or other means provided there for guiding the transparent pane's travel between its open and closed positions. The slider subassembly incorporating the transparent slider pane may further comprise guide means along the upper horizontal peripheral edge for guiding travel, componentry of a latch or locking mechanism (may be adhered to the inside surface 313 of the slider pane) and/or other devices suitable to the intended application of the window construction. Weather sealing can be provided about the perimeter of the sliding pane in accordance with known techniques including, for example, the use of blade seals and O- seals affixed to the frame 318, slider pane 312 and/or adjacent fixed-position panes 314, 316. Alternative sealing materials and techniques are well known and will be readily apparent to those skilled in the art for use in the present powered slider window constructions given the benefit of the present disclosure. In operation the ECU controls the motor which in turn moves the cable to open and close the slider pane. The regulator may also be equipped with one or more of anti-pinch functionality and anti-back drive device as set forth in this specification. From the foregoing disclosure and detailed description of certain preferred embodiments, it will be apparent that various modifications, additions and other alternative embodiments are possible without departing from the true scope and spirit of the present invention. For example, it will be apparent to those skilled in the art, given the benefit of the present disclosure, that the location of the anti-back drive device can be moved to other locations adjacent to the rack. The embodiments discussed were chosen and described to provide the best illustration of the principles of the present invention and its practical application to thereby enable one of ordinary skill in the art to utilize the invention in various embodiments and with modifications as are suited to the particular use contemplated. All such modifications and variations are within the scope of the present invention as determined by the appended claims when interpreted in accordance with the benefit to that they are fairly, legally and equitably entitled.

Claims

CLAIMSWhat is claimed is:

1.A closure assembly for moving a closure panel in a vehicle, said closure assembly comprising: a regulator, a brushless D.C. motor coupled to the regulator; and an electronic control unit for operating the brushless D.C. motor.

2. The closure assembly of claim 1, wherein the regulator includes a drive gear and an anti-back drive system disposed between an output of the motor and the drive gear of the regulator.

3. The closure assembly of claim 1, wherein the regulator is a pull-pull cable drive window regulator.

4. The closure assembly of claim 1, wherein the regulator includes a drive gear coupled to the motor and supported by a rack.

5. The closure assembly of claim 1, wherein the regulator includes a gear train with anti-back drive.

6. The closure assembly of claim 1, wherein the regulator is a push-pull window regulator.

7. The closure assembly of claim 1, wherein the anti-back drive system includes a uni-directional clutch disposed between an output of the motor and a gear train of the regulator for allowing the motor to turn the gears of the drive train, but inhibiting the ability of the drive train to turn the motor.

8. The closure assembly of claim 5, wherein the gear train includes a plurality of gears and the anti-back drive includes a clutch disposed between the motor and the drive gear for locking at least one gear.

9. The closure assembly of claim 1, wherein the regulator supports a window.

10. The closure assembly of claim 1, further comprising at least one sensor for monitoring and controlling motor operation, the electronic control unit including anti- pinch programming and connected to receive a signal from the at least one sensor.

11. The closure assembly of claim 1, further comprising at least one Hall Effect sensor for monitoring motor operation, the electronic control unit including anti-pinch programming and connected to receive a signal from the at least one Hall Effect sensor.

12. A window assembly for moving a closure panel in a vehicle, said window assembly comprising, in combination: a rack disposed in the motor vehicle, the rack having at least one toothed frack; a pinion gear engaging the toothed track for movement along the track and defining a path, the path being one of vertically, horizontally and vertically-horizontally oriented relative to the motor vehicle; a reduction gear train engaging the pinion gear, the reduction gear train having a plurality of gears, one of the plurality of gears having at least one internal gear profile; a brushless D.C. motor rotatably connected to the reduction gear train for movement of the pinion gear along the toothed track; and an electronic control unit operably connected to the brushless motor, the unit controlling the movement of the sliding panel along the path.

13. The window assembly of claim 12, wherein the gear assembly furtlier includes a clutch for locking at least one gear to prevent back drive of a window.

14. The window assembly of claim 12, wherein the gear assembly rides alon-g a first side of the rack and the electronic control unit is secured to an opposed second side of the rack.

15. The window assembly of claim 12, wherein the regulator includes a housing for supporting the gear train and the ECU is supported by the housing.

16. The closure assembly of claim 12, further comprising at least one sensor for monitoring and controlling motor operation, the electronic confrol unit including anti- pinch programming and connected to receive a signal from the at least one sensor.

17. The closure assembly of claim 12, further comprising at least one Hall Effect sensor for monitoring motor operation, the electronic control unit including anti-pinch programming and connected to receive a signal from the at least one Hall Effect sensor.