WO2017019760A1

WO2017019760A1 - Vehicle access assembly having piezoelectric transducer for providing tactile feedback and audio generation

Info

Publication number: WO2017019760A1
Application number: PCT/US2016/044238
Authority: WO
Inventors: Mansour Ashtiani; Ehab Kamal; Suat Kaya; Dirk Muller; Emanuele Bianchini
Original assignee: Huf North America Automotive Parts Mfg. Corp.
Priority date: 2015-07-28
Filing date: 2016-07-27
Publication date: 2017-02-02

Abstract

An improved vehicle access assembly having one or more piezoelectric transducers offers an improved user experience with a vehicle. The piezoelectric transducer(s) can both act as actuators or sensors. In some forms, the transducer(s) can cause a thin walled member to vibrate so that the access assembly behaves as a speaker to produce audio or causes the access assembly to produce a vibration that the user perceives upon contact with the access assembly. The transducer(s) also can serve as sensors to detect touch or sound.

Description

VEHICLE ACCESS ASSEMBLY HAVING PIEZOELECTRIC TRANSDUCER FOR PROVIDING TACTILE FEEDBACK AND AUDIO GENERATION

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Application Serial No. 62/197,907, filed July

28, 2015, which is hereby incorporated by reference in its entirety.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR

DEVELOPMENT

[0002] None.

BACKGROUND

[0003] This application relates to an assembly for accessing a vehicle and improvements to vehicle access assemblies to improve the user interaction experience with the vehicle.

[0004] The doors on most vehicles are opened using a door handle assembly accessible from an exterior side of the vehicle. Typically, the door handle assembly includes a handle base portion that is mounted to a structural frame of a door and a handle strap portion that is accessible from the outside panel of the door which is pivotable relative to the base away from the door. When the door is unlocked, pulling this handle strap away from the door will cause the unlatching of the door from the frame of the vehicle and permit the door to be swung or slid open for entry into the interior of the vehicle. Traditionally, the door handle assembly might also support other components such as a lock cylinder, which enables a user to lock or unlock the door using a key.

[0005] In recent decades, traditional mechanical door handle assemblies may incorporate electrical sensors and related components. For example, whereas all vehicles used to require keyed entry, newer vehicles are equipped with passive entry systems that cause the doors to be unlocked when an individual with a key fob is in close proximity of the vehicle and contacts a sensor in or on the door handle assembly. As one particular example, capacitive sensors are integrated into some door handles to detect the presence of a user's hand on the handle strap and may cause the door to lock or unlock upon contact (if a fob is also detected) within predefined regions or areas of the door handle assembly.

[0006] Nonetheless, such improvements to door handle assemblies have been largely limited to updating traditional mechanical functionality of the door handle assembly with modern conveniences.

SUMMARY

[0007] An improved vehicle access assembly for accessing a vehicle having one or more piezoelectric transducers offers an improved user experience with a vehicle. The piezoelectric transducer(s) can both act as actuators and sensors. In some forms, the piezoelectric transducer(s) can cause a thin walled member to vibrate so that the access assembly behaves as a speaker to produce audio and/or can cause vibration in the access assembly that is perceivable to the user upon contact with the access assembly. The transducer(s) also can serve as sensors to detect touch or sound.

[0008] In various ways, the vehicle access assembly can be made to provide information to a user about the status of the vehicle or other information, particularly when the vehicle access assembly integrates with other components of the vehicle via the vehicle electronic system.

[0009] According to one aspect, an access assembly for a motor vehicle is provided in which the access assembly is configured to supply audio and/or provide tactile feedback to a user interacting with the access assembly. The access assembly may include a base for being fixedly secured to the motor vehicle and an actuation element movable relative to the base between a home position and an actuated position. One or more piezoelectric transducer(s) are integrated into at least one of the base and actuation element and a controller is in electrical communication with the piezoelectric transducer(s). The controller is programmed to selectively actuate the piezoelectric transducer by provision of an electrical signal to provide a user-perceivable output such as, for example, a sound or tactile feedback via the access assembly.

[0010] According to another aspect, a method of sending information to a user of a vehicle access assembly is disclosed. A piezoelectric transducer in the access assembly is actuated in response to a provided signal to provide the information to the user. This information might generate audio or tactile user-perceivable information, for example. [0011] According to still another aspect, a method of receiving information from a user of a vehicle access assembly is disclosed. A strain is detected in a piezoelectric transducer in the access assembly in response to a user-based interaction with the piezoelectric transducer (which provides an electrically observable response). This strain may be induced, for example, by a touch or sound produced by a user.

[0012] These and other aspects of the invention will become apparent from the following description. In the description, reference is made to the accompanying drawings which form a part hereof, and in which there is shown a preferred embodiment of the invention. Such embodiment does not necessarily represent the full scope of the invention and reference is made therefore, to the claims herein for interpreting the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

[0013] FIG. 1 illustrates a vehicle with a number of integrated sensors and a key fob associated with the vehicle.

[0014] FIG. 2 is a block schematic of the vehicle of FIG. 1 indicating various electrical components of the vehicle.

[0015] FIG. 3 is a block schematic of the key fob of FIG. 1 indicating various electrical components of the key fob.

[0016] FIG. 4 is an environmental view of assembly vehicle access assembly according to one aspect of the invention installed in a side door of a vehicle.

[0017] FIG. 5 illustrates the vehicle access assembly of FIG. 4 apart from the side door such that the strap is viewable.

[0018] FIG. 6 illustrates the vehicle access assembly of FIG. 5 in which the cover of the strap is removed to better illustrate internal components of the access assembly.

[0019] FIG. 7 illustrates the vehicle access assembly of FIG. 5 in which the back side of the base portion of the strap portion is shown.

[0020] FIG. 8 is a view of the vehicle access assembly with the base portion removed to better illustrate internal components of the vehicle access assembly and, in particular, an end of a leg on the strap.

[0021] FIG. 9 illustrates a cross section taken longitudinally through the vehicle access assembly. [0022] FIG. 10 illustrates another cross section taken longitudinally through the vehicle access assembly.

[0023] FIG. 11 is a schematic illustrating the production of sound or other information by the vehicle access assembly for the user.

[0024] FIG. 12 is a schematic illustrating the reception of sound or other information by the vehicle access assembly from the user.

[0025] FIG. 13 illustrates a piezoelectric transducer connected to the backside of a housing of a strap.

DETAILED DESCRIPTION

[0026] Referring to FIGS. 1 and 2, a wireless vehicle communication system 100 is shown. The system 100 comprises a vehicle 102 including a vehicle transceiver module 110 having an antenna 104 communicating with a mobile electronic user device 200, which here is shown and described as a key fob. It will be apparent that the mobile electronic user device 200 can be many types of application- specific or personal computerized devices, including, for example, transponder cards, personal digital assistants, tablets, cellular phones, and smart phones. Communications are typically described below as bi-directional between the vehicle transceiver module and the key fob 200 and other devices, although it will be apparent that in many applications one-way communications will be sufficient.

[0027] One or more capacitive gesture sensors can be embedded in the vehicle 102 as illustrated in FIGS. 1 and 2. As shown here, sensors 124 and 126 are embedded in the back tail lights. Sensors 128 and 130 are embedded in the glazing adjacent the window. Sensor 132 is embedded behind cladding along a bottom edge of the vehicle 102, or an applique that is attached to the vehicle. Each of these capacitive sensors 124, 126, 128, 130, and 132 is therefore positioned to provide access points for a user to provide gesture control and is provided adjacent a non-conductive portion of the vehicle.

[0028] Referring to FIGS. 1 and 3, the key fob 200 can include one or more user input devices 202 and one or more user output or alert devices 204. The user input devices 202 are typically switches such as buttons that are depressed by the user. The user output alert devices 204 can be one or more visual alert, such as light emitting diodes (LEDs), a liquid crystal display (LCD), an audible alarm, or a tactile or vibratory device. A single function can be assigned to each input device 202 or user alert device 204, or a combination of input devices or a display menu could be used to request a plethora of functions via input device sequences or combinations. Key fobs can, for example, provide commands to start the vehicle, provide passive entry (that is, automatic unlocking of the doors of the vehicle 102 when key fob 200 is within a predetermined proximate distance of the vehicle 102), activate external and internal vehicle lighting, preparation of the vehicle locking system, activation of a vehicle camera for vehicle action in response to camera-detected events, opening windows, activating internal electric devices, such as radios, telephones, and other devices, and adjustment of driver preferences (for example, the position of the driver's seat and the tilt of the steering wheel) in response to recognition of the key fob 200. These functions can be activated by input devices 202 or automatically by the vehicle 102 detecting the key fob 200. Although a single key fob is shown here, it will be apparent that any number of key fobs could be in communication with the vehicle transceiver module, and the vehicle transceiver module 110 and corresponding control system could associate a different set of parameters with each key fob.

[0029] In addition, the vehicle transceiver module 110 can activate output or alert devices 204 to notify the vehicle user that the key fob 200 is within communication distance or some other predetermined distance of the vehicle 102, notify the vehicle user that a vehicle event has occurred (e.g., activation of the vehicle security system), confirm that an instruction has been received from the key fobs 200, or that an action initiated by key fob 200 has been completed.

[0030] Now with specific reference to FIG. 2, a block diagram of an exemplary vehicle transceiver module 110 that can be used in accordance with the disclosed system 100 is illustrated. The vehicle transceiver module 110 includes a processor or controller 112, memory 114, a power supply 118, and transceiver circuitry 116 communicating through the antenna 104.

[0031] The transceiver circuitry 116 includes receiver circuitry 122 and transmitter circuitry 120 for bi-directional communications. The receiver circuitry 122 demodulates and decodes received RF signals from the key fob 200, while the transmitter provides RF codes to the key fob 200, as described below.

[0032] The memory 114 stores data and operational information for use by the processor 112 to perform the functions of the vehicle transceiver module 110 and to provide the vehicle function(s) described above. The controller 112 is also coupled to a higher level vehicle controller or controllers (not shown), which can include, for example, a vehicle bus such as a Controller Area Network (CAN) bus system and corresponding vehicle control system, and can both receive command signals from the vehicle control system and provide command signals and other information to the vehicle control system. Information available to other devices from the CAN bus or other online vehicle bus may include, for example, vehicle status information regarding vehicle systems, such as ignition status, odometer status (distance traveled reading), wheel rotation data (for example, extent of wheel rotation), and so forth. Vehicle status data can also include status of electronic control systems including among others, Supplemental Restraint Systems (SRS), Antilock Braking Systems (ABS), Traction Control Systems (TCS), Global Positioning Systems (GPS), environmental monitoring and control systems, Engine Control Systems, cellular, Personal Communications System (PCS), satellite-based communication systems, and many others not specifically mentioned here.

[0033] The transceiver 110 is coupled to the antenna 104 for receiving radio frequency (RF) signals from the key fob 200 and transmitting signals to the key fob 200. Although the antenna 104 is shown as being external to the vehicle transceiver module 110 and on the exterior of the vehicle 102, the antenna 104 may also be implemented within the confines of the vehicle 120 or even within the vehicle transceiver module. A number of antennas can be embedded, for example, in the headliner of a vehicle, or elsewhere within a vehicle. Although a bi-directional transceiver 110 is shown, it will be apparent that one-way communications from the key fob 200 to the vehicle 102, or from the vehicle 102 to the key fob 200 can also be provided, and that both a transmitter and receiver would not be required.

[0034] Referring still to FIG. 2, the capacitive sensors 124, 126, 128, 130, and 132 are electrically connected to the controller 112, which periodically couples a sensor electrode to an operating voltage at a predefined frequency and evaluates at least one of a current or voltage profile to detect a change in the capacitance of the sensor electrode with respect to ground. The current or voltage profile depends on the charge accumulated by the sensor electrode during periodic charging cycles in which the sensor electrode is coupled to the operating voltage and then discharged by the capacitor. Circuits of this type are shown, for example, in U.S. Patent No. 5,730,165, which is hereby incorporated by reference for its description of such a device.

[0035] Alternatively, the capacitive sensors can include a sensor electrode, a ground electrode, and a guard electrode. The ground electrode is arranged behind the sensor electrode, and the guard electrode is arranged between the sensor electrode and the ground electrode. The guard electrode is coupled to the sensor electrode by the controller 112 in such a manner that its potential tracks the potential of the sensor electrode. These types of sensors are described, for example, in U.S. Patent No. 6,825,752, which is hereby incorporated by reference for its description of such a device. Here, the guard electrode provides increased sensitivity of the capacitive sensor in the space in front of the sensor electrode because the field emanating from the sensor electrode extends a greater distance in the detection region of the sensor electrode because a significant portion of the field for the background electrode is no longer short- circuited, as compared to the capacitive sensor without a guard electrode, described above.

[0036] Referring still to FIG. 2, a gesture identifier, such as a light 134 or audio output 136 can be driven by the controller 112 when a gesture is detected. The light 134 can, for example, be an LED, OLED or other type of lighting element that is embedded adjacent the corresponding capacitive sensor. A light, for example, can be useful for use with capacitive sensors 124 and 126 embedded in the tail lights. As one potential example, the tail light itself could also be activated when a gesture is detected. Audio output can be correlated with specific sensors to provide different frequencies, tunes, or other audio variations depending on the access point.

[0037] Referring now to FIG. 3, a block diagram of an exemplary key fob 200 that can be used in accordance with the disclosed system includes a controller 206, memory 208, transceiver 210 and corresponding antenna 212, and a power supply 214 (such as a battery). User input devices 202 and user alert devices 204 are in communication with the controller 206. The transceiver circuitry 210 includes receiver circuitry and transmitter circuitry, the receiver circuitry demodulating and decoding received RF signals to derive information and to provide the information to the controller or processor 206 to provide functions requested from the key fob 200. The transmitter circuitry encodes and modulates information from the processor 206 into RF signals for transmission via the antenna 212 to the vehicle transceiver 110.

[0038] Although many different types of communications systems could be used, conventional vehicles typically utilize four short-range RF based peer-to-peer wireless systems, including Remote Keyless Entry (RKE), Passive Keyless Entry (PKE), and Immobilizer and Tire Pressure Monitoring System (TPMS). RKE and TPMS typically use the same high frequency with different signal modulation (315 MHz for US/NA, 433.32 MHz for Japan and 868 MHz for Europe), whereas the PKE system often requires a bidirectional communication at a low frequency (125 KHz) between the key fob and the receiver module and a unidirectional high frequency communication from the key fob to the receiver module. The immobilizer system also typically uses a low frequency bidirectional communication between the key fob and the receiver module. Receivers for these systems are often standalone and/or reside in various control modules like a Body Control Module (BCM) or Smart Junction Block (SJB). By using different radios with different carrier frequencies and/or modulation schemes, collisions between transmissions from separate wireless communication systems in the vehicles can be avoided.

[0039] The antenna 212 located within the fob 200 may be configured to transmit long-range ultra-high frequency (UHF) signals to the antenna 104 of the vehicle 100 and receive short-range Low Frequency (LF) signals from the antenna 104. However, separate antennas may also be included within the fob 200 to transmit the UHF signal and receive the LF signal. In addition, antenna 104 and other antennas in the vehicle may be configured to transmit LF signals to the fob 200 and receive UHF signals from the antenna 212 of the fob 200. Also, separate antennas may be included within the vehicle 102 to transmit LF signals to the fob 200 and receive the UHF signal from the fob 200.

[0040] The fob 200 may also be configured so that the fob controller 206 may be capable of switching between one or more UHF channels. As such, the fob controller 206 may be capable of transmitting a response signal across multiple UHF channels. By transmitting the response signal across multiple UHF channels, the fob controller 206 may ensure accurate communication between the fob 200 and the vehicle transceiver 110.

[0041] Referring still to FIG. 3, a motion detection device, such as a movement sensor 216, can optionally be included in the key fob 200 to detect movement of the key fob 200. The controller 206 can, for example, utilize the motion or lack of motion detected signal from the movement sensor 216 to place the key fob 200 in a sleep mode when no motion is detected for a predetermined time period. The predetermined time period during which no motion is detected that could trigger the sleep mode could be a predetermined period of time or a software configurable value. Although the motion detection device is here shown as part of the key fob, a motion detection device could additionally or alternatively be provided in the vehicle 102.

[0042] The vehicle transceiver 110 may transmit one or more signals without an operator activating a switch or pushbutton on the key fob 200, including a wakeup signal intended to activate a corresponding fob 200. The fob 200 may receive signals from the transceiver 110 and determine the strength or intensity of the signals (Received Signal Strength Indication (RSSI)), which can be used to determine a location of the fob 200.

[0043] Referring now to FIGS. 4 through 10, a vehicle access assembly 300 is illustrated for use in a vehicle similar to the vehicle 100 described above. This vehicle access assembly 300 can include one or more sensors of the type described with respect to the vehicle 100 as will be described in greater detail below.

[0044] Looking at FIG. 4, the vehicle access assembly 300 is illustrated as being found on an exterior side of an access member 302 for the vehicle. The particular access member 302 illustrated is a passenger's side front door (that is, the front right door according to U.S. standards). However, it will be readily appreciated that the vehicle access assembly 300 could be adapted for placement in various other locations on a vehicle (e.g., vehicle 100) for accessing such vehicle. For example, the vehicle access assembly 300 may be disposed on various other vehicle access members, such as an opposite driver's side door, rear doors, a trunk, a tailgate, a luggage compartment door, etc. within the scope of the present disclosure. In this regard, the vehicle access assembly 300 may include a button assembly, an emblem, or a handle assembly (e.g., flush or raised) for a door, trunk, tailgate, or other vehicle access location, within the scope of the present disclosure.

[0045] With additional reference to FIG. 5, the vehicle access assembly 300 is shown as being a door handle assembly including a base portion 304 or "base" and a handle strap portion or actuation element 306 (hereinafter "handle strap"). While the vehicle access assembly 300 is shown and described as being a door handle assembly suitable for use with a side door of a vehicle (i.e., a strap pivotably supported by a base between a home position (FIG. 5) and an actuated position), the vehicle access assembly 300 could alternatively or additionally be incorporated into other vehicle-access assemblies such as, for example, a button or an emblem of a vehicle. Namely, the vehicle access assembly 300 could be used with a button or actuation element that is supported by and movable relative to a base that is attached to another access panel of the vehicle (i.e., a tailgate, trunk, and/or lift gate). In such a configuration, the button may be translatable relative to the base between a home position and an actuated position, whereby the button is normally in the home position and is moved to the actuated position to unlatch a latch mechanism (not shown). Unlatching the latch mechanism permits movement of the vehicle access panel from a closed state to an open state (i.e., to gain access to an interior of the vehicle).

[0046] The base portion 304 is able to be fixedly secured to the door of the motor vehicle and the strap portion 306 extends between a handle end 308 and a base end 310. In the particular embodiment illustrated, the base end 310 of the strap portion 306 is pivotally or hingedly received at a front end of the base portion 304 (i.e., the end facing the front of the motor vehicle). The handle end 308 of the strap portion 306 includes a leg 312, best illustrated in FIGS. 7 through 10, that extends through an opening in the base portion 304 and, when the handle end 308 is pulled away from the base portion 304 such that the strap portion 306 pivots relative to the base portion 304, a hook end 314 on the interior-facing end of the leg 312 can engage a door latch release 316 to cause a cable to be pulled that unlatches a latching mechanism (not shown) holding the access member 302 closed relative to the vehicle frame. Those having ordinary skill in the art will appreciate that this description somewhat over-simplifies the mechanical operation of the vehicle access assembly 300 to open or close the access member 302 because operation of the vehicle access assembly 300 can further be limited, for example, by a locked/unlocked state of the vehicle access assembly 300 (either by virtue of the physical keyed access provided by a lock cylinder 318, by the use of electronic locking mechanisms, or other locking mechanisms) or involve additional user interaction (for example, the depression of a grip on the strap portion) in order to fully link or couple the movement of the strap portion 306 to the unlatching of the access member 302. Nonetheless, for purposes of this description, it is sufficient to understand that the overall construction and operation of the vehicle access assembly 300 as applies to opening and closing the vehicle access member 302 can be similar to that of other vehicle access assemblies. In this regard, in some implementations, the strap portion 306 may be fixedly secured to at least one of the base portion 304 and/or another portion of the vehicle (e.g., vehicle 100). For example, the base portion 304 and/or the strap portion 306 may be fixed to the portion of the vehicle, such as the access member 302, using screws, bolts, adhesive, welding, or other suitable fastening techniques, such that neither the base portion 304 nor the strap portion 306 is rotatable, and/or otherwise movable, relative to the vehicle 100 (e.g., relative to the access member 302). For example, the access assembly 300 may be referred to as an electric latch (e.g.., e-latch) system, in which operation of the access assembly 300 does not include moving the access assembly 300 relative to the access member 302. [0047] However, unlike other vehicle access assemblies, the vehicle access assembly 300 further includes a piezoelectric transducer 320. As used herein, the term "piezoelectric transducer" includes piezoelectric elements that are able to convert one form of energy to another form of energy. Thus, in some contexts, a piezoelectric transducer can behave as a piezoelectric actuator by converting a supplied amount of electrical energy to mechanical energy (as the supplied electrical energy induces a dimensional physical change or induces a strain in the piezoelectric material of the transducer). However, in other contexts, a piezoelectric transducer can behave as a piezoelectric sensor by converting mechanical energy supplied by a user (for example, by an applied force to the sensor directly or indirectly that induces strain in the sensor) into electrical energy that can be sensed by connected circuitry as a touch. While the piezoelectric transducer 320 in the vehicle access assembly 300 is described as working as both an actuator and a sensor, it will be appreciated that a piezoelectric transducer, while being capable of performing both functions, might only act as one of an actuator or a sensor in a particular assembly or might serve as both an actuator and a sensor. Further, it will be appreciated that more than one piezoelectric transducer may be present within a vehicle access assembly (e.g., vehicle access assembly 300) and one or more may operate as a piezoelectric sensor while one or more may operate as a piezoelectric actuator.

[0048] The piezoelectric transducer 320 may be supported by any portion of the vehicle access assembly 300. In the particular form illustrated in FIGS. 4 through 10, the piezoelectric transducer 320 is mounted in the strap portion 306 and connected to a controller (such as controller 112 described above or another intermediate controller or piece of circuitry) via a connector such as connector 322, which is in electrical communication with the piezoelectric transducer 320. This piezoelectric transducer 320 is illustrated in the form of two bars and, as noted above, it is contemplated that the two bars may be separate piezoelectric transducers each having a different electrical sensitivity range. The piezoelectric transducer 320 (or transducers) can be in close contact or directly mounted to a housing 324 of the vehicle access assembly 300. In this regard, the piezoelectric transducer 320 may be disposed between the housing 324 and another portion of the vehicle access assembly 300 and/or the vehicle access member 302, such that the housing 324 covers the piezoelectric transducer 320. In some implementations, the housing 324 may cover the strap portion 306 and may be thinned or flexible in the region of the piezoelectric transducer 320 to transmit force through the housing 324. In this way, when the piezoelectric transducer(s) 320 are actuated, they can provide audio or tactile feedback to a user touching the housing by vibration of the housing 324. However, when the user contacts and applies a force to the housing 324, the force can be transmitted through the housing to the piezoelectric transducer 320 for sensing at the location of the piezoelectric transducer 320. The construction of devices incorporating piezoelectric transducers to produce sound can be found, for example, in U.S. patent no. 8,089,198 granted on January 3, 2012 having a common inventor and which is incorporated by reference herein in its entirety for all purposes.

[0049] It will be appreciated that the piezoelectric transducer or actuator may be found in one or both of the housing 324 covering the strap 306 and the structural support of the strap (that is, for example, in member 306). By altering the structural configuration, the acoustic or tactile qualities of the access assembly 300can be altered and even optimized. It is contemplated that the physical incorporation of the piezoelectric into the component or components could occur in one of a number of ways, including, but not limited to, injection molding the piezoelectric in the component (with leads extending therefrom to provide electric communication from the piezoelectric), laminating to a surface of a component (for example, laminating the piezoelectric to the inside of the strap housing cover), and adhering the piezoelectric in place (for example, adhering the piezoelectric to the structural portion of the strap or the inside of the cover).

[0050] Now with additional reference to FIGS. 11 and 12, a schematic of a vehicle access assembly 400 is illustrated in which the assembly 400 is configured for use to deliver to a user or to receive from a user, respectfully, sound or information. In this schematic, the strap portion 402 of the vehicle access assembly 400 is illustrated in a partially exploded form with the housing 404 supporting the piezoelectric transducer 406 exploded from the structural support 408 of the strap portion 402. The piezoelectric transducer 406 is connected via wiring 410 to a power amplifier 412a which is connected to a vehicle input 414a of a vehicle control unit in FIG. 11 and a signal conditioner 412b which is connected to a vehicle output 414b of a vehicle control unit in FIG. 12. While the power amplifier 412a and signal conditioner 412b are illustrated as two separate components, a single component might be designed to perform both functions (that is, amplify the signal or condition the signal, respectively). Likewise the input 414a and output 414b might be separate or integrated into a single two-way connection.

[0051] In any event, when the piezoelectric transducer 406 is used as an audio generation system (e.g., a speaker) as illustrated in FIG. 11, an input signal is first produced by the vehicle control unit at the input 414a. The input signal is an audio signal and it can be for example, a tone for alert, a set of information (such as to produce a voice), or music depending on the architecture of the solution. The input signal may be amplified by the power amplifier 412a or simply by an amplifier circuit. The purpose of the amplifier 412a is to amplify the signal from 0 to 1 Volts to, for example, 0 to 60 Volts or 0 to 100 Volts to drive the piezoelectric transducer 406 as an actuator. The amplified signal is then used to strain the piezoelectric transducer 406 to function as an actuator, which will vibrate the structure (for example, the housing 404) to which the piezoelectric transducer 406 is attached. The vibration of the structure (or housing 404) will generate the sound desired as the housing can act as a type of vibrating membrane. For example, some local areas of the housing of the access assembly may be thinned out to effectively serve as a membrane. It is also contemplated that acoustic cavities might be present to further optimize the sound of the system. The thickness, size, and number of the piezoelectric actuator(s) can be optimized for the material to which it is attached to achieve the maximum audio output given the signal provided to the piezoelectric actuator. It is further contemplated that this new design can employ a set of piezoelectric transducers or actuators that are strategically located in specific areas of the vehicle access assembly 400 (e.g., in the housing 404). For example, one or more piezoelectric transducers 406 may be disposed on an inside of the housing 404 and, once desired, may be powered and amplified via an amplifier and then the substrate can generate sound via an input audio unit and also it or they can create vibration as a way of tactile feedback mechanism. Positioning multiple piezoelectric transducers within the housing 404 may provide a stereo speaker function, thereby enhancing an audio output of the vehicle access assembly 400.

[0052] Thus, the vehicle access assembly 400 can become an alert device for the user. The vehicle access assembly 400 can provide information, play a message or music, or provide tactile feedback to the user. Variations on this design are also contemplated. For example, a portion of the vehicle access assembly 400, such as the door handle body (for example, the concave curvature of the body that provides the recessed space in the door panel for entry of the user's hand when opening the door) could act as a sound-radiating surface. It is also contemplated that, for example, piezoelectric actuator(s) can be integrated in an outer shell of the body to deliver voice content, and that supporting electronics could be integrated in the access assembly itself or within the control systems of the vehicle access member (e.g., access member 302). [0053] With reference to FIG. 12, a schematic is illustrated of the vehicle access assembly 400 in which the vehicle access assembly 400 is configured for detecting touch or sound from the exterior of the vehicle (e.g., vehicle 102). According to this form, the user can touch the vehicle access assembly 400 in the region of the piezoelectric transducer 406 and this touch triggers the piezoelectric transducer 406 as a sensor to sense the presence of a user (and in some cases, to sense different user behaviors). The piezoelectric sensor sends a signal to the signal conditioning circuit 412b. The signal is then sent to the vehicle output 414b of the vehicle control unit so that it can be used to unlock the vehicle (e.g., unlock the access member 302) or perform other functions. Alternatively, a combination of touch and voice commands may be detected by the piezoelectric transducer 406 or sensor; however, in some forms, one sensor is designed for tactile detection and one is provided for sound detection (e.g., for use as a microphone). In either case, the signals can go through a signal conditioning unit 412a and then transferred to the vehicle control unit for processing.

[0054] It is contemplated that the ability for the vehicle access assembly 400 to produce or receive sound and haptic or tactile feedback may be employed in a variety of contexts that integrate with the greater functions of the vehicle via the vehicle control unit (which may be or further integrate with a controller, such as the controller 112 of the earlier provided electronic vehicle system).

[0055] As one example, the vehicle access assembly 400 may provide increased safety by providing the driver everything that he or she needs to know before entering the vehicle or during leaving the vehicle. A smart door handle could speak to the user and give the user the status of the access member 302 (e.g., a door), for instance, by using pre-recorded messages that would be selected based on the usage conditions and context. For example, alerts could be provided providing indications relating to low tire pressure, low fuel, hit and run events occurring since the vehicle was parked, tampering since the vehicle was parked, window position (since it may be undesirable to leave the car parked with vehicle windows down due to weather or intrusion), door open/closed status, tailgate open/close status or impending action (i.e., alert that tailgate will be opening), and/or an alert that the keys have been left in the car.

[0056] As another example, the vehicle access assembly 400 provides increased convenience and comfort in providing the above information during user interactions. For example, system could be designed so that, upon unlocking the access member 302 (e.g., vehicle doors), using a fob or other method, the passenger door could announce that the access member 302 is now unlocked. Particularly for quiet locking systems or for individuals who are hard of hearing, the announcement may be a helpful way to alert the passenger to the change of lock status, so he or she can proceed to enter the vehicle.

[0057] As yet another example, the system can provide improved security. For example, the vehicle access assembly 400 could announce whether the access member 302 (e.g., door) is locked and/or whether the windows are opened. This might be used in conjunction with an indication that a fob is leaving the detectable area around the vehicle. This could help prevent users from forgetting to fully secure the vehicle.

[0058] Further, the vehicle access assembly 400 could be made to shake and vibrate and/or play a loud sound if an intruder touches the vehicle access assembly 400 under certain conditions such as if the user touching the strap is not the owner (that is, without the authorized key fob) in hand. For example, when someone touches or wiggles the vehicle access assembly (e.g., door handle), the piezoelectric system will act as a sensor and it will activate the speaker and the vehicle will send a message out to the intruder to live the car alone. It could also send a message to the vehicle and the alarm will go off. Thus, the piezoelectric actuators that are embedded in the vehicle could be used for theft detection and theft deterrence.

[0059] As still yet another example, the vehicle access assembly could provide more personalized individualization such as announcing the user's arrival to the vehicle. For example, it may say happy birthday on the user's birthday and/or it gives the user a short shopping list or to do list. Indeed, the vehicle may have other interfaces (for example, Bluetooth) that interact with an authorized smart device (for example, a smart phone) to generate and provide such personalized information.

[0060] Still yet, the vehicle access assembly provides limitless opportunities for additional fun and excitement. For example, it might play music while the user is washing the car or while the user is just sitting in the park and desiring music. This could be achieved without leaving the vehicle windows open, which cannot be done while washing the vehicle or which may be undesirable for security purposes while parked.

[0061] As still another example, the vehicle access assembly might operate as an audio pass- through from the interior to the exterior of the vehicle. For example, if the driver is at a drive through at a restaurant and wants to place an order, the vehicle access assembly may operate as a speaker/microphone that transmits (e.g., pipes) audio to an internal speaker/microphone so that the window does not need to be opened (as might be desirable, for example, if the weather is extreme). Likewise, if the vehicle access assembly (e.g., door) is jammed in an accident, an individual could communicate with the outside through the vehicle access assembly (e.g., through a door handle speaker).

[0062] As yet another example, the vehicle access assembly could also be used to detect rain as part of the speaker and/or microphone function.

[0063] Referring now to FIG. 13, a vehicle access assembly 500 is illustrated in which the housing 502 is removed from the strap portion 504. The housing 502 supports a thin membrane 506 to which a piezoelectric transducer 508 is affixed. The piezoelectric transducer 508 is wired to a connector that may be connected to other parts of the vehicle electronic system to transmit signals to and/or receive signals from the transducer 508 to perform the various functions described herein.

[0064] Thus, a vehicle access assembly is disclosed in which employ one or more piezoelectric transducers that may be strategically attached to thin film/membranes. Then these transducer(s) can either have an electronic signal sent to it to produce sound and/or tactile feedback such as vibration or sense sound or touch. This assembly can provide an interface for communicating with the user in a variety of ways, especially when the user is located outside the vehicle.

[0065] Although specific embodiments are described above, it will be apparent to those of ordinary skill that a number of variations can be made within the scope of the disclosure. It should be understood, therefore, that the methods and apparatuses described above are only exemplary and do not limit the scope of the invention, and that various modifications could be made by those skilled in the art that would fall within the scope of the invention. To apprise the public of the scope of this invention, the following claims are made.

Claims

CLAIMS We claim:

1. An access assembly for a motor vehicle in which the access assembly is configured to do at least one of supply audio and provide tactile feedback to a user interacting with the access assembly, the access assembly comprising:

a base fixedly secured to the motor vehicle door;

an actuation element movable relative to the base between a home position and an actuated position

a piezoelectric transducer integrated into at least one of the base and the actuation element; and

a controller in electrical communication with the piezoelectric transducer, the controller being programmed to selectively actuate the piezoelectric transducer by provision of an electrical signal to provide a user-perceivable output via the access assembly.

2. The access assembly of claim 1, further comprising an amplifier in electrical communication with the controller and the piezoelectric transducer, wherein the amplifier amplifies the electrical signal transmitted from the controller to the piezoelectric transducer.

3. The access assembly of claim 1, wherein the piezoelectric transducer is mounted to a thin membrane deflectable by the piezoelectric transducer.

4. The access assembly of claim 3, wherein the thin membrane is part of an outer housing of the access assembly.

5. The access assembly of claim 4, wherein the thin membrane is a part of an outer housing of the actuation element.

6. The access assembly of claim 3, wherein the thin membrane is deflectable by the piezoelectric transducer in an amount sufficient to generate tactile feedback perceivable by the user.

7. The access assembly of claim 3, wherein the thin membrane is deflectable by the piezoelectric transducer in an amount sufficient to supply audio perceivable by the user.

8. The access assembly of claim 3, wherein the thin membrane is deflectable by the piezoelectric transducer in an amount sufficient to generate tactile feedback perceivable by the user and sufficient to supply audio perceivable by the user.

9. The access assembly of claim 1, wherein the controller is programmed to selectively actuate the piezoelectric transducer to provide vehicle information.

10. The access assembly of claim 9, wherein the vehicle information includes information relating to at least one of tire pressure, fuel amount, window status, door lock status, door opened/closed status, tailgate opened/closed status, and whether keys have been left in the vehicle.

11. The access of assembly of claim 1, wherein the actuation element is a handle strap that is pivotably attached to the base.

12. A method of sending information to a user of a vehicle access assembly, the method comprising:

actuating a piezoelectric transducer in the vehicle access assembly in response to a provided signal to provide the information to the user.

13. The method of claim 12, further comprising vibrating a thin wall of the vehicle access assembly via the piezoelectric transducer to produce user-perceivable audio.

14. The method of claim 12, further comprising vibrating a thin wall of the vehicle access assembly via the piezoelectric transducer to produce user-perceivable tactile feedback.

15. The method of claim 12, wherein actuating a piezoelectric transducer in the vehicle access assembly includes actuating a piezoelectric transducer located in a door handle.

16. A method of receiving information from a user of a vehicle access assembly, the method comprising:

detecting a strain in a piezoelectric transducer in the vehicle access assembly in response to a user-based interaction with the piezoelectric transducer.

17. The method of claim 16, wherein detecting a strain in a piezoelectric transducer in the vehicle access assembly in response to a user-based interaction includes detecting a touch of the vehicle access assembly in an area of the piezoelectric transducer.

18. The method of claim 16, wherein detecting a strain in a piezoelectric transducer in the vehicle access assembly in response to a user-based interaction includes detecting vibration of the vehicle access assembly in an area of the piezoelectric transducer associated with sound produced by the user.

19. The method of claim 16, wherein detecting a strain in a piezoelectric transducer in the vehicle access assembly includes detecting a user-based interaction with a door handle.

20. The method of claim 16, wherein detecting a strain in a piezoelectric transducer in the vehicle access assembly includes detecting sound.