Control system for use with a dual hinged vehicle door

A control system for use with a vehicle's dual hinged door assembly is provided, the control system including a door switch, upper and lower door portions, primary and secondary door drive systems and a controller. The upper door portion pivots about a primary axis formed by its juncture with a structural member in the roof while the lower door portion pivots about a secondary axis formed by its juncture with the upper door portion. Primary and secondary drive systems provide independent powered motion of the upper and lower door portions. The controller monitors door switch activation and determines whether activation corresponds to a door open or door closed command; performs preset door opening and closing sequences using the drive systems; and modifies the preset door opening and closing sequences based on data from proximity sensors, pinch sensors, latch sensors, drive system motor speed and the current draw by the drive systems.

FIELD OF THE INVENTION

The present invention relates generally to automobiles and, more particularly, to a vehicle side door that provides greater access to the interior of the vehicle.

BACKGROUND OF THE INVENTION

For years, the automobile industry has been attempting to develop a stylish car door that provides suitable levels of passenger ingress and egress while still providing the desired level of safety. To date, the research and development in this area has centered around two distinct areas; (i) standard hinged car doors, i.e., those that are hinged along one side of the door, and (ii) side van doors. While side van doors typically provide superior access to the vehicle's interior due to the door's extended width, this type of door is not well suited for use with a conventional vehicle utilizing a non-van configuration. Accordingly, what is needed is a stylish vehicle door that improves upon vehicle access, especially when carrying children or large packages, and may be integrated into the various vehicle mechanical structures and safety systems. The present invention provides such a vehicle door.

SUMMARY OF THE INVENTION

A control system for use with a vehicle's dual hinged door assembly is provided, the control system including a door switch, first and second door portions, primary and secondary door drive systems and a controller. The door switch may be externally mounted (e.g., mounted to a door handle), internally mounted (e.g., mounted to an interior vehicle surface) or remotely mounted (e.g., mounted to a key fob). The first door portion is hingeably coupled to a structural member within the vehicle's roof such that it forms part of the roof when the door assembly is closed and such that it pivots about a primary axis formed by its juncture with the structural roof member. The second door portion is hingeably coupled to the first door portion such that it forms part of the vehicle's side when the door assembly is closed and such that it pivots about a secondary axis formed by its juncture with the first door portion. The controller is coupled to the door switch and the primary and secondary door drive systems and is configured to provide independent motion control of the first and second door portions in response to activation of the door switch. The controller is also configured to determine if activation of the door switch corresponds to a door open or a door closed command.

The system may include a plurality of position sensors coupled to the controller and providing position data for the first and second door portions. The position data provided by the position sensors may be used by the controller to determine if activation of the door switch corresponds to a door open or a door closed command, and/or to provide independent motion control of the first and second door portions via the primary and secondary drive system, and/or to perform preset door opening/closing sequences of motions.

The system may include a plurality of proximity sensors coupled to the controller and providing position data for obstacles located outside of the vehicle that may interfere with upper/lower door portion movement during performance of a preset door opening or closing sequence. When an obstacle is detected by the controller using the proximity sensors, the controller may be configured to modify the preset door opening or closing sequence and/or activate a warning indicator. The proximity sensors typically are configured to monitor specific zones, e.g., one or more zones located above the vehicle's roof and/or adjacent to the vehicle's side.

The system may include at least one latching mechanism that the controller may (i) activate to cinch closed the door assembly after completion of the door closing sequence, or (ii) activate to release the door assembly prior to performing the door opening sequence. A latch sensor is preferably used to provide latch position data to the controller, the latch position data corresponding to a latch open/latch closed position.

The system may include a plurality of pinch sensors coupled to the controller. When an obstacle is detected by the controller using the pinch sensors, the controller may be configured to modify the preset door closing sequence and/or activate a warning indicator.

The controller may be configured to monitor the current of the primary and secondary drive systems and to modify the preset door opening or closing sequence and/or activate a warning indicator when the monitored current exceeds a preset value.

The controller may be configured to monitor the motor speed corresponding to the primary and secondary drive systems and to modify the preset door opening or closing sequence and/or activate a warning indicator when the monitored motor speed falls below a preset value.

The primary drive system may be comprised of a primary hydraulic powered strut and a primary non-powered gas strut, the secondary drive system may be comprised of a secondary hydraulic powered strut and a secondary non-powered gas strut, and the control system may include a hydraulic pump and hydraulic valve system that provides independent motion control of the first and second door portions via the hydraulic pump and valve system.

DESCRIPTION OF THE SPECIFIC EMBODIMENTS

FIG. 1provides a rear perspective view of a vehicle100utilizing a dual hinged door101in accordance with the invention. In the preferred embodiment, both the left rear and right rear doors utilize the dual hinged door described in detail below. It should be understood, however, that the dual hinged door of the invention may be used in the front, rear or both positions of a vehicle, and may be used on one or both sides of the vehicle.

FIG. 2provides a simplified side view, taken from the front of the vehicle, of the preferred embodiment of door101.FIG. 3provides an alternate view of door101. Door101is divided into two primary portions, an upper portion201and a lower portion203. Although not required, in the illustrated embodiment upper portion201includes a sunroof205while lower portion includes a window103. The entire door assembly, i.e., upper and lower portions201/203, has a primary, substantially horizontal hinge axis301that is approximately parallel with the vehicle's centerline. The entire door assembly101is hinged to vehicle100, and in particular to a central roof portion of vehicle100, utilizing a pair of hinges302that allow the entire assembly, i.e., both portions of the door, to pivot relative to the vehicle about axis301. Hinges302are designed for stiffness in order to minimize door vibrations during the door opening and closing sequences. Gooseneck hinges are preferred in order to maintain a straight cutline on the door and to allow the door seals to break away without having a large drain trough.

In the illustrated embodiment, primary axis301is located a few millimeters below the roof of vehicle100, and approximately one third of the distance between the vehicle centerline and a line defined by the cant rail of the car. A secondary, substantially horizontal axis303that is substantially parallel to the vehicle's centerline couples lower door portion203to upper door portion201, thus allowing lower door portion203to pivot about upper portion201. In the illustrated embodiment, secondary axis303is located close to the cant rail line as shown. As described in detail below, preferably door101is configured to allow the two door portions201/203to move independently of one another. Independent movement allows door101to be opened in a variety of situations in which obstacles may be present next to or above the vehicle, and at varying distances from the vehicle.

In the preferred embodiment of the invention, both portions of door101are powered, thus allowing the door to be easily and quickly opened. A completely powered door as described herein also allows the door controller to reconfigure door movement in light of various situations (e.g., parked in a garage with a low ceiling). Preferably even if the door portions are powered, the system is configured to allow manual operation in order to provide emergency ingress/egress if the power system fails. In addition to the powered configuration, the door may be configured as an unpowered, manually operated door. Alternately, only the primary axis of the door may be powered while the secondary axis of the door, i.e., the axis at the roof rail, may be designed as a dummy axis that rotates with the pull of gravity and includes stops to prevent over and under rotation. Alternately, only the primary axis of the door may be powered while secondary axis rotation is linked to door rotation about the primary axis through the use of linkages and/or gears.

The normal unobstructed door opening sequence, i.e., motion of door101when it is in the closed position and there are no obstacles in the way, is initiated when a user presses or otherwise activates one of the door switches for at least the preset minimum period of time (e.g., 500 milliseconds). The door switch may be externally mounted (e.g., on or coupled to door handle105), internally mounted (e.g., on the inner door surface or arm rest), remotely mounted (e.g., on a key fob) or remotely activated (e.g., remotely accessed using a web-based or cell-based application). In the preferred embodiment, normal door motion maintains the door, specifically lower door portion203, as close to the vehicle as possible (e.g., approximately 20 millimeters) during the initial stages of opening, thus minimizing the risk of the door running afoul of a close-by obstacle. In one embodiment after upper door portion201is at about 40° relative to the horizontal plane, lower door portion203stops moving relative to upper door portion201. Then when the upper door portion201is significantly open, e.g., to about 70° relative to the horizontal plane, lower door portion203begins to extend outwards. In the preferred embodiment, during normal opening of door101proximity sensors are constantly checked for obstacles. Additionally, assuming a powered door, the current draw of the power mechanism is also monitored since a spike may indicate that the door has hit an obstacle. Accordingly, in the preferred embodiment which utilizes a hydraulic power mechanism, the current draw of the hydraulic pump motor is constantly checked for spikes that may indicate an obstacle. If an obstacle to door movement is detected, the normal opening algorithm terminates and an appropriate alternative algorithm takes over.

In the preferred embodiment, vehicle door101goes through four primary stages of motion during a normal, unobstructed opening sequence. These four stages are illustrated inFIGS. 4-7, each of which shows a front view of vehicle100. It should be understood, however, that the dual hinged door of the invention may utilize a different opening sequence while still retaining the benefits of the dual hinged design. For example, stages three and four may be combined into a single stage.

In the first stage of the normal, unobstructed door opening sequence, illustrated inFIG. 4, once the door latches have been released and power is applied to the power mechanism, the door acts as gullwing with the entire door101, i.e., both upper and lower door portions, rotating about primary axis301(see directional arrow401). During this stage, lower door portion203is locked relative to upper door portion201. The purpose of stage one of the opening sequence is to separate the door from the door seals and move door structure101away from the vehicle structure. Typically stage one is quite short, for example continuing until upper door portion201has moved to a position that is between 3 and 15 degrees off horizontal, and preferably to between 5 and 10 degrees off horizontal.

As the door opening sequence continues, door movement transitions between the first and second stages. In the second stage, illustrated inFIG. 5, the entire door101, i.e., both upper and lower door portions, continues to rotate about primary axis301(see directional arrow501). At the same time as the door structure is rotating outwardly about primary axis301, lower door portion203is rotating inwardly about secondary axis303(see directional arrow503). This combined operation allows lower door portion203to move upward along direction505, maintaining a constant, or near constant, separation between the lower door portion203and vehicle100. Preferably this separation is on the order of a few millimeters (e.g., 1-30 millimeters, more preferably approximately 20 millimeters). One of the main benefits of having the lower door section203slide upwards, rather than rotate as with a conventional gullwing, is that it allows the door to open even if there is another object, such as another car, immediately adjacent to the vehicle. Preferably stage two continues until upper door portion201has rotated to a position that is between 35 and 45 degrees off horizontal, and preferably to a position of about 40 degrees.

In the third stage of the door opening sequence, illustrated inFIG. 6, rotation of lower door portion203relative to upper door portion201about axis303stops, thereby locking together the two door portions. Rotation of the entire door101, i.e., both the upper and lower door portions, continues about primary axis301(see directional arrow601) until upper door portion201has rotated to a position that is between 65 and 75 degrees off horizontal, and preferably to a position of about 70 degrees.

In the fourth stage of the normal door opening sequence, illustrated inFIG. 7, the entire door101, i.e., both upper and lower door portions, continues to rotate about primary axis301(see directional arrow701) until upper door portion201has rotated its maximum open position, preferably to a position that is between 90 and 95 degrees off horizontal. At the same time as the door structure is rotating outwardly about primary axis301, lower door portion203is rotating outwardly about secondary axis303(see directional arrow703) until it reaches its maximum open position. The normal door closing sequence, initiated when the door is open and a user presses one of the door buttons and holds it for at least the preset minimum period of time (e.g., 500 milliseconds), is simply the reverse of the normal door opening sequence.

Power Mechanism

Although the dual hinged door101of the invention may be manually operated, preferably the door is powered, thus simplifying its operation, especially for children, small adults or individuals carrying something (e.g., package, baby, etc.). With respect to a powered configuration, the inventors have found that the dual hinged design is compatible with a variety of different power systems that may be used to provide the power necessary to move door101relative to vehicle100, and to move lower door portion203relative to upper door portion201.

The preferred power mechanism, also referred to herein as the door drive mechanism, uses two pairs of struts for a single door101, one pair used to move door101about primary axis301and the second pair used to move lower door portion203relative to upper door portion201about secondary axis303. Each pair of struts includes a powered strut and a non-powered strut, the two struts preferably mounted on either side of the door as shown (e.g., powered and non-powered primary struts305and307inFIG. 3; note that due to the angle of door101in this figure, only one of the secondary struts, i.e., strut309, is visible).

The non-powered strut in each pair of struts is a gas strut, for example a nitrogen filled gas spring. The non-powered struts perform several functions. First, the primary non-powered gas strut is used to overcome most of the mass of door101while the smaller, secondary non-powered gas strut is used to overcome most of the mass of the lower door portion203. By using non-powered struts to balance most of the door mass, the power requirements placed on the powered struts may be greatly reduced since the powered strut in such a configuration is basically only required to overcome the variations between the spring force provided by the non-powered gas strut and the door weight. Second, by locating the non-powered strut on the opposite side of the door from the powered strut, improved door balance and stability are achieved. Third, if power is lost to the powered struts, manual operation of the door is still quite easy, thus providing emergency ingress/egress.

Although the powered primary and secondary struts may utilize an electric actuator, e.g., a worm gear driven by a gear motor, preferably the powered struts are hydraulic rams powered by a small electro-hydraulic pump actuated by a valve block that directs and regulates fluid flow to each of the rams. A pressure relief valve is preferably used to ensure that any pressure in excess of the relief valve's setting is bled off. In at least one embodiment, the pressure relief valve is set to just above the required pressure to open the door. The use of a pressure relief valve ensures that if there is a control system failure that allows the door to open into an object (e.g., a garage wall), the door will simply stop and the excess pressure will be relieved. Additionally, if someone pulls the door down while it is open, the door will close and the pressure will bleed off instead of overloading the mechanical assembly.

In a second, alternate configuration, door rotation about primary axis301is driven by a planetary gearmotor mounted within the roof of vehicle101. The motor is geared down in order to provide the desired level of torque. This approach is not preferred, however, due to the loss of head room within vehicle101, this loss resulting from the inclusion of the planetary gearmotor along with the padding required between the motor/drive mechanism hardware and the passenger compartment ceiling in order to achieve the desired level of head impact protection.

In a third, alternate design, primary door movement about axis301is controlled by a power strut mounted within a small section in the spine of the roof. The power strut may utilize either a hydraulic ram or a worm gear driven by a gear motor. If the vehicle utilizes two dual hinged doors, i.e., a dual hinged door mounted on either side of the vehicle as preferred, then a pair of power struts is mounted within the roof, one for use with each door.FIG. 8illustrates an exemplary configuration mounted within roof portion801, and to one side of vehicle centerline803. In order to simplify the figure, the power mechanism for only a single door is shown. Power strut805floats between a pair of bellcranks807/808that rotate about axes809/810, respectively. Bellcranks807/808are coupled to the primary door hinges811/812via pushrods813/814so that when the bellcranks rotate, hinges811/812rotate about axes815/816, respectively. As a result, expansion or contraction of power strut805causes rotation of the bellcranks807/808as well as hinges811/812. Since the door is a rigid member, the load is automatically distributed appropriately between the front and rear hinges811/812. Assuming dual hinged doors, in one configuration the power mechanism is set up so that the bellcranks on the left side door use the same pivot point as the bellcranks on the right side. Preferably, and in order to avoid possible interference between the pushrods, the bellcranks are pulled together and the pushrods are mounted to the door closest to the ram (so that they are not crossing).

A fourth alternate design, illustrated inFIG. 9, also mounts the powered struts within a section of the roof. However, rather than coupling the struts to the hinges via bellcranks as in the embodiment described above, the struts are configured to act directly on the hinges. In the illustration shown inFIG. 9, two pair of struts are shown attached to roof portion901, struts903/904acting on hinges905/906associated with one dual hinged door (not shown), and struts907/908acting on a second set of hinges909/910associated with a second dual hinged door (not shown). Of course a single set may be used if the vehicle only uses a single dual hinged door. Preferably if one or both struts are powered, the powered strut(s) utilizes a hydraulic ram, although a worm gear driven by a gear motor may also be used. It will be appreciated that this arrangement allows a variety of possible configurations. For example, both struts (e.g.,903/904) acting on a single door may be powered or one may be powered and one may be unpowered. If both struts are powered, then preferably at least one non-powered strut is also coupled to the door, for example mounted to the side of the door as described and shown relative to the preferred embodiment, thus reducing the mass required to be moved by the powered struts as well as improving manual operation of the door in the case of drive system power loss or malfunction.

An exemplary hinge is shown inFIG. 10. The strut, or pushrod in the case of the configuration shown inFIG. 8, is attached at1001while the door, specifically upper door portion201, is attached at1003. During motion hinge1000pivots about axis1005.

Sensors

In accordance with the preferred embodiment of the invention, multiple sensors of varying type are used to provide feedback to the door controller, both with regards to door movement as well as obstacles that may prevent the door from performing a normal opening sequence or a normal closing sequence.Position Sensors: Preferably the door controller is provided with real-time access to door position information that is used to determine when to transition between each stage of door movement, e.g., stages 1-4 of door motion as described in detail above. In the preferred embodiment in which both the upper and lower portions of the dual hinged door are independently powered, the position sensors provide feedback as to the position of upper door portion201relative to the vehicle, and feedback as to the position of lower door portion203relative to upper door portion201. It will be appreciated that there are various types of sensors that may be used to provide door position information and that the choice depends, at least in part, on the type of power mechanism used to control door movement. In the embodiment in which hydraulic rams are used, e.g., rams305and309, linear displacement sensors are mounted to the rams, thus providing accurate ram feedback which, using a simple look-up table stored in the memory associated with the door controller, provides accurate feedback as to the positions of the upper and lower door portions, both relative to one another and to the vehicle.Latch Sensors: In at least one embodiment, in addition to sensors that monitor the positions of the upper and lower door portions, for example by monitoring the relative locations of the door drive mechanisms, the system also includes one or more door closure sensors, also referred to herein as latch sensors. The latch sensors monitor the positions of one or more latches that, as described below, are preferably used to hold the door within the closed position. The latch sensors provide feedback as to whether or not door101is cinched shut or unlatched.Pinch Sensors: In at least one embodiment, the door controller determines whether or not there is an obstacle preventing complete closure of door101by monitoring the current and/or the motor speed of the hydraulic pump motor used to control movement of door portions201and203. If the current exceeds a preset value, or falls outside of a preset range of values, the door may be blocked by a person or object. Similarly, if the motor's speed unexpectedly slows down or falls below a preset rpm, the door may be blocked. Preferably the door controller is configured to perform a preset response, such as terminate door movement and/or reverse door direction, whenever a non-normal current or a non-normal motor speed is detected.

While the door controller may rely on the current draw or the motor speed of the hydraulic pump motor, or other door mechanism power motor, to determine if an obstacle is preventing door closure, preferably one or more pinch sensors are located at critical locations around door101, the pinch sensors providing a rapid and absolute indication that an obstacle is obstructing normal door closure. Pinch sensors, also commonly referred to as pressure sensors or pressure sensitive edge sensors, are typically coupled to, or mounted within, a seal or other elastic member or strip that is mounted around much if not all of the door's perimeter. Pinch sensors may also be mounted at various junctions that present a possible hazard, for example the junction between the upper and lower door portions. The door controller is configured to perform a preset response, such as terminate door movement and/or reverse door direction, whenever a pinch sensor detects an obstruction.Proximity Sensors: In order to ensure that door101does not run afoul of an external object during operation, such as an adjacent parked car or a low lying ceiling, the door controller of the invention is coupled to one or more proximity sensors. The proximity sensors are located to monitor critical areas about the car.

In the preferred embodiment, the proximity sensors are designed to monitor five distinct zones, thus providing sufficient information to the door controller to ensure that the best course of action is taken given an object's location relative to the door.FIG. 11provides a similar view of vehicle100as that shown inFIGS. 4-7except that door101is in the closed position and the preferred zones monitored by the proximity sensors are shown. Preferably each zone runs at least the entire width of the door. Zone1provides information regarding the proximity of objects, such as a garage roof, that lie directly above the vehicle; zone2provides information regarding the proximity of objects both above and to the side of the cant rail; zones3and4provide information regarding the proximity of objects immediately adjacent to the middle of the door; and zone5provides information regarding the proximity of objects near the lower edge of door101. It will be appreciated that both fewer and greater numbers of proximity detectors may be used, depending upon the amount of information required about potential obstacles in order to properly operate the door. Typically the size of each portion of the door as well as the desired normal opening and closing sequences control the number of zones required to accurately and efficiently control door movement.

Door Controller

FIG. 12provides an overview of the control system1200that is used to monitor and control operation of the dual hinged door of the invention. System1200includes a controller1201, referenced above, that determines and performs the appropriate door response in view of data monitored by a variety of sensors and in accordance with a preset set of response instructions. Controller1201may be a stand-alone controller or integrated into another vehicle control system, for example a vehicle management system. In addition to a control processor, controller1201may also include a memory1203for storing a preset set of control instructions and/or recording event information. Memory1203, which may be a stand-alone memory module or integrated into controller1201, may be comprised of flash memory, a solid state disk drive, a hard disk drive, or any other memory type or combination of memory types.

Controller1201may be configured to receive door open and door close commands from any of a variety of different input means1205. Exemplary door buttons1205include an exterior door handle button or sensor, an interior door button or sensor, a remotely mounted switch or activation means (e.g., key fob button or key fob RFID), and web-based/cell phone based means. Once a door open or door close command is received from a door button1205, controller1201utilizes a variety of sensors (e.g., latch sensors1207, position sensors1209, pinch sensors1211, proximity sensors1213, motor current monitor1206, and motor speed sensor1214) to determine, based on a preset set of response instructions, an appropriate response. As described in detail below, the response of controller1201is continually updated during the door open/door closed sequences as new data is acquired from the door position, pinch and proximity sensors. For example, the detection of an object blocking the normal pathway of door101will cause controller1201to deviate from the normal opening or closing sequence.

Once the door open or door close command is received, controller1201performs a pre-programmed door movement sequence. For example, the stages associated with the normal, unobstructed door opening sequence and the normal, unobstructed door closing sequence for the preferred embodiment are described in detail above. During these processes, controller1201utilizes a latching motor1215to either unlatch the door prior to initiating the door opening sequence, or to cinch down the door after completing the door closing sequence. In the preferred embodiment, a pair of conventional latches is used for these purposes with one of the latches located near the bottom of the front edge of the door and the second latch located near the middle of the rear edge of the door. The striker for the front latch assembly is visible inFIG. 2(e.g., striker207). As previously noted, the latches may also be operated manually in case the power door mechanism is not functioning properly.

Assuming the use of a hydraulic door power system as preferred, controller1201controls the pressure within the power struts using a hydraulic pump1217and a hydraulic valve system1219. While the primary and secondary power struts may utilize separate hydraulic pumps and valves, preferably a single hydraulic pump is used for both the power struts of a single door101and, in at least one embodiment, both the power struts in both a left vehicle and right vehicle door101. Valve system1219provides precise control over the operation of the individual power struts. It should be understood that if the drive system for the power door101utilizes an alternate system, pump and valve systems1217/1219would be replaced with a suitable system under the control of controller1101.

In the preferred embodiment, a warning indicator1221is also coupled to control system1200. Indicator1221may be an audible indicator, a visual indicator (e.g., warning light on the dashboard or vehicle interface), or both. Controller1201may be programmed to activate warning indicator1221whenever the door is in motion, thus warning passengers and by-standers to be aware of the door's movement. Typically in this scenario an audible warning (e.g., a low volume series of beeps) is preferred with the warning sound emitted in the general vicinity of the moving door. Controller1201may also be programmed to activate warning indicator1221whenever an obstacle is detected, thus warning the operator as well as passengers and by-standers that the door will have to follow an alternate path and/or terminate movement.

While the basic and preferred door opening/closing sequences were described above relative toFIGS. 4-7, these sequences may be altered in response to the detection of a non-normal event, such as an object obstructing the door from following the normal opening/closing sequence. The altered response performed by controller1201depends upon the location of the detected obstruction, the position of door101relative to the obstruction and the affected stage of the door opening/closing sequence.FIGS. 13A-13Cillustrate the preferred methodology applied by door controller1201for various door operational scenarios.

When controller1201determines that a door button1205has been pressed or otherwise activated (step1301), the controller then determines the current position of the door, i.e., whether the door is open, closed, or in the middle of a door opening or closing sequence (step1303). If the door is currently closed, then the door opening sequence is initiated (step1305). If the door is currently open, then the door closing sequence is initiated (step1307). If the door is currently in the process of opening or closing (step1309), then in one embodiment the controller simply stops movement of the door (step1311). When the door button is pressed/activated again, the controller reverses the door's direction (step1313), i.e., reversing from an opening to a closing sequence or reversing from a closing to an opening sequence. In an alternate embodiment, if the door button is activated when the door is in motion (step1309) the controller immediately stops the door's motion and reverses its direction (step1315).

The normal opening and closing sequences in which door movement is unobstructed are described in detail above. As noted, in the preferred embodiment of the dual hinged door of the invention, the opening and closing sequences are each divided into four primary stages of movement, although either fewer or greater numbers of stages may be used.

When the door open sequence is initiated (step1305), controller1201checks the proximity sensors1213to determine if there is an obstacle in close proximity to the door (step1316), for example if the car has been parked too close to an adjacent building wall or another vehicle has parked too close to the door. In the preferred embodiment this distance is set at 2 inches, although other distances may be used. If such an obstacle is detected prior to initiating door movement (step1317), the door opening process does not begin (step1319). Preferably warning indicator1221is activated at this point (step1321), thus alerting the user of the problem.

If an obstacle is not detected (step1323) when the door open sequence is initiated (step1305), controller1201activates the door latches1215(step1325) and then verifies that the latches have been opened using sensors1207(step1327). If the latches malfunction (step1327), the door opening process does not begin (step1319) and preferably the warning indicator1221is activated (step1321) to alert the user of the malfunction. If the latches open properly (step1329), then controller1201activates the hydraulic pump1217, controlling the door opening speed as well as movement of both the upper and lower door portions (step1331). Door speed and control of upper and lower door motion is accomplished using variable valve1219and by controlling the current to hydraulic pump1217, preferably using pulse width modulation (PWM).

Once initiated, the door opening sequence follows the preset opening sequence of motions, e.g., the four stages of motion described above. As the door opens, controller1201monitors the position sensors1209, also referred to as displacement sensors, which provide feedback as to the relative locations of the door sections. Preferably controller1201also monitors motor speed using sensor1214, thereby obtaining feedback on door speed. Controller1201independently adjusts the pressure and flow to the two power struts to ensure that the door sections, i.e., portions201and203, are in their prescribed relative locations for each stage of the door opening swing. Throughout the sequence controller1201monitors the proximity sensors1213(step1333) to ensure that an obstacle is not obstructing the motion of one or both door portions. As previously noted, preferably controller1201also monitors the current of the power mechanism (e.g., sensor1206) as well as its speed (e.g., sensor1214), stopping door motion if the current exceeds a preset value or the motor speed suddenly drops.

During the opening sequence, if no obstacles are encountered the door continues to open until it is fully open (step1335). If an obstacle is encountered during the opening sequence (step1337), then the controller determines in which zone the obstacle is located (step1339). If the obstacle is to the side of the vehicle (step1341), for example located in zones4or5, or in some embodiments within zones3-5, the controller determines if the obstacle lies within the programmed distance (step1343). In the preferred embodiment the programmed distance is set at 2 inches. If the obstacle is outside of this distance, the door continues to open normally (step1345) while continuing to monitor for obstacles. If the obstacle lies within the programmed distance (step1347), in some embodiments the door opening sequence is modified to reduce outward door movement while continuing to open the door, the modified process continuing as long as no obstacle is detected that is located within the programmed distance (step1349). In the preferred embodiment, however, the door opening sequence is programmed to maintain the door as close as possible to the vehicle. As such, if an obstacle is detected next to the car and within the programmed distance, the door's opening sequence cannot be modified to reduce outward door movement. Accordingly, in this embodiment door motion is stopped (step1351) and preferably the warning indicator is activated (step1353).

In step1339, if the detected obstacle is above the vehicle (step1355), for example located in zone1, or in some embodiments within zones1or2, the controller determines if the obstacle lies within the programmed distance (step1357), e.g., 2 inches. If the obstacle is outside of this distance, the door continues to open normally (step1359) while continuing to monitor for obstacles. If the obstacle lies within the programmed distance (step1361), the door opening sequence is modified to stop movement of the upper door portion about the primary axis while continuing to move the lower door portion outwards about the secondary axis (step1363). This process continues until either the lower door portion203reaches it maximum opening, or until an obstacle is detected within the programmed distance that prevents further movement about the secondary axis.FIG. 14illustrates the situation in which an obstacle1401is detected above the car, causing controller1201to modify the opening sequence and stop motion about primary axis301while continuing to open the lower door portion203about secondary axis303.

When the door close sequence is initiated (step1307), controller1201checks the proximity sensors1213(step1365) to determine if there is an obstacle that would prevent the door from closing properly. If an obstacle is not detected (step1367), then the door close sequence is initiated (step1368). If an obstacle is detected (step1369), then the distance to the object is determined (step1371). If the distance from the vehicle to the object is greater than a preset value (step1373), door movement is initiated (step1368). If the distance from the vehicle to the object is less than the preset value (step1375), indicating that the detected object will interfere with door closure, door movement is not initiated and preferably warning indicator1221is activated (step1377).

Once it is determined that there is nothing obstructing the door from closing, controller1201determines if the door is in a normal position (step1379), e.g., the door opening sequence was not modified due to an obstacle. If the door was left in a non-normal open position (step1381), for example due to an obstacle blocking the normal opening sequence (see, for example, step1355above), then preferably the door is first returned to the normal door path (step1383). This may, for example, require that the lower door portion203be rotated inwardly about secondary axis303until both door portions are properly positioned relative to the normal door path.

After the normal closing sequence is initiated, controller1201continually monitors for objects that would prevent the door from closing normally (step1385). If an obstacle is detected (step1387), then the distance of the object is determined (step1389). If the distance from the vehicle to the object is less than the preset value (step1390), indicating that the detected object will interfere with door closure, the door closing sequence is terminated (step1391). In the preferred embodiment, while detection of an obstacle that will prevent door closure by a proximity sensor causes the door closing sequence to terminate (step1391), if the obstacle is detected by a pinch detector, excess current or reduced speed of the power mechanism (step1392), controller1201also reverses direction of the door motion (step1393) and preferably activates warning indicator1221(step1394). As long as no obstacles are detected that are close enough to obstruct the door closing sequence (step1395), the process continues with the controller continually monitoring for potential obstacles, including obstacles indicated by excess pump current, reduced motor speed or an obstacle detected by a pinch detector1211. This process continues until the controller determines that the door is closed (step1396), at which point the door closing sequence is terminated (step1397) and the door is cinched closed (step1398) with the latch motor1215. The controller ensures that the door latches are fully engaged using the latch sensors1207(step1399). If the door latches are not fully engaged, preferably controller1201activates warning indicator1221.

It should be understood that the accompanying figures are only meant to illustrate, not limit, the scope of the invention and should not be considered to be to scale.

Systems and methods have been described in general terms as an aid to understanding details of the invention. In some instances, well-known structures, materials, and/or operations have not been specifically shown or described in detail to avoid obscuring aspects of the invention. In other instances, specific details have been given in order to provide a thorough understanding of the invention. One skilled in the relevant art will recognize that the invention may be embodied in other specific forms, for example to adapt to a particular system or apparatus or situation or material or component, without departing from the spirit or essential characteristics thereof. Therefore the disclosures and descriptions herein are intended to be illustrative, but not limiting, of the scope of the invention.