Patent Publication Number: US-2022235599-A1

Title: System and method for detecting vehicular door movement due to non-contact using obstacle detection

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 16/567,156 filed on Sep. 11, 2019, which is a continuation-in-part of U.S. patent application Ser. No. 15/493,285 filed Apr. 21, 2017, which claims the benefit of U.S. Provisional Application No. 62/327,317 filed Apr. 25, 2016 and U.S. Provisional Application No. 62/460,152 filed Feb. 17, 2017. The entire disclosure of each of the above applications is incorporated herein by reference. 
    
    
     FIELD 
     The present disclosure relates generally to a non-contact obstacle detection system for a motor vehicle and method of operating the non-contact obstacle detection system. 
     BACKGROUND 
     This section provides background information related to the present disclosure which is not necessarily prior art. 
     Motor vehicles are increasingly being equipped with sensors that detect the environment and terrain surrounding the motor vehicle. For example, some vehicles include sensor systems that provide images of the terrain and/or other objects in the vicinity of the vehicle. Sensing systems utilizing radar have also been used to detect the presence and position of objects near the motor vehicle while the vehicle is moving. The signals and data generated by these sensor systems can be used by other systems of the motor vehicle to provide safety features such as vehicle control, collision avoidance, and parking assistance. Such sensing systems are generally used to assist the driver while he or she is driving the motor vehicle and/or to intervene in controlling the vehicle. 
     Additionally, closure members for vehicles (e.g. doors, lift gates, etc.) are increasingly provided with powered actuation mechanisms capable of opening and/or closing the closure members. Typically, powered actuation systems include a power-operated device such as, for example, an electric motor and a rotary-to-linear conversion device that are operable for converting the rotary output of the electric motor into translational movement of an extensible member. In most arrangements, the electric motor and the conversion device are mounted to the closure member and the distal end of the extensible member is fixedly secured to the vehicle body. One example of a such as powered actuation system is shown in commonly-owned U.S. Pat. No. 9,174,517 which discloses a power swing door actuator having a rotary-to-linear conversion device configured to include an externally-threaded leadscrew rotatively driven by the electric motor and an internally-threaded drive nut meshingly engaged with the leadscrew and to which the extensible member is attached. Accordingly, control over the speed and direction of rotation of the leadscrew results in control over the speed and direction of translational movement of the drive nut and the extensible member for controlling swinging movement of the passenger door between its open and closed positions. Such power actuated operation can lead to issues with the closure members unintentionally striking surrounding objects or obstacles. For example, an object near the closure member may obstruct the opening or closing of the closure member and/or the closure member may be damaged if opened under power and strikes the obstacle. However, known sensing system or obstacle detection systems do not properly address potential situations involving obstacles. 
     Powered actuation systems may also need to take into account and/or compensate for effects of wind on the movement of the closure member. For instance, closure members may be inadvertently moved by wind gusts or sustained wind. Wind may also change the rate at which the powered actuator moves the closure member and/or could lead to increased wear or damage to components of the powered actuation system due to increased loading resulting from the wind acting on the closure member. While one solution could involve the use of wind vanes or anemometers to detect wind, such sensor types are generally not well suited to be used on motor vehicles. In addition, such sensors would likely add increased cost and complexity to the powered actuation systems. 
     Thus, there is an increasing need for an obstacle detection system that prevents the closure member from colliding with nearby objects, while also determining if wind is moving the closure member. Furthermore, other desirable features and characteristics of the present invention will become apparent from the subsequent detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background. 
     SUMMARY 
     This section provides a general summary of the present disclosure and is not intended to be interpreted as a comprehensive disclosure of its full scope or all of its features, aspects and objectives. 
     It is an aspect of the present disclosure to provide a non-contact obstacle detection system for a motor vehicle. The non-contact obstacle detection system includes a main electronic control unit having a plurality of input-output terminals and adapted to connect to a power source. At least one non-contact obstacle sensor is coupled to the plurality of input-output terminals of the main electronic control unit for detecting obstacles near a closure member of the vehicle. A power actuator is coupled to the closure member and to the plurality of input-output terminals of the main electronic control unit for moving the closure member. The main electronic control unit is configured to detect movement of the closure member and detect no obstacle using the at least one non-contact obstacle sensor. The main electronic control unit is additionally configured to alter movement of the closure member in response to no obstacle being detected while movement of the closure member is detected. 
     It is another aspect of the present disclosure to provide a method of operating a non-contact obstacle detection system for a motor vehicle. The method includes the step of determining whether a closure member is in an open position. The next step of the method is determining whether no obstacle is detected using at least one sensor. The method continues with the step of determining whether the closure member is moving in the open position. The method also includes the step of altering motion of the closure member in response to the closure member moving and no obstacle being detected. 
     These and other aspects and areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purpose of illustration only and are not intended to limit the scope of the present disclosure. 
    
    
     
       DRAWINGS 
       The drawings described herein are for illustrative purposes only of selected embodiments and not all implementations, and are not intended to limit the present disclosure to only that actually shown. With this in mind, various features and advantages of example embodiments of the present disclosure will become apparent from the following written description when considered in combination with the appended drawings, in which: 
         FIGS. 1 and 2  are block diagrams illustrating a non-contact obstacle detection system for a motor vehicle according to aspects of the disclosure; 
         FIG. 3  illustrates a block diagram of a sensor multiplexer hub of the non-contact obstacle detection system of  FIGS. 1 and 2  according to an aspect of the disclosure; 
         FIGS. 4, 5A, 5B, and 6A  illustrate a plurality of lift gate TOF (time of flight) proximity sensors of the non-contact obstacle detection system of  FIGS. 1 and 2  on a lift gate of a vehicle according to an aspect of the disclosure; 
         FIG. 6B  illustrates a block diagram of a lift gate TOF module of the non-contact obstacle detection system of  FIGS. 1 and 2  according to an aspect of the disclosure; 
         FIGS. 7A-7D  illustrate sensing capabilities of infrared TOF sensors of the non-contact obstacle detection system of  FIGS. 1 and 2  including infrared TOF sensors in an applique of a door according to an aspect of the disclosure; 
         FIGS. 8A-8D  illustrate sensing capabilities of infrared TOF sensors with radar sensing of the non-contact obstacle detection system of  FIGS. 1 and 2  including infrared TOF sensors in the applique of the door according to an aspect of the disclosure; 
         FIGS. 9A-9D  illustrate sensing capabilities of ultrasonic sensors with radar sensing of the non-contact obstacle detection system of  FIGS. 1 and 2  according to an aspect of the disclosure; 
         FIGS. 10A-10D  illustrate sensing capabilities of infrared TOF sensors with radar sensing of the non-contact obstacle detection system of  FIGS. 1 and 2  according to an aspect of the disclosure; 
         FIGS. 11A and 11B  illustrate a door handle TOF sensor of the non-contact obstacle detection system of  FIGS. 1 and 2  according to an aspect of the disclosure; 
         FIGS. 12A-12D  illustrate sensing capabilities of infrared TOF sensors with ultrasonic sensing of the non-contact obstacle detection system of  FIGS. 1 and 2  including infrared TOF sensors in the applique of the door according to an aspect of the disclosure; 
         FIGS. 13A-13D  illustrate sensing capabilities of ultrasonic sensors with radar and infrared TOF sensing of the non-contact obstacle detection system of  FIGS. 1 and 2  including infrared TOF sensors in an applique of a door according to an aspect of the disclosure; 
         FIGS. 14A-14D  illustrate sensing blind spots with a side view mirror TOF sensor of the non-contact obstacle detection system of  FIGS. 1 and 2  according to an aspect of the disclosure; 
         FIGS. 15A-15B  illustrate a side view mirror TOF sensor of the non-contact obstacle detection system of  FIGS. 1 and 2  according to an aspect of the disclosure; 
         FIGS. 16A-16D  illustrate a housing assembly of a TOF sensor of the non-contact obstacle detection system of  FIGS. 1 and 2  according to an aspect of the disclosure; 
         FIG. 17  illustrates steps of a method of teaching a plurality of lift gate TOF modules according to an aspect of the disclosure; 
         FIG. 18  illustrates steps of a method of operating a lift gate having a plurality of lift gate TOF modules according to an aspect of the disclosure; 
         FIG. 19  illustrates steps of a method of operating a front door having a side view mirror TOF sensor according to an aspect of the disclosure; 
         FIG. 20  illustrates steps of a method of operating a rear door using a side view TOF sensor according to an aspect of the disclosure; 
         FIG. 21  illustrates steps of a method of operating a side door having a door handle TOF sensor according to an aspect of the disclosure; 
         FIG. 22  is a perspective view of an example motor vehicle equipped with a power door actuation system situated between a front passenger swing door and the vehicle body and which is constructed in accordance with the teachings of the present disclosure; 
         FIG. 23  is a diagrammatic view of the front passenger door shown in  FIG. 25 , with various components removed for clarity purposes only, in relation to a portion of the vehicle body and which is equipped with the power door actuation system of the present disclosure; 
         FIGS. 24A and 24B  illustrate a pair of ultrasonic transducers of the non-contact obstacle detection system of  FIGS. 1 and 2  on a mirror of a vehicle according to an aspects of the disclosure; 
         FIGS. 25A and 25B  illustrate a plurality of ultrasonic transducers of the non-contact obstacle detection system of  FIGS. 1 and 2  on a swing door of a vehicle according to an aspects of the disclosure; 
         FIGS. 26A and 26B  illustrate a plurality of ultrasonic transducers of the non-contact obstacle detection system of  FIGS. 1 and 2  on a rocker panel of a vehicle according to an aspects of the disclosure; 
         FIGS. 27A and 27B  illustrate a mechanical blocker on a front fender of a vehicle according to an aspects of the disclosure; 
         FIG. 28  illustrates steps of a method of detecting an object using a pair of ultrasonic transducers according to aspects of the disclosure; 
         FIG. 29  illustrates steps of a method of operating a pair of ultrasonic transducers in an ultrasonic transducer burst mode according to aspects of the disclosure; 
         FIG. 30  illustrates operation of the non-contact obstacle detection system of  FIGS. 1 and 2  while a wind force acts on the swing door of the vehicle according to aspects of the disclosure; 
         FIG. 31  illustrates steps of a method of operating the non-contact obstacle detection system to detect no obstacles while movement of the closure member is detected according to aspects of the disclosure; 
         FIG. 32  illustrates steps of a method of operating the non-contact obstacle detection system to detect a movement of the vehicle while movement of the closure member is detected according to aspects of the disclosure; and 
         FIG. 33  illustrates steps of a method of operating the non-contact obstacle detection system to detect no obstacles and movement of the vehicle while movement of the closure member is detected according to aspects of the disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     In the following description, details are set forth to provide an understanding of the present disclosure. In some instances, certain circuits, structures and techniques have not been described or shown in detail in order not to obscure the disclosure. 
     In general, the present disclosure relates to an obstacle detection system of the type well-suited for use in many applications. More specifically, a non-contact obstacle detection (NCOD) system for a motor vehicle closure system and methods of operating the non-contact obstacle detection system are disclosed herein. The non-contact obstacle detection system of this disclosure will be described in conjunction with one or more example embodiments. However, the specific example embodiments disclosed are merely provided to describe the inventive concepts, features, advantages and objectives will sufficient clarity to permit those skilled in this art to understand and practice the disclosure. 
     Referring to the Figures, wherein like numerals indicate corresponding parts throughout the several views, a non-contact obstacle detection system  20  for a motor vehicle  22  is disclosed. As best shown in  FIGS. 1 and 2 , the non-contact obstacle detection system  20  includes a main electronic control unit  24  that has a plurality of input-output terminals and is adapted to connect to a power source  26  and to a vehicle CAN bus  28  (controller area network). Main electronic control unit  24  may include an inclinometer sensor  25  for measuring an incline of the vehicle  22 , or the vehicle door, such as swing door  46 . Inclinometer sensor  25  may be provided for at other locations within the door, or vehicle, for example as part of Body Control module  27 . 
     A sensor multiplexer hub  30  is coupled to at least one of the plurality of input-output terminals of the main electronic control unit  24  for providing power to the sensor multiplexer hub  30  and for communication with the main electronic control unit  24  via CAN communication. As best shown in  FIG. 3 , the sensor multiplexer hub  30  includes a hub serial bus interface  32  and a hub CAN bus interface  34 . The sensor multiplexer hub  30  additionally includes a hub I 2 C repeater  36  coupled to the hub serial bus interface  32  to provide for communications on an I 2 C bus and a multiplexer  38  coupled to the hub I 2 C repeater  36 . The hub I 2 C repeater  36  can also act as a level translator. In detail, Inter-Integrated Circuit (I 2 C) buses are generally a multi-master, multi-slave, single-ended, serial computer bus. The sensor multiplexer hub  30  additionally includes a hub microcontroller  40  coupled to the multiplexer  38  and to the hub CAN bus interface  34  and a hub voltage regulator  42  for regulating voltage supplied to the sensor multiplexer hub  30 . 
     Referring back to  FIG. 2 , a motor  44  and/or a motor controller is also coupled to one of the plurality of input-output terminals of the main electronic control unit  24  (e.g., for moving a vehicle  22  closure member such as a swing door  46  or a lift gate  48 , shown in  FIG. 4 ) and may be operated with pulse width modulation by the main electronic control unit  24 . Although only one motor  44  is described and shown in the Figures, it should be appreciated that any number of motors  44  may be utilized. 
     An LCD unit  50  is also coupled to one of the plurality of input-output terminals of the main electronic control unit  24  for displaying information related to the non-contact obstacle detection system  20  to a user (e.g., obstacle warning messages). A wireless interface unit  52  is also coupled to one of the plurality of input-output terminals of the main electronic control unit  24  for wireless communication. At least one angle sensor  54  ( FIG. 1 ) may also be coupled to the sensor multiplexer hub  30 . The angle sensor  54  could detect things such as, but not limited to the angle of a swing door  46  of the vehicle  22 . 
     A lift gate sensor assembly  56  includes a plurality of left lift gate TOF modules  58  and a plurality of right lift gate TOF modules  60  for attachment to a lift gate  48  of a vehicle  22  ( FIGS. 4, 5A, 5B, and 6A ) and for detecting obstacles (and gestures) near the lift gate  48  and for outputting lift gate TOF sensor signals. The quantity of lift gate TOF modules  58 ,  60  depends on the size and shape of the lift gate  48 . Time of flight (TOF) sensing allows an absolute distance to be measured independently of a target&#39;s reflectance. Sensors utilizing this technology measure the amount of time it takes light to travel from an emitter to the target and back (i.e., time of flight). As described herein, the TOF sensors utilize infrared (IR) light. 
     As best shown in  FIG. 6B , the left and right lift gate TOF modules  58 ,  60  each include a lift gate TOF module CAN bus interface  70  and a plurality of lift gate TOF proximity sensors  62 . The lift gate TOF proximity sensors  62  can, for example, have a range of approximately 40 centimeters and can also include an integrated transmitter/receiver in one microchip. The left and right lift gate TOF modules  58 ,  60  each also include a lift gate TOF module I 2 C repeater  72  coupled to the lift gate TOF proximity sensors  62  and to the lift gate TOF module CAN bus interface  70 . 
     Referring back to  FIG. 2 , the lift gate sensor assembly  56  includes a left I 2 C module  74  coupled to the left lift gate TOF modules  58  for communicating the lift gate TOF sensor signals from the left lift gate TOF modules  58  to the sensor multiplexer hub  30 . Similarly, the lift gate sensor assembly  56  additionally includes a right I 2 C module  76  coupled to the right lift gate TOF modules  60  for communicating the lift gate  48  TOF sensor signals from the right lift gate TOF modules  60  to the sensor multiplexer hub  30 . The left I 2 C module  74  and the right I 2 C module  76  of the lift gate sensor assembly  56  are coupled to the sensor multiplexer hub  30  for providing power to the lift gate sensor assembly and for communication between the main electronic control unit  24  and the lift gate sensor assembly  56 . It should be appreciated that the plurality of lift gate TOF proximity sensors  62  could instead comprise sensors utilizing ultrasonic transducers or radar. 
     A graphics voltage converter  78  is coupled to the sensor multiplexer hub  30  for converting an input voltage from the sensor multiplexer hub  30  to a graphics output voltage. A GPU  80  (graphics processing unit) is coupled to the graphics voltage converter  78  and configured to operate using the graphics output voltage from the graphics voltage converter  78  for processing graphics data. A camera  82  is coupled to the GPU  80  for attachment to the vehicle  22  and for capturing computer vision imaging. An illumination unit  84  is coupled to the camera  82  for providing illumination for the computer vision imaging by the camera  82 . The camera  82  may include complementary metal oxide semi-conductor (CMOS) charge-coupled device (CCD) type image sensors, for example. The camera  82  can generate imaging of a target area and can, for example, be used for determining speed or direction of an object (e.g., an obstacle), the shape and/or contour of the object, and/or otherwise assist the non-contact obstacle detection. 
     A front and rear side door sensor assembly  86  includes a plurality of door handle TOF sensors  64  each for attachment to one of a front and rear side door handle  88  ( FIGS. 7A-7D, 8A-8D, 9A-9D, and 10A-10D ) and for detecting obstacles near the front and rear side door handles  88 . Each of the plurality of door handle TOF sensors  64  can have a 1 meter range, for example, and may also include an integrated transmitter/receiver in a single microchip. The plurality of door handle TOF sensors  64  are coupled to one another and to at least one of the plurality of input-output terminals of the main electronic control unit  24 . As shown in  FIGS. 7A-7D , the non-contact obstacle detection system  20  for the motor vehicle  22  may utilize IR TOF sensing alone (including in an applique  89  of the door  46 ). In contrast, in  FIGS. 8A-8D , TOF sensors may be used in the handle  88  (e.g., door handle TOF sensors  64 ) and the applique  89  of the door  46  for detecting obstacles and gestures, while radar may be used in the rocker panel for detecting obstacles. In  FIGS. 9A-9D , ultrasonic sensors or transducers  114  may be disposed in the handle  88  and/or belt line, while radar is utilized in the rocker panel (all are used for obstacle detection). In  FIGS. 10A-10D , door handle TOF sensors  64  may be used in the handle  88 , and radar may be utilized in the rocker panel. 
     As best shown in  FIGS. 11A and 11B , the plurality of door handle TOF sensors  64  each include a door handle wiring harness connector  90  and a door handle voltage regulator  92  coupled to the door handle wiring harness connector  90  for regulating a door handle input voltage and outputting a door handle output voltage. The plurality of door handle TOF sensors  64  each also include a door handle I 2 C repeater  94  coupled to the door handle voltage regulator  92  and to the door handle wiring harness connector  90  and a door handle TOF sensor IC  96  coupled to the door handle I 2 C repeater  94  and the door handle voltage regulator  92 . It should be appreciated that the plurality of door handle TOF sensors  64  could instead comprise ultrasonic sensors or transducers  114  ( FIGS. 12A-12D and 13A-13D ) or radar. 
     The front and rear side door sensor assembly  86  also includes a plurality of side view mirror TOF sensors  66  for attachment to one of a right and a left side view mirror  98  ( FIGS. 7A-7D and 14A-14D ) and for detecting obstacles near the right and left side view mirrors  98 . The plurality of side view mirror TOF sensors  66 , for example, can have a 2.5 meter range. The plurality of side view mirror TOF sensors  66  are coupled to one another and to at least one of the plurality of input-output terminals of the main electronic control unit  24  ( FIG. 2 ). In the case of ultrasonic sensors disposed on the side view mirrors  98  in  FIGS. 12A-12B  in combination with ultrasonic sensors  114  in the door handle  88  and/or belt line with IR TOF sensors in the applique  89 , the ultrasonic sensors  114  may be used for sensing obstacles and the IR TOF sensors in the applique  89  can be used to detect gestures. In  FIGS. 13A-13D , ultrasonic sensors  114  can be disposed in the door handle  88  and/or belt line and IR TOF sensors can be disposed in the applique  89  with radar sensors in the rocker panel. The ultrasonic sensors  114  and radar may be used for sensing obstacles and the ultrasonic sensors  114  in the applique  89  can be used to detect gestures. 
     As best shown in  FIGS. 15A and 15B , the plurality of side view mirror TOF sensors  66  each include a side view mirror wiring harness connector and driver  100  and a side view mirror transmitter  102  (e.g., IR light emitting diode transmitter, for example, OSRAM SFH 4550) for transmitting a side view TOF beam. The plurality of side view mirror TOF sensors  66  each also include a side view mirror receiver  104  (e.g., photodiode, for example, OSRAM SFH 213 or SFH 213 FA) for receiving a reflected side view TOF beam in response to the transmission of the side view TOF beam by the side view mirror transmitter  102 . The side view mirror receiver  104  converts the return signal into a current signature. A side view mirror I 2 C repeater  106  is coupled to the side view mirror wiring harness connector and driver  100 . A side view mirror TOF sensor IC  108  (integrated circuit, for example, Intersil ISL29501) is coupled to the side view mirror transmitter  102  and the side view mirror receiver  104  and to the side view mirror I 2 C repeater  106 . The side view mirror TOF sensor IC  108  calculates the time of flight of the target using signal processing (i.e., the time of flight is proportional to the target distance). It should be appreciated that the plurality of side view mirror TOF sensors  66  could instead comprise sensors utilizing ultrasonic transducers  114  ( FIGS. 12A-12D ) or radar. As illustrated in  FIGS. 14A-14D , the plurality of side view mirror TOF sensors  66  can also be used during motion of the vehicle  22  for monitoring blind spots. 
     A LIN bus interface unit  110  ( FIG. 2 ) is coupled to at least one of the plurality of input-output terminals of the main electronic control unit  24 . The LIN bus interface provides for communication over a Local interconnect network (LIN). Local interconnect network provides for communication between components on the vehicle  22  via a serial network protocol. An ultrasonic sensor driver ECU  112  (electronic control unit) is coupled to the LIN bus interface. A plurality of the ultrasonic transducers  114  are coupled to the ultrasonic sensor driver ECU  112  for attachment to at least one of a front and a rear power swing door  46  (e.g., belt line or rocker panel location of the vehicle  22 , as shown in  FIGS. 13A-13D and 14A-14D ) and for detecting obstacles near the front and rear power swing doors  46 . It should be appreciated that the plurality of ultrasonic transducers  114  could instead comprise sensors utilizing TOF technology ( FIGS. 8A-8D and 9A-9D ) or radar ( FIG. 10A-10D ). 
     As best shown in  FIGS. 16A and 16B , each of the lift gate TOF modules  58 ,  60 , door handle TOF sensors  64 , and side view mirror TOF sensors  66  can include a housing assembly  116  that comprises a housing top  118  and a housing bottom  120 , each made of plastic (e.g., polypropylene and/or acrylonitrile butadiene styrene), for example. The housing top  118  includes an opening containing a window  122  of acrylic (e.g., that is transparent to infrared light). In detail, the window  122  has a low friction coating (such as an omniphobic coating like fluorodecyl POSS), so that dirt/contamination cannot adhere to the window  122 . The window  122  must remain debris free to permit the infrared TOF to function effectively. A heater could also be added to the housing assembly  116  to melt snow or ice off of the window  122 . A sensor printed circuit board  124  ( FIG. 16B ) that has a sensor IC attached as well as a plurality of wiring harness connectors (e.g., door handle wiring harness connector  90  or side view mirror wiring harness connector  100 ) is disposed within the housing assembly  116 . The housing bottom  120  can include one or more apertures to accommodate the wiring harness connectors. While such a specific structure may be utilized, it should be understood that each of the lift gate TOF modules  58 ,  60 , door handle TOF sensors  64 , and side view mirror TOF sensors  66  may take other forms. 
     As illustrated in  FIG. 17 , a method of teaching a plurality of lift gate TOF modules  58 ,  60  is also disclosed and may only be performed once at a vehicle manufacturer so that the non-contact obstacle detection system  20  of the motor vehicle  22  learns the shut face/seal geometry as the lift gate  48  is closing. The non-contact obstacle detection system  20  learns a shut face distance value from each lift gate TOF modules  58 ,  60  and will record teach data (i.e., recorded profiles) in non-volatile memory. The method of teaching a plurality of lift gate TOF modules  58 ,  60  includes the step of  200  maintaining the main electronic control unit  24  in a stand-by state. Then,  202  periodically scanning for a lift gate TOF teach signal using the main electronic control unit  24  in the stand-by state. The method proceeds by  204  returning to the stand-by state in response to not detecting the lift gate TOF teach signal. Next,  206  commanding a lift gate  48  to move from a full closed position to a full open position in response to detecting the lift gate TOF teach signal. The method proceeds by,  208  determining whether the lift gate  48  is in the full open position once motion of the lift gate  48  has ceased (e.g., using the angle sensor  54 , Hall-effect sensors, or other sensors to detect the position). The next step of the method is  210  returning to the stand-by state in response to a determination that the lift gate  48  is not in the full open position. Then,  212  commanding the lift gate  48  to move from the full open position to the full closed position in response to determining that the lift gate  48  is in the full open position. The method continues by,  214  recording a plurality of lift gate TOF signals from the lift gate TOF modules  58 ,  60  using the main electronic control unit  24  during movement of the lift gate  48  to the full closed position. The method also includes the steps of  216  generating a plurality of recorded profiles based on the plurality of lift gate TOF signals and  218  storing the plurality of recorded profiles in a non-volatile memory. Then, the method includes the step of  220  determining whether the method of teaching the plurality of lift gate TOF modules  58 ,  60  has been completed. Then,  222  returning to the step of commanding the lift gate  48  to move from the full closed position to the full open position (i.e., step  206 ) in response to a determination that the method of teaching has not been completed. The method concludes by,  224  ending the method of teaching the plurality of lift gate TOF modules  58 ,  60  in response to determining that the method of teaching the plurality of lift gate TOF modules  58 ,  60  has been completed. During normal cycling of the lift gate  48 , the system will compare the data from this method of teaching (i.e., recorded profiles) to real-time data to determine if there is an object or obstacle present. 
     As best shown in  FIG. 18 , a method of operating a lift gate  48  (i.e., normal operation) having a plurality of lift gate TOF modules  58 ,  60  is also disclosed and includes the step of  300  maintaining the main electronic control unit  24  in a stand-by state. Then,  302  periodically scanning for a lift gate fob signal using the main electronic control unit  24  in the stand-by state and  304  returning to the stand-by state in response to not detecting the lift gate fob signal. The method continues by,  306  determining whether the lift gate  48  is in an open position in response to detecting the lift gate fob signal. 
     The method of operating a lift gate  48  having a plurality of lift gate TOF modules  58 ,  60  proceeds by,  308  commanding the lift gate  48  to move from a full closed position to a full open position in response to a determination that the lift gate  48  is not in the open position. Next,  310  commanding the lift gate  48  to move from the open position to the full closed position and  312  activating a scan of a plurality of lift gate TOF signals from a plurality of lift gate TOF modules  58 ,  60 . The next step of the method is  314  generating a plurality of lift gate  48  TOF sensor profiles based on the plurality of lift gate TOF signals. Then,  316  comparing the plurality of lift gate TOF sensor profiles to a plurality of stored recorded profiles. 
     The method of operating a lift gate  48  having a plurality of lift gate TOF modules  58 ,  60  then includes the step of  318  determining whether a difference between a distance measured during motion of the lift gate  48  and a stored distance value exceeds a threshold. The method also includes the step of  320  continuing to close the lift gate  48  in response to a determination that the difference between the distance measured during motion of the lift gate  48  and the stored distance value does not exceed the threshold. 
     The method of operating a lift gate  48  having a plurality of lift gate TOF modules  58 ,  60  also includes the step of  322  determining whether the lift gate  48  is in the open position and  324  returning to the step of generating a plurality of lift gate TOF sensor profiles based on the plurality of lift gate TOF signals in response to a determination that the lift gate  48  is in the open position. The next step of the method is  326  registering that the lift gate  48  is closed and the next lift gate fob signal will cause the lift gate  48  to move in an opening direction in response to a determination that the lift gate  48  is not in the open position. The method concludes by,  328  stopping motion of the lift gate  48  and  330  registering that the next lift gate fob signal will cause the lift gate  48  to move in the opening direction in response to a determination that the difference between the distance measured during motion of the lift gate  48  and the stored distance value exceeds the threshold. 
     As illustrated in  FIG. 19 , a method of operating a front door (e.g., swing door  46 ) having a side view mirror TOF sensor  66  is additionally disclosed and includes the step of  400  maintaining the main electronic control unit  24  in a stand-by state. Then,  402  periodically scanning for a front door opening signal using the main electronic control unit  24  in the stand-by state. The next step of the method is  404  returning to the stand-by state in response to not detecting the front door opening signal. 
     The method of operating a front door having a side view mirror TOF sensor  66  also includes the step of  406  determining whether a rear door is in an open position in response to detecting the front door opening signal. The method proceeds by,  408  detecting an obstacle using short range detection with the plurality of side view mirror TOF sensors  66  in response a determination that the rear door is in the open position. Next,  410  ceasing door opening and disabling system in response to the obstacle being detected. It should be appreciated that while these steps involve the door opening, the method may alternatively include closing the closure member or door. 
     The method of operating a front door having a side view mirror TOF sensor  66  proceeds by,  412  releasing a latch and applying power to a motor  44  in response to the obstacle not being detected and determining whether the front door is in a full open position. The next step of the method is  414  continuing to apply power to the motor  44  in response to a determination that the front door is not in the full open position. The method also includes the steps of  416  returning to the step of detecting if the obstacle is detected using short range detection and  418  concluding that the front door is open in response to a determination that the front door is in the full open position. 
     The method of operating a front door having a side view mirror TOF sensor  66  continues with the step of  420  detecting if the obstacle is detected using long range detection with the plurality of side view mirror TOF sensors  66  in response to a determination that the rear door is not in the open position. Then, the method includes the step of  422  ceasing door opening and disabling system in response to the obstacle being detected. The method proceeds by,  424  releasing the latch and applying power to the motor  44  in response to the obstacle not being detected. 
     The method operating a front door having a side view mirror TOF sensor  66  then includes the step of  426  determining whether the front door is in the full open position. Next,  428  continuing to apply power to the motor  44  in response to a determination that the front door is not in the full open position. The method proceeds by,  430  returning to the step of detecting if the obstacle is detected using long range detection. The method then completes with the step of  432  concluding that the front door is open in response to a determination that the front door is in the full open position. 
     As illustrated in  FIG. 20 , a method of operating a rear door (e.g., swing door  46 ) using a side view mirror TOF sensor  66  is also disclosed and includes the step of  500  maintaining the main electronic control unit  24  in a stand-by state. Then,  502  periodically scanning for a rear door opening signal using the main electronic control unit  24  in the stand-by state and  504  returning to the stand-by state in response to not detecting the front door opening signal. 
     The method of operating a rear door using a side view mirror TOF sensor  66  continues with the step of  506  determining whether a front door is in an open position in response to detecting the front door opening signal. Then,  508  ignoring the side view mirror TOF sensor  66  of the front door in response to a determination that the front door is in the open position. The next step of the method is  510  detecting an obstacle using long range detection with the side view mirror TOF sensor  66  in response to a determination that the front door is not in the open position. The method continues by  512  ceasing door opening and disabling system in response to the obstacle being detected. It should be understood that while these steps involve the door opening, the method may alternatively include closing the door or closure member. 
     The method of operating a rear door using a side view mirror TOF sensor  66  also includes the step of  514  releasing the latch and applying power to the motor  44  in response to the obstacle not being detected. Next,  516  determining whether the rear door is in the full open position and  518  continuing to apply power to the motor  44  in response to a determination that the front door is not in the full open position. The method continues by,  520  returning to the step of detecting if the obstacle is detected using long range detection. The final step of the method is  522  concluding that the rear door is open in response to a determination that the rear door is in the full open position. 
     As illustrated in  FIG. 21 , a method of operating a side door (e.g., swing door  46 ) having a door handle TOF sensor  64  and rocker panel sensors is additionally disclosed and includes the step of  600  maintaining the main electronic control unit  24  in a stand-by state. Then,  602  periodically scanning for a side door opening signal using the main electronic control unit  24  in the stand-by state. The method continues by  604  returning to the stand-by state in response to not detecting the side door opening signal. 
     The method of operating a side door having a door handle TOF sensor  64  also includes the step of  606  activating non-contact obstacle detection in response to detecting the side door opening signal. Next,  608  detecting an obstacle using the door handle TOF sensor  64  in response to a determination that the side door is not in the open position. The method proceeds by  610  ceasing door opening and disabling the system in response to the obstacle being detected. 
     The method of operating a side door having a door handle TOF sensor  64  also includes the step of  612  releasing the latch and applying power to the motor  44  in response to the obstacle not being detected. Then,  614  determining whether the side door is in the full open position. The method then includes the step of  616  continuing to apply power to the motor  44  in response to a determination that the front door is not in the full open position. Next,  618  returning to the step of detecting if the obstacle is detected using the door handle TOF sensor  64  and  620  concluding that the side door is open in response to a determination that the side door is in the full open position. 
     Referring initially to  FIG. 22 , an example motor vehicle  710  is shown to include a first passenger door  712  pivotably mounted to a vehicle body  714  via an upper door hinge  716  and a lower door hinge  718  which are shown in phantom lines. In accordance with the present disclosure, a power door actuation system  720  is integrated into the pivotal connection between first passenger door  712  and a vehicle body  714 . The power door actuation system  720  can be integrated into the non-contact obstacle detection system  20  of the present disclosure. In accordance with a preferred configuration, power door actuation system  720  generally includes a power actuator or power-operated swing door actuator secured within an internal cavity of passenger door  712  and including an electric motor driving a spindle drive mechanism having an extensible component that is pivotably coupled to a portion of the vehicle body  714 . Driven rotation of the spindle drive mechanism causes controlled pivotal movement of passenger door  712  relative to vehicle body  714 . 
     Each of upper door hinge  716  and lower door hinge  718  include a door-mounting hinge component and a body-mounted hinge component that are pivotably interconnected by a hinge pin or post. While power door actuation system  720  is only shown in association with front passenger door  712 , those skilled in the art will recognize that the power door actuation system can also be associated with any other door or lift gate of vehicle  710  such as rear passenger doors  717  and decklid  719 . 
     Power door actuation system  720  is diagrammatically shown in  FIG. 23  to include a power swing door actuator  722  configured to include an electric motor  724 , a reduction geartrain  726 , a slip clutch  728 , and a drive mechanism  730  which together define a power assembly  732  that is mounted within an interior chamber  734  of door  712 . Power swing door actuator  722  further includes a connector mechanism  736  configured to connect an extensible member of drive mechanism  730  to vehicle body  714 . A brake mechanism  725 , such as an electromagnetic brake assembly, may be provided, and illustratively shown coupled to a shaft of the electric motor  724  and controlled by the electronic control module  752  for holding or releasing the rotation of the motor and thus the ultimately braking the movement of the door  712 . The brake  725  may act on other components of the power swing door actuator  722 , or generally on the door to stop the motion of the door  712 , for example a brake  725  may be provided to act on the hinges  716 ,  718 , or on a door check mechanism  727  for example as described in commonly owned US Patent Application No. US20190112849 entitled “Power-operated variable force door check mechanism for a vehicular closure system” the entire contents of which are incorporated by reference, provided between the vehicle body  714  and the vehicle door  712 , as examples. As also shown, an electronic control module  752  is in communication with electric motor  724  for providing electric control signals thereto. Electronic control module  752  can include a microprocessor  754  and a memory  756  having executable computer readable instructions stored thereon. 
     Although not expressly illustrated, electric motor  724  can include Hall-effect sensors for monitoring a position and speed of vehicle door  712  during movement between its open and closed positions. For example, one or more Hall-effect sensors may be provided and positioned to send signals to electronic control module  752  that are indicative of rotational movement of electric motor  724  and indicative of the rotational speed of electric motor  724 , e.g., based on counting signals from the Hall-effect sensor detecting a target on a motor output shaft. In situations where the sensed motor speed is greater than a threshold speed and where the current sensor registers a significant change in the current draw, electronic control module  752  may determine that the user is manually moving door  712  while motor  724  is also operating, thus moving vehicle door  712  between its open and closed positions. Electronic control module  752  may then send a signal to electric motor  724  to stop motor  724  and may even disengage slip clutch  728  (if provided). Conversely, when electronic control module  752  is in a power open or power close mode and the Hall-effect sensors indicate that a speed of electric motor  724  is less than a threshold speed (e.g., zero) and a current spike is registered, electronic control module  752  may determine that an obstacle is in the way of vehicle door  712 , in which case the electronic control system may take any suitable action, such as sending a signal to turn off electric motor  736 . As such, electronic control module  752  receives feedback from the Hall-effect sensors to ensure that a contact obstacle has not occurred during movement of vehicle door  712  from the closed position to the open position, or vice versa. 
     As is also schematically shown in  FIG. 23 , electronic control module  752  can be in communication with a remote key fob  760  or an internal/external handle switch  762  for receiving a request from a user to open or close vehicle door  712 . Put another way, electronic control module  752  receives a command signal from either remote key fob  760  and/or internal/external handle switch  762  to initiate an opening or closing of vehicle door  712 . Upon receiving a command, electronic control module  752  proceeds to provide a signal to electric motor  724  in the form of a pulse width modulated voltage (for speed control) to turn on motor  724  and initiate pivotal swinging movement of vehicle door  712 . While providing the signal, electronic control module  752  also obtains feedback from the Hall-effect sensors of electric motor  724  to ensure that a contact obstacle has not occurred. If no obstacle is present, motor  736  will continue to generate a rotational force to actuate spindle drive mechanism  730 . Once vehicle door  712  is positioned at the desired location, motor  724  is turned off and the “self-locking” gearing associated with gearbox  726  causes vehicle door  712  to continue to be held at that location. If a user tries to move vehicle door  712  to a different operating position, electric motor  724  will first resist the user&#39;s motion (thereby replicating a door check function) and eventually release and allow the door to move to the newly desired location. Again, once vehicle door  712  is stopped, electronic control module  752  will provide the required power to electric motor  724  to hold it in that position. If the user provides a sufficiently large motion input to vehicle door  712  (i.e., as is the case when the user wants to close the door), electronic control module  752  will recognize this motion via the Hall effect pulses and proceed to execute a full closing operation for vehicle door  712 . 
     Electronic control module  752  can also receive an additional input from a sensor, as previously disclosed herein, positioned on a portion of vehicle door  712 , such as on a door mirror  765 , or the like. Sensor  764  assesses if an obstacle, such as another car, tree, or post, is near or in close proximity to vehicle door  712 . If such an obstacle is present, sensor  764  will send a signal to electronic control module  752 , and electronic control module  752  will proceed to turn off electric motor  724  to stop movement of vehicle door  712 , and thus prevent vehicle door  712  from hitting the obstacle. This provides a non-contact obstacle avoidance system. In addition, or optionally, a contact obstacle avoidance system can be placed in vehicle  710  which includes a contact sensor  766  mounted to door, such as in association with molding component  767 , and operable to send a signal to controller  752 . 
     A power actuator disclosed in commonly-owned U.S. Pat. No. 9,174,517, incorporated by reference herein, is one non-limiting example of a power closure arrangement configured to be easily integrated into the non-contact obstacle detection system of the present disclosure. Specifically, this is an example of a non-contact obstacle detection system that can be used in association with the motor of the power actuator to drive the closure member, and an absolute position sensor can be used to determine the full open position. Other powered devices, such as power release latches can be used with this non-contact obstacle detection system. For example, non-limiting examples of such power release latches are disclosed in US Publication No. 2015/0330116 and US Publication No. 2012/0313384, each of which is incorporated by reference herein. Similarly, a power lift gate actuator capable of association herewith is disclosed in WO 2014/199235 as is likewise incorporated herein. Finally, a powered strut device for use in power lift gate systems is disclosed in US Publication No. 2015/0376929 and its teachings are further incorporated herein by reference. 
     According to aspects of the disclosure, the plurality of ultrasonic transducers  114  or sensors coupled to the ultrasonic sensor driver ECU  112  described above can, for example, comprise ultrasonic transducers  114  manufactured by Murata, part number MA-58MF14-7N. Such ultrasonic transducers  114  can exhibit directivity (i.e., the degree to which the radiation emitted from the ultrasonic transducer  114  is concentrated in a single direction). The ultrasonic sensor driver ECU  112  utilized herein, may for example comprise elmos E524.08 or E524.09 ultrasonic sensor drivers. Various software strategies can be employed including auto threshold generation, which is used to eliminate ground reflections. Other software strategies can include, but are not limited to, sensitivity time control (uses fixed versus increasing gain over time), near field threshold generation (used to reduce/eliminate ringing characteristics that occur during transmission bursts), and controllable listening window length (varies the transmit and receive time). However, it should be appreciated that various other types of ultrasonic transducers  114 , ultrasonic transducer driver ECUs  112 , and/or software strategies may be utilized. 
       FIGS. 24A and 24B  illustrate a specific packaging location and sensing zones of the ultrasonic transducers  114  on the underside of an outside mirror of the vehicle  22 . Specifically, a pair of ultrasonic transducers  114  can be mounted with sensing zones shown in  FIGS. 24A and 24B . The ultrasonic sensing zones are projected backward to provide NCOD coverage to a rear door (i.e., for a four door vehicle) as well. The ultrasonic sensing zones protect the front door during the power open cycle. 
     According to aspects of the disclosure, the plurality of ultrasonic transducers  114  can, for example, include a first ultrasonic transducer  114  (e.g., with an eighty degree sense zone) and a second ultrasonic transducer  114  (e.g., with a thirty four degree sense zone) disposed along a lower inner edge of the swing door  46  ( FIGS. 25A and 25B ). In more detail, the first ultrasonic transducer  114  is used to detect objects in the path of the closing door (i.e., the first ultrasonic transducer  114  can be off while the swing door  46  is opening). The second ultrasonic transducer  114  can also be used to detect objects in the path of closing swing door  46  (e.g., front door of the vehicle  22 ), such as a knee, and the second ultrasonic transducer  114  can also be off or disabled while the swing door  46  is opening. A third ultrasonic transducer  114  can also be implemented for non-contact obstacle detection of the rear door while opening. 
       FIGS. 26A and 26B  illustrate the plurality of ultrasonic transducers  114  disposed in a rocker panel of the vehicle  22  (e.g., under the front door). Such ultrasonic transducers  114  disposed on or inside a rocker panel can be used to detect objects (e.g., the curb) in the path of the front door (e.g., swing door  46 ) while it is opening or while the front door is closing (e.g., a leg). 
     According to other aspects of the present disclosure, a mechanical block  800  ( FIGS. 27A and 27B ) can be disposed at the front door (swing door  46 ), near hinges  802  of the door  46  to prevent a pinch condition (e.g., pinched fingers). The mechanical block  800  can, for example, be coupled to an inside edge of a front door fender  804 . As the door  46  opens, the front edge of the door  46  swings inwardly and creates a cavity between the front edge and an edge of the front door fender  804 . By placing the mechanical block  800  on the front door fender  804 , the cavity is never formed, since the mechanical block  800  would keep the same distal relationship to the front edge of the door  46  as it swings inwardly. 
     As illustrated in  FIG. 28 , a method of detecting an object using a pair of ultrasonic transducers  114  is disclosed. While a pair of ultrasonic transducers  114  is employed, it should be appreciated that any number of ultrasonic transducers  114  may alternatively be used. The method includes the step of  900  receiving a command to open a swing door  46 . Next,  902  starting an ultrasonic transducer burst pattern (e.g., instantaneous or short instance of emission from the ultrasonic transducers  114  using the pair of ultrasonic transducers  114 . The method proceeds by  904  determining whether an object is detected by the pair of ultrasonic transducers  114  during the ultrasonic burst pattern. The method continues by  906  stopping the ultrasonic transducer burst pattern in response to the object being detected. 
     The method can also include the step of  908  determining whether a first predetermined amount of time (e.g., 500 milliseconds) has elapsed in response to the object not being detected. The method proceeds with the step of  910  waiting while the pair of ultrasonic transducers  114  is bursting during the ultrasonic transducer burst pattern after determining whether the first predetermined amount of time has elapsed. Next,  912  continuing to determine whether an object is detected by the pair of ultrasonic transducers  114  in response to the object not being detected and after waiting while the pair of ultrasonic transducers  114  is bursting during the ultrasonic transducer burst pattern. 
     The method can then continue by  914  starting to move the swing door  46  in response to the determination that the first predetermined amount of time has elapsed and the object has not been detected. The method also includes the step of  916  determining whether an object is detected by the pair of ultrasonic transducers  114  while the swing door is moving. Next,  918  stopping the swing door and the ultrasonic transducer burst pattern in response to the object being detected. The next step of the method is  920  determining whether the swing door  46  has completed its cycle (e.g., completely opened) in response to the object not being detected. Next,  922  waiting while the pair of ultrasonic transducers  114  is bursting during the ultrasonic transducer burst pattern in response to a determination that the swing door  46  has not completed its cycle. The method proceeds by  924  continuing to determine whether an object is detected by the pair of ultrasonic transducers  114  in response to the object not being detected and after waiting while the pair of ultrasonic transducers  114  is bursting. The method also includes the step of  926  stopping the ultrasonic transducer burst pattern in response to the door  46  completing its cycle and the object not being detected. 
     As illustrated in  FIG. 29 , a method of operating a pair of ultrasonic transducers  114  in an ultrasonic transducer burst mode is also disclosed. The method includes the step of  1000  initiating an ultrasonic transducer burst pattern using the pair of ultrasonic transducers  114  including a first ultrasonic transducer  114  and a second ultrasonic transducer  114 . The method proceeds by  1002  bursting the first ultrasonic transducer  114  and  1004  determining whether a second predetermined amount of time (e.g., 40 milliseconds) has elapsed after bursting the first ultrasonic transducer  114 . The method also includes the step of  1006  waiting in response to a determination that the second predetermined period of time has not elapsed after bursting the first ultrasonic transducer  114 . 
     The method then continues by  1008  bursting the second ultrasonic transducer  114  in response to a determination that the second predetermined period of time has elapsed after bursting the first ultrasonic transducer  114 . The method continues by  1010  receiving a first set of data from the first ultrasonic transducer  114  after bursting the second ultrasonic transducer  114 . 
     The method proceeds with the step of  1012  determining whether a second predetermined amount of time (e.g., 40 milliseconds) has elapsed after bursting the second ultrasonic transducer  114 . Next,  1014  waiting in response to a determination that the second predetermined period of time has not elapsed after bursting the second ultrasonic transducer  114 . The method then includes the step of  1016  receiving a second set of data from the second ultrasonic transducer  114  after waiting in response to a determination that the second predetermined period of time has not elapsed after bursting the second ultrasonic transducer  114 . The next step of the method is  1018  determining whether there is an object that the swing door  46  can hit using the first set of data and the second set of data. The method then includes the step of  1020  sending a stop power door signal (e.g., to power door actuation system  720 ) in response to a determination of an object that the swing door  46  can hit. The method also includes the step of  1022  transitioning back to the step of  1000  initiating the ultrasonic transducer burst pattern using the pair of ultrasonic transducers  114  including the first ultrasonic transducer  114  and the second ultrasonic transducer  114  in response to a determination of there not being an object that the swing door  46  can hit. 
     As best shown in  FIG. 30 , the closure the closure member (e.g., swing door  46 ) is acted upon by a wind force WF, for example, during movement of the closure member by the power door actuation system  722  while the non-contact obstacle detection system  20  is operating to detect obstacles. This wind force WF may cause unintended or undesirable movement of the closure member (e.g., swing door  46  or first passenger door  712 ). Wind gusts or sustained wind may, for example, change the speed at which the powered actuation system (e.g., power door actuation system  720  of  FIGS. 22 and 23 ) moves the closure member and/or could otherwise affect the powered operation of the powered actuation system. Wind acting on the closure member can also adversely result in increased wear or damage to components of the power actuation system (e.g., reduction geartrain  726 , electric motor  724 ) due to increased loading resulting from the wind acting on the closure member. While shown acting on only one side of the closure member, the wind force WF could alternatively act on the opposite side of the closure member instead. 
     As discussed, the non-contact obstacle detection system  20  can utilize the at least one angle sensor  54  ( FIG. 1 ) to detect a position and movement of the closure member. Consequently, the main electronic control unit  24  (or electronic control module  752 ) is configured to detect movement of the closure member. Because the non-contact obstacle detection system  20  can also detect obstacles or persons near the closure member (e.g., using the plurality of ultrasonic transducers  114 ), the main electronic control unit  24 , for instance, can determine that any detected movement of the closure member is likely due to wind force WF. Thus, after the non-contact obstacle detection system  20  detects no contact by a person causing movement of the closure member, the motion of the closure member by the powered actuation system (e.g., power door actuation system  720 ) can be stopped or otherwise altered as a result. So, if the main electronic control unit  24  detects that no obstacle is present using the at least one non-contact obstacle sensor (e.g., the plurality of ultrasonic transducers  114 ), the main electronic control unit  24  alters movement (e.g., ceases movement) of the closure member in response to no obstacle being detected while movement of the closure member is detected. Therefore, instead of the non-contact obstacle detection system  20  always being operated to sense obstacles to stop the door or closure member when the obstacle is present, the non-contact obstacle detection system  20  can additionally detect movement of a closure member not caused by a person physically moving it, for example, as caused by wind, and without using additional and specialized wind sensors such as wind vanes or anemometers. 
     As best shown in  FIG. 31 , a method of operating the non-contact obstacle detection system  20  to detect movement of the closure member due to non-physical contact with the closure member  1099  (e.g., swing door  46 ) is additionally provided. The method begins with the step of  1100  determining whether a closure member is in an open position. The next step of the method is  1102  determining whether the closure member is moving (e.g., while in the open position). The method continues with the step of  1104  determining whether no obstacle is detected using at least one sensor (e.g., the plurality of ultrasonic transducers  114 , or radar sensors). The method proceeds with the step of  1106  altering motion of the closure member in response to the closure member moving and no obstacle being detected. Specifically, the step of altering motion of the closure member in response to the closure member moving and no obstacle being detected may further be defined as  1108  ceasing motion of the closure member in response to the closure member moving and no obstacle being detected. 
     As best shown in  FIG. 32 , a method of operating the non-contact obstacle detection system  20  to detect movement of the closure member due to non-physical contact with the closure member  2099  (e.g., swing door  46 ) is additionally provided. The method begins with the step of  2100  determining whether a closure member is in an open position. The next step of the method is  2102  determining whether the closure member is moving (e.g., while in the open position). The method continues with the step of  2104  determining using a motion sensor (for example such as an accelerometer/inclimometer) a change in motion or inclination of the vehicle which may cause the closure member to move unintentionally, for example as a result of a person entering the vehicle on an opposite side of the vehicle causing the closure member to move as a result, or otherwise. The method proceeds with the step of  2106  altering motion of the closure member in response to the closure member moving and detecting/determining that there is a motion of the vehicle. Specifically, the step of altering motion of the closure member in response to the closure member moving and detecting/determining that there is a motion of the vehicle may further be defined as  2108  ceasing motion of the closure member in response to the closure member moving and detecting/determining that there is a motion of the vehicle. 
     As best shown in  FIG. 33 , a method of operating the non-contact obstacle detection system  20  to detect movement of the closure member due to non-physical contact with the closure member  3099  (e.g., swing door  46 ) is additionally provided combing the steps of  FIGS. 31 and 32  described hereinabove. The method begins with the step of  3100  determining whether a closure member is in an open position. The next step of the method is  3102  determining whether the closure member is moving (e.g., while in the open position). The method continues with the step of  3104  determining whether an obstacle is detected using at least one sensor, for example a person may be standing next to the closure panel without the intent of moving the closure panel or any interaction with the closure panel. The method continues with the step of  3105  determining using a motion sensor (for example such as an accelerometer/inclinometer) a change in motion or inclination of the vehicle which may cause the closure member to move unintentionally, for example as a result of a person entering the vehicle on an opposite side of the vehicle causing the closure member to move as a result, or as a result of a shift in an unstable ground as examples. The method proceeds with the step of  3106  altering motion of the closure member in response to the closure member moving and detecting/determining that there is a motion of the vehicle and an obstacle being detected. Specifically, the step of altering motion of the closure member in response to the closure member moving and detecting/determining that there is a motion of the vehicle and an obstacle being detected may further be defined as  3108  ceasing motion of the closure member in response to the closure member moving and detecting/determining that there is a motion of the vehicle. 
     While the detection of wind is discussed in conjunction with swing door  46  of motor vehicle  22 , it should be understood that the non-contact obstacle detection system  20  may instead detect wind and operate other closure members, such as, but not limited to lift gate  48  accordingly. In addition, while the detection of wind is discussed and shown using the plurality of ultrasonic transducers  114 , it should be appreciated that the use other types of non-contact obstacle detection sensors, such as radar or TOF sensors  58 ,  60 ,  64 ,  66  (e.g., infrared) is contemplated. 
     Clearly, changes may be made to what is described and illustrated herein without, however, departing from the scope defined in the accompanying claims. The non-contact obstacle detection system may operate with myriad combinations of various types of non-contact sensors and for any closure members of the motor vehicle, for example. In general, the non-contact obstacle detection system  20  may be used also for other purposes, within the motor vehicle, or for different automotive applications. 
     The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure. Those skilled in the art will recognize that concepts disclosed in association with the non-contact obstacle detection system  20  can likewise be implemented into many other systems to control one or more operations and/or functions. 
     Example embodiments are provided so that this disclosure will be thorough, and will fully convey the scope to those who are skilled in the art. Numerous specific details are set forth such as examples of specific components, devices, and methods, to provide a thorough understanding of embodiments of the present disclosure. It will be apparent to those skilled in the art that specific details need not be employed, that example embodiments may be embodied in many different forms and that neither should be construed to limit the scope of the disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known technologies are not described in detail. 
     The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms “a,” “an,” and “the” may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms “comprises,” “comprising,” “including,” and “having,” are inclusive and therefore specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order discussed or illustrated, unless specifically identified as an order of performance. It is also to be understood that additional or alternative steps may be employed. 
     When an element or layer is referred to as being “on,” “engaged to,” “connected to,” or “coupled to” another element or layer, it may be directly on, engaged, connected or coupled to the other element or layer, or intervening elements or layers may be present. In contrast, when an element is referred to as being “directly on,” “directly engaged to,” “directly connected to,” or “directly coupled to” another element or layer, there may be no intervening elements or layers present. Other words used to describe the relationship between elements should be interpreted in a like fashion (e.g., “between” versus “directly between,” “adjacent” versus “directly adjacent,” etc.). As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. 
     Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as “first,” “second,” and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments. 
     Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,” “lower,” “above,” “upper,” and the like, may be used herein for ease of description to describe one element or feature&#39;s relationship to another element(s) or feature(s) as illustrated in the figures. Spatially relative terms may be intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the example term “below” can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptions used herein interpreted accordingly.