Patent Publication Number: US-9890576-B2

Title: Active door operation based on voice commands

Description:
FIELD OF THE INVENTION 
     The present invention generally relates to a device for use on an automotive vehicle door, and more particularly, to a power assist device for the vehicle door providing both opening and closing assistance, as well as system and method of controlling the door using voice commands. 
     BACKGROUND OF THE INVENTION 
     Motor vehicle doors may include device(s) to assist in opening and closing a vehicle door. Device(s) may also include the ability to sense a nearby object that might be contacted when opening the vehicle door for ingress and egress. When opened, if the vehicle door swings fast enough or hits the object hard enough, damage to the door may be sustained. These devices sense the distance to the object, typically using a sensor(s) located on the exterior surface of the door, and determine if it is within the door&#39;s projected swing path. Known devices generally cannot overcome the momentum necessary to open and close a vehicle door at the hinge location of the door. Thus, a device is desired, wherein the door is opened and closed under the control of a power assistance device that is coupled to one or more hinges of the vehicle door, and further wherein the surrounding area in the path of the door swing is surveyed for clearance to open the door and for appropriate detent settings. A device having a confined overall package size is desired to carry out the power assist functionality within the standard confines of a vehicle door to vehicle body spacing using voice commands. 
     SUMMARY OF THE INVENTION 
     One aspect of the present invention includes a control system for a vehicle door, wherein a power assist device is coupled to a hinge assembly between a door and a vehicle body and a sensor is operably coupled to a controller. The controller is configured to receive a signal from the sensor and identify a recognized user from voice command data disposed within the signal. The controller is further configured to interpret or identify a control command based on the voice command data within the signal. The controller is further configured to cause the power assist device to move the door in response to the control command. 
     Another aspect of the present invention includes a vehicle having a door rotatably coupled to a vehicle body. A power assist device is coupled between the door and the vehicle body. An audio sensor is disposed on the vehicle and is operably coupled to a controller. The controller is configured to receive voice command data from the audio sensor via a signal, identify a control command correlating to the voice command data, and output a signal to the power assist device to move the door according to parameters defined within the control command. 
     Yet another aspect of the present invention includes a method for controlling movement of a vehicle door, comprising the steps of transmitting voice command data from an audio sensor to a controller, identifying a control command from the voice command data by the controller, interpreting the control command as a door movement command, and causing a power assist device to move the door in a manner corresponding with the door movement command from a hinge axis of the door. 
     These and other aspects, objects, and features of the present invention will be understood and appreciated by those skilled in the art upon studying the following specification, claims, and appended drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       In the drawings: 
         FIG. 1  is a perspective view of a vehicle having a driver&#39;s side door in a closed position with a power assist device coupled thereto according to an embodiment of the present invention; 
         FIG. 2  is a perspective view of the vehicle of  FIG. 1  with the driver&#39;s side door shown in an open position; 
         FIG. 3  is a fragmentary perspective view of a vehicle door with an outer panel removed to show a connection between an inner panel of the door and a hinge-pillar of the vehicle; 
         FIG. 4A  is a fragmentary perspective view of a vehicle door shown with an inner panel in phantom in a closed position and a power assist device disposed between the door and the hinge-pillar; 
         FIG. 4B  is a perspective view of the vehicle door of  FIG. 4A  taken at location IVB; 
         FIG. 4C  is a perspective view of the vehicle door of  FIG. 4A ; 
         FIG. 4D  is a rear perspective view of the vehicle door of  FIG. 4A ; 
         FIG. 5A  is a fragmentary exploded view of a vehicle door and a power assist device; 
         FIG. 5B  is a fragmentary assembled view of the vehicle door and power assist device of  FIG. 5A , with the door shown in an open position in phantom; 
         FIG. 6  is a top plan view of a vehicle door showing relative movement of the door between open and closed positions along a door swing path; 
         FIG. 7A  is a perspective view of a latch mechanism having a catch in an open position and latch striker; 
         FIG. 7B  is a perspective view of the latch mechanism of  FIG. 7A  with the catch in a midpoint position; 
         FIG. 7C  is a perspective view of the latch mechanism of  FIG. 7B  with the catch engaged with the latch striker in a latched position; 
         FIG. 8  is a flow chart of a method for controlling a door assist system; 
         FIG. 9  is a flow chart of a method for confirming a latched condition of a door; 
         FIG. 10  is a flow chart of a method for identifying an authorized user; 
         FIG. 11  is a flow chart of a method for controlling a door assist system using voice commands; 
         FIG. 12  is a top plan view of a power assist device coupled to a vehicle door and vehicle body, according to another embodiment; 
         FIG. 13  is a side elevational view of the power assist device of  FIG. 13 ; and 
         FIG. 14  is a top plan view of a vehicle door and a vehicle body having a seal disposed therebetween. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     For purposes of description herein, the terms “upper,” “lower,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” “interior,” “exterior,” and derivatives thereof shall relate to the invention as oriented in  FIG. 1 . However, it is to be understood that the invention may assume various alternative orientations, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawing, and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise. 
     Referring now to  FIG. 1 , the reference numeral  10  generally designates a power assist device disposed on an exemplary motor vehicle  12 . The motor vehicle  12  illustrated in  FIG. 1  is an exemplary embodiment of an automotive vehicle or car having a vehicle body  14  upon which a door  16  is rotatably mounted. As shown in  FIG. 1 , the power assist device  10  is disposed adjacent to the door  16  and is operably and structurally coupled to the door  16  for assisting in moving the door  16  between open and closed positions, as further described below. Movement of the door  16  is controlled by a controller  11  which is configured to control the power assist device  10 . The door  16  illustrated in  FIG. 1  is a front side door, specifically a driver&#39;s side door; however, any vehicle door is contemplated for use with the power assist device  10  of the present concept. The door  16  is shown hinged to an A-pillar  18  of the vehicle body  14  by means of one or more hinges, as further described below. The door  16  includes an outer panel  17  and is shown in  FIG. 1  in a closed position, wherein it is contemplated that the door  16  is latched to a B-pillar  22  of the vehicle body  14 . The vehicle  12  further includes a rear door  20  which is hingedly coupled to the B-pillar  22  for latching to a C-pillar  24  in assembly. The vehicle body  14  further includes a rocker panel  26  and a front driver&#39;s side quarter panel  28 , as shown in  FIG. 1 . 
     Referring now to  FIG. 2 , the door  16  is shown in an open position. The door  16  pivots or swings along a door swing path as indicated by arrow  30  between open and closed positions as hingedly coupled to a hinge-pillar  18 A of the A-pillar  18 . Movement of the door  16  between open ( FIG. 2 ) and closed ( FIG. 1 ) positions is contemplated to be optionally powered by the power assist device  10 . 
     Referring now to  FIG. 3 , the door  16  is shown in the closed position with the outer panel  17  ( FIGS. 1 and 2 ) removed to reveal upper and lower hinge assemblies  32 ,  34  coupled to an inner panel  19  of the door  16 . The upper and lower hinge assemblies  32 ,  34  rotatably couple the door  16  to the vehicle body  14  at hinge-pillar  18 A and are configured to carry the load of the door  16  as the door  16  moves between the open and closed positions. A door check (not shown) may also be used to help carry the load of the door  16 , and is generally positioned between the upper and lower hinge assemblies  32 ,  34  along the inner panel  19 . The upper and lower hinge assemblies  32 ,  34  are substantially similar having component parts which will be described herein using the same reference numerals for both the upper and lower hinge assemblies  32 ,  34 . Specifically, the upper hinge assembly  32  is defined by a fixed hinge portion  36  and a moveable hinge portion  38 . The fixed hinge portion  36  and the moveable hinge portion  38  are generally defined by brackets that pivotally couple the door  16  to the A-pillar  18 . Specifically, the fixed hinge portion  36  is mounted to the A-pillar  18  at hinge-pillar  18 A using fasteners  39 , or other like coupling means. The moveable hinge portion  38  is rotatably mounted to the fixed hinge portion  36  by a hinge pin (identified and described below) which allows with the moveable hinge portion  38  to pivot with respect to the fixed hinge portion  36  as the door  16  opens and closes along the door swing path  30 . The moveable hinge portion  38  is fixedly coupled to a sidewall  19 A of the inner panel  19  by fastener  39 . 
     As further indicated in  FIG. 3  a package compartment  40  is defined by sidewall  19 A and sidewall  19 B of the inner door panel  19 , as well as hinge-pillar  18 A. As shown in  FIG. 3 , sidewall  19 A is substantially perpendicular to sidewall  19 B, and sidewall  19 B is substantially parallel to hinge-pillar  18 A. The package compartment  40  is generally closed off by a portion of the front quarter panel  28  ( FIGS. 1 and 2 ) in assembly. As further shown in  FIG. 3 , the package compartment  40  defines a gap or space for mounting the power assist device  10 , as further described below with reference to  FIG. 4A . The volume of space defined by the package compartment  40  is limited and is generally at a premium in this location in most automotive vehicles. Thus, it is an object of the present concept to provide an effective power assist device that can properly fit within the confines of the package compartment  40  without modification to the existing structures defining the boundaries of the package compartment  40 . As further shown in  FIG. 3 , the door  16  may also include one or more reinforcement belts  21 ,  23  for reinforcing the inner panel  19  from torque forces imparted by the power assist device  10  on the door  16 . 
     Referring now to  FIG. 4A , the power assist device  10  is shown disposed in the package compartment  40  between the door  16  and the hinge-pillar  18 A. The power assist device  10  shown in  FIG. 4A  has a generally cylindrical body portion  90  which is contemplated to be approximately 70 mm in diameter and 115 mm in vertical length. Having such a configuration, the power assist device  10  can fit into the boundaries of the confined package compartment  40 . In the embodiment shown in  FIG. 4A , the upper hinge assembly  32  includes a modified fixed hinge portion  36 A which is wider and more robust as compared to the fixed hinge portion  36  shown in  FIG. 3 . The modified fixed hinge portion  36 A is shown in  FIG. 4A  as mounted on the hinge-pillar  18 A. The moveable hinge portion  38  is shown disposed on an upper mounting portion  54  ( FIG. 4B ) of the fixed hinge portion  36 A, and the power assist device  10  is disposed on a lower mounting portion  56  ( FIG. 4B ) of the fixed hinge portion  36 A. The modified fixed hinge portion  36 A provides a robust connection between the upper hinge assembly  32  and the hinge-pillar  18 A for carrying the load of the door  16 , as well as carrying the load of any torque imparted by the power assist device  10  when used to assist in opening and closing the door  16 . It is contemplated that the door  16 , as most conventional vehicle doors, can weigh approximately 90 lbs. or more as an assembled unit. Further information regarding the torque requirements necessary for moving the door  16  as powered from the hinge location by a power assist device are discussed below. 
     Referring now to  FIG. 4B , the fixed hinge portion  36 A of the upper hinge assembly  32  is shown having a first portion  50  having mounting apertures  51  disposed therethrough for mounting the first portion  50  to the hinge-pillar  18 A. The fixed hinge portion  36 A further includes a second portion  52  extending outwardly from the first portion  50  in a substantially perpendicular direction. The second portion  52  includes upper mounting portion  54  and lower mounting portion  56 . The upper mounting portion  54  is spaced-apart from the lower mounting portion  56  to define a clevis  57  therebetween. The spacing between the upper mounting portion  54  and the lower mounting portion  56  provides adequate clearance for tooling necessary to couple and adjust the position of the power assist device  10  to the lower mounting portion  56 , and for coupling the moveable hinge portion  38  to the upper mounting portion  54  via hinge pin  60 . The hinge pin  60  includes a head portion  62  and a body portion  64  which pivotally couples the fixed hinge portion  36 A to the moveable hinge portion  38  at upper mounting portion  54 . As noted above, moveable hinge portion  38  is coupled to sidewall  19 A of the inner panel  19  in assembly, such that the moveable hinge portion  38  is coupled to and moves with the door  16 . Similarly, the power assist device  10  is coupled to an L-shaped bracket having a first portion  72  and a second portion  74  disposed in an L-shaped configuration. The first portion  72  is disposed adjacent to the lower mounting portion  56  of the fixed hinged portion  36 A for coupling the power assist device  10  thereto via a driveshaft  80 . Specifically, the driveshaft  80  couples the power assist device  10  to the upper hinge assembly  32  at lower mounting portion  56  through aperture  56 ′ of fixed hinge portion  36 A. The driveshaft  80  is fixedly coupled to the fixed hinge portion  36 A at an upper portion  80 A of the driveshaft  80  by any means known in the art, such as a machined press fitting, or a bolt-on connection. The upper portion  80 A of the driveshaft  80  may also include an angled cross-section configuration that is complimentary to an angled configuration of mounting aperture  56 ′ of the fixed hinge portion  36 A to better couple the driveshaft  80  to the fixed hinge portion  36 A. Being fixedly coupled thereto, the driveshaft  80  serves as a pivot axis for the power assist device  10 . The power assist device  10  is mounted to the door  16  at inner panel  19  via the second portion  74  of the L-shaped bracket  70  which is coupled to sidewall  19 A of inner panel  19 , such that the L-shaped bracket  70  rotates with the door  16  between opened and closed positions while the driveshaft  80  remains fixedly coupled to the fixed hinge portion  36 A of the upper hinge assembly  32 . In this way, the power assist device  10  is essentially coupled to the door  16  at inner panel  19  and operably coupled to the upper hinge assembly  32  to power or control the opening and closing of the door  16 , as further described below. 
     With further reference to  FIG. 4B , the power assist device  10  is shown having a motor  92  coupled to a lower portion  80 B of the driveshaft  80 . The motor  92  and the lower portion  80 B of the driveshaft  80  are operably coupled to one another in a driven engagement and housed within the cylindrical body portion  90  of the power assist device  10 . The motor  92  is contemplated to be an electric motor, power winch, actuator, servo motor, electric solenoid, pneumatic cylinder, hydraulic cylinder, or other like mechanism having sufficient power necessary to provide the torque required to move the door  16  between open and closed positions, as well as various detent locations, as powered from the hinge point of the door  16 . Thus, the motor  92  is configured to act on the driveshaft  80  in a pivoting or rotating manner. With the upper portion  80 A of the driveshaft  80  fixedly coupled to the upper hinge assembly  32 , the cylindrical body portion  90  of the power assist device  10  will rotate in a manner as indicated by arrow  94  about the pivot axis defined by the driveshaft  80 . With the power assist device  10  coupled to the inner panel  19  via L-shaped bracket  70 , the rotating motion of the cylindrical body portion  90  of the power assist device  10  correlates to a pivoting motion of the door  16  between open and closed positions. As further shown in  FIG. 4B , the power assist device  10  includes a lower cap  96  having an electrical connector  98  disposed thereon powering the device  10  and for receiving signal information from the controller  11  ( FIG. 1 ) for translating user commands into power assisted door functionality. 
     Referring now to  FIGS. 4C and 4D , a middle door-side bracket  84  is coupled to an opposite side of the sidewall  19 A of inner panel  19  relative to the second portion  74  of the L-shaped bracket  70 . In this way, the sidewall  19 A of the inner panel  19  is sandwiched between the L-shaped bracket  70  at second portion  74  and the middle door-side bracket  84 . The middle door-side bracket  84  includes apertures  84 ′ for coupling to complimentary apertures disposed on the second portion  74  of the L-shaped bracket  70  using fasteners, such as bolts. The middle door-side bracket  84  is a modified door-side bracket that provides a reinforced connection between the inner door panel  19  and the power assist device  10 , to help stabilize the system from forces imparted on or imparted by the power assist device  10  when moving the door  16  between open and closed positions. With specific reference to  FIG. 4D , the middle door-side bracket  84  includes an extended upper portion  85 A which includes apertures  84 ′ for coupling to the L-shaped bracket  70  through sidewall  19 A. The middle door-side bracket  84  further includes a lower portion  85 B which provides reinforcement for a door check device (not shown). As further shown in  FIG. 4D , an upper door-side bracket  82  and a lower door-side bracket  86  are also disposed on an opposite side of sidewall  19 A relative to the power assist device  10 . Together, the door-side brackets  82 ,  84  and  86  act as doubler plates, providing reinforcement for the upper hinge assembly  32 , the power assist device  10 , and the lower hinge assembly  34 , respectively. In this way, the door  16  of the present concept is heavily reinforced at the connection of the inner panel  19  with the hinge-pillar  18 A through the upper and lower hinge assemblies  32 ,  34  and L-shaped bracket  70  of the power assist device  10  by the door-side brackets  82 ,  84 ,  86 . The door  16  can also be further reinforced against torque from the power assist device  10  by coupling one or more reinforcement belts  21 ,  23  ( FIG. 3 ) to the middle door-side bracket  84  and the inner panel  19  across the length of the door  16 . 
     Referring now to  FIG. 5A , the door  16  is shown in an exploded view with the outer panel  17  ( FIG. 1 ) removed and the inner panel  19  exploded away in phantom. Middle door-side bracket  84  is shown exploded away from the inner panel  19  and the upper hinge assembly  32  is shown with the fixed hinge portion  36 A exploded away from the hinge-pillar  18 A, and the moveable hinge portion  38  exploded away from sidewall  19 A of the inner panel  19 . The door mounted L-shaped bracket  70  is shown exploded away from the sidewall  19 A of the inner panel  19  and also exploded away from the power assist device  10 . As shown in  FIG. 5A , the first portion  72  of the L-shaped bracket  70  includes an aperture  73  for receiving the upper portion  80 A of the driveshaft  80  therethrough. As further shown in  FIG. 5A , the second portion  74  of the L-shaped bracket  70  is configured to couple to sidewall  19 A of inner panel  19  at mounting apertures  74 ′, which coincide with mounting apertures  84 ′ of middle door-side bracket  84  to provide a robust coupling between the door  16  and the power assist device  10 . 
     Referring now to  FIG. 5B , the door  16  is shown in the open position with the outer panel  17  ( FIG. 1 ) removed and the inner panel  19  shown in phantom. The exploded components for  FIG. 5A  are shown installed in  FIG. 5B , and it is contemplated that the power assist device  10  can be installed in the vehicle during final trim and assembly, wherein the modified upper hinge assembly  32  provides spacing for an installer to radially adjust the power assist device  10  relative to the door  16  for proper axis alignment. Together, the lower mounting portion  56  of clevis  57  (best shown in  FIG. 4B ), the L-shaped bracket  70 , and the middle door-side bracket  84  are used to provide radial adjustment of the power assist device  10  to insure axis alignment between the upper and lower hinge assemblies  30 ,  32  and the pivot axis of driveshaft  80  of the power assist device  10 . As further shown in  FIG. 5B , upper door-side bracket  82  has been removed to reveal mounting locations for the upper door-side bracket  82  relative to the moveable hinge portion  38  of the upper hinge assembly  32 . 
     One aspect of the present concept is to provide a soft close experience to a user when closing a vehicle door via the power assist device  10 . With reference now to  FIG. 6 , the door  16  is shown in an open position relative to the vehicle body  14 . The door swing path  30  is shown having various door positions identified thereon. Specifically, reference point  30 A indicates a fully open door position, which is approximately 1000 mm away from a flush and closed position along the curved door swing path  30 . The flush and closed position is identified in  FIG. 6  as reference point  30 C. During a door closing operation, reference point  30 B indicates an approximate door position where a soft close feature is initiated by the power assist device  10  to prevent a user from slamming the door  16  to the closed position  30 C. Reference point  30 D indicates an over-closed door position that is generally required in order to get a latch mechanism  110 , disposed the door  16 , to latch the door  16  in the closed position  30 C. In normal operation, once latched by movement to the over-closed position  30 D, the door  16  may slightly revert towards reference point  30 C which indicates a door position that is essentially closed and flush with the vehicle body  14 . In a normal door closing procedure, the door  16  is in a closing motion from reference point  30 A, and the first time the door  16  reaches the position of reference point  30 C, the door  16  will be flush with the vehicle body  14  but unlatched. In a normal door closing procedure, the door  16  must move from reference point  30 C to the over-closed position at reference point  30 D so that the door  16  will latch to the vehicle body  14 . Then, the door  16  may slightly rebound towards the latched and flush position at reference point  30 C. The present concept contemplates a sequence of door positions and latch configurations that can avoid the need to move the door  16  to the over-closed position  30 D, while still getting the door  16  to latch to the vehicle body  14 . 
     The door swing path  30  shown in  FIG. 6  represents a swing path taken from the point of the door edge  16 A. The hinge axis or hinge point for the door  16  is represented by reference numeral  16 B. It is the hinge axis  16 B from which the power assist device  10  controls the movement of the door  16 , as described above. With reference to Table 1 below, the angle of the vehicle door  16  is shown along with the distance of the door edge  16 A to the closed position  30 C in millimeters. The torque required by the power assist device  10  is shown in Table 1 in order to close the vehicle door  16  from the various open door positions identified on swing path  30  in  FIG. 6 . The torque required to close the door  16  is shown in Table 1 as “with” and “without” inertia. For the purposes of this disclosure the term “with inertia” implies that the door  16  is shut from a distance sufficient to generate inertia in the door movement, such that less torque is required from the power assist device  10 . Further, inertia can be generated by an initial closing motion manually imparted on the door  16  by a user. Inertia is equal to the mass of the door  16  (about 60-90 lbs or 30-40 kg) times the rotational velocity (V 1  in  FIG. 6 ). When a user attempts to slam the door  16  along the rotational path  30 , the power assist device  10  is configured to slow the door movement or rotational velocity V 1  to velocity V 2  to provide a slow closing motion. With regards to a user slamming the door  16 , a 10 Nm acceleration applied continuously to a door for 60° rotation of the door is a very dramatic door slam with a terminal velocity of approximately 15 rpm or 90°/sec. For purposes of this disclosure any velocity of 5 rpm (30°/sec)-15 rpm (90°/sec) is considered slamming the door  16 . In a normal closing motion, a user will generally give a door a minimum of 0.33 rpm or 2°/sec at least at the last 5° of the closing motion to sufficiently close the door. The power assist device of the present concept is configured to provide the slow close feature when the initial velocity V 1  exceeds a predetermined velocity threshold. The velocity threshold may be in a range of about 5 rpm (30°/sec) or greater. 
     
       
         
           
               
               
               
               
               
             
               
                 TABLE 1 
               
               
                   
               
               
                   
                 Door edge 
                   
                 Torque to close 
                 Torque to close 
               
               
                 Door 
                 Distance to 
                 Angle from 
                 with inertia 
                 without inertia 
               
               
                 Position 
                 latch (mm) 
                 vehicle body 
                 (N · m) 
                 (N · m) 
               
               
                   
               
             
            
               
                 30A 
                 1000 mm  
                 60+ deg 
                 &lt;10 N · m  
                  40 N · m 
               
               
                 30B 
                 175 mm  
                  20 deg 
                 40 N · m 
                  40 N · m 
               
               
                 30B-2 
                 70 mm 
                  8 deg 
                 40 N · m 
                 100 N · m 
               
               
                 30C 
                 25 mm 
                  1.6 deg 
                 80 N · m 
                 300 N · m 
               
               
                 30D 
                 15 mm 
                  1 deg 
                 200 N · m  
                 610 N · m 
               
               
                   
               
            
           
         
       
     
     Consistent with Table 1 above, movement of the door  16  from position  30 A to position  30 B is approximately 825 mm and identifies a portion of the swing path  30  between position  30 A and  30 B that could be a slamming motion initiated by a user. As a user manually initiates a door slamming motion, the door  16  will move along the door swing path  30  at an initial velocity V 1  (approximately 5-15 rpm) until the door  16  reaches position  30 B. At approximately position  30 B, the door  16  will slow to a slow close velocity V 2  (approximately 0.33 rpm) by a resistance force imparted by the power assist device  10  on the upper hinge assembly  32  to slow the door movement between positions  30 B and  30 C from the initial velocity V 1  to the slow close velocity V 2 . The slow close velocity V 2  may be in a range of about 0.1 rpm to about 0.5 rpm, and more preferably about 0.33 rpm. It is contemplated that the torque required by the power assist device  10  to slow the door  16  to a slow and gentle close of 0.33 rpm along the door swing path  30  is approximately 200 Nm. The amount of time required for slowing the movement of the door  16  from velocity V 1  to velocity V 2  between door positions  30 B to  30 C is approximately 200-300 milliseconds. It is contemplated that the power assist device  10  will operate in this manner to absorb the energy from the slamming door motion along swing path  30  while the vehicle is in a key-off operation. Driving operation is not required for the slow close functionality. In this way, the power assist device  10  provides a gentle close or slow close for the door  16 , even when a user attempts to slam the door  16  shut. 
     With further reference to  FIG. 6 , a door opening direction is indicated by reference numeral  100 . The door  16  of the present concept is contemplated to be in communication with a variety of sensors which are configured to detect an object positioned in the door swing path  30 , such that the power assist device  10  of the present concept can slow or stop the door  16  to prevent the door  16  from opening into an object positioned along the door&#39;s swing path  30 , when such an object is detected. The torque required to slow or stop the door  16  during the opening movement (path  100 ) is contemplated to be approximately 200 Nm and is further contemplated to take approximately 200-300 milliseconds during a user initiated door opening sequence. Further, the power assist device  10  of the present concept provides the door  16  with an infinite number of detents (door checks) along the swing path  30 . The position of the detents or door checks may be customized by the user and programmed into the controller  11  ( FIG. 1 ) which is in communication with the power assist device  10 , for controlling movement of the same. The door checks are contemplated for use with an automatic door opening sequence powered by the power assist device  10  in the direction as indicated by arrow  100 . The torque required to stop the door  16  during an automatic door opening sequence powered by the power assist device  10  at a predetermined door check position is approximately 10-50 Nm. In this way, the power assist device  10  can be preprogrammed by a user to open the door  16  to a desired door check position along the door swing path  30  and hold the door  16  at the selected door check position for the user to enter or exit the vehicle without worry of the door  16  opening any further, or possibly into an adjacent obstruction. In this way, the power assist device  10  of the present concept provides infinite door check along the swing path  30  of the door  16 . Pre-set door check positions may be preprogrammed into the controller  11  ( FIG. 1 ), and user selected/customized door checks may also be programmed into the controller  11 . 
     With further reference to  FIG. 6 , another aspect of the present concept includes the ability to reduce door opening and closing efforts when the vehicle is parked on a hill or slope. The power assist device  10  is contemplated to be provided with signal information from the controller  11  to provide assistance in opening the door  16  in the direction as indicated by arrow  100  in a slow and consistent manner when a vehicle position is declined, such that the door opening motion would generally be increased due to an downward angle of the vehicle from the back to the front of the vehicle. As a corollary, the power assist device  10  can provide door closing assistance to aid in closing a door that is positioned at a downward angle, so that both the door opening and door closing efforts are consistent. Similarly, when the vehicle is parked on an inclined or up-hill slope, the power assist device  10  is configured to provide a reduced closing velocity of the door  16  in the closing direction as indicated by arrow  102  based on signal information received from the controller  11  to the power assist device  10 . The power assist device  10  can also provide door opening assistance to aid in opening a door that is positioned at an upward angle, for consistency. It is contemplated that such power assistance in the direction as indicated by arrows  100 ,  102 , would require up to 200 N·m of torque for a duration of approximately 10-20 seconds. In this way, the power assist device  10  of the present concept is able to provide consistent door opening and closing efforts, such that the user is provided a consistent door opening and closing experience regardless of the inclined, declined or substantially horizontal position of the vehicle. 
     Referring now to  FIG. 7A , the latch mechanism  110  is shown and is of the type that is generally disposed on either a pillar of a vehicle, such as the B-pillar  22  of vehicle  12  shown in  FIG. 6 , or on the vehicle door  16 . As illustrated in  FIGS. 7A-7C , the latch mechanism is contemplated to be mounted on the door  16  for movement therewith along swing path  30 . As described above, the latch mechanism  110  is configured to maintain the door  16  in a closed and latched condition (at position  30 C in  FIG. 6 ), and is further configured to release the door  16 , such that the door  16  can move to any one of the open positions from the latched position. As shown in  FIG. 7A , the latch mechanism  110  generally includes a latch housing  112  having a catch  114  rotatably mounted thereto along a pivot axis P 1 . The catch  114  includes a slot  116  and is configured to rotate in a counterclockwise direction as indicated by arrow R 1  from the open position O to the latched position L. In the embodiment shown in  FIG. 7A , the latch mechanism  110  is shown with an outer cover removed, such that the rotating motion of the catch  114  can be illustrated. In  FIG. 7A , the catch  114  is shown in the open position O and prepared to receive a latch striker  120  which is commonly positioned on a pillar of a vehicle, such as B-pillar  22  shown in  FIG. 6 . The latch mechanism  110  may also be positioned on the B-pillar  22  of the vehicle body  14 , with the latch striker  120  positioned on the door  16  at door edge  16 A. In either configuration, the latching of the door  16  to the vehicle body  14  will work with the present concept. For purposes of this disclosure, it is contemplated that the latch striker  120  is positioned/mounted on the B-pillar  22  of the vehicle body  14  with the latch striker  120  mounted on the door  16  at the door edge  16 A for latching alignment between the two components. In  FIG. 7A , the door  16  and B-pillar  22  have been removed, such that the interaction of the latch striker  120  and the catch  114  of the latch mechanism  110  can be illustrated. As further shown in  FIG. 7A , the latch mechanism  110  moves with the door  16  towards the stationary latch striker  120  in a closing direction as indicated by arrow  102  as the door  16  moves along the swing path  30  shown in  FIG. 6 . With the catch  114  in the open position O, a front portion  122  of the latch striker  120  will generally contact a contact portion  117  of the catch  114 . In this way, the movement of the door  16  against the latch striker  120  will move the catch  114  from the open position O towards the latched position L along the path R 1 . This movement rotates a latch portion  119  of the catch  114  upward towards a tipping point or midpoint M ( FIG. 7B ) of rotation along the rotational axis P 1  of the catch  114  in the direction as indicated by arrow R 1 . The rotation of the catch  114  and the movement of the door  16  positions the front portion  122  of the latch striker  120  into the slot  116  of the catch  114 . In  FIG. 7A , the latch mechanism  110  is shown in the open position O and approaching the latch striker  120  as the door nears door position  30 C ( FIG. 6 ). 
     Referring now to  FIG. 7B  the catch  114  is shown at the tipping point or midpoint M between the open position O ( FIG. 7A ) and the latched position L ( FIG. 7C ). At the midpoint M, it is contemplated that the door  16  is in the closed position  30 C ( FIG. 6 ) and the latch portion  119  of the catch  114  has rotated in a counterclockwise direction as indicated by arrow R 1  towards the latched position L as the front portion  122  of the latch striker  120  acts on the contact portion  117  of the catch  114 . In this midpoint position M, the front portion  122  of the latch striker  120  is substantially nested within the slot  116  of the catch  114 . As noted above, in a normal door latching operation the door  16  must move to the over-closed position  30 D in order for the door  16  to latch to the latch mechanism  110  via the latch striker  120 . In standard operation, movement of the door  16  to the over-closed position  30 D releases the catch  114  from a locking mechanism  124 , such that the latch mechanism  110  will fully rotate to the latched position L as biased thereto. However, the latch mechanism  110  of the present concept provides a catch release feature that releases the catch  114  from the locking mechanism  124  when the catch  114  is at the midpoint position M and the latch striker is at least partially received in the slot  116  of the catch  114 . With the catch  114  released and biased towards the latched position L, the catch  114  will fully rotate to latch onto the latch striker  120 . It is contemplated that the catch release feature of the present concept can be a feature that is part of an automatic door closing sequence powered by the power assist device  10  from the hinge axis  16 B ( FIG. 6 ). 
     Referring now to  FIG. 7C  the catch  114  is shown in the fully latched position L. At this point, the latch portion  119  of the catch  114  has rotated in a counterclockwise direction as indicated by arrow R 1  to the fully latched position L, and the front portion  122  of the latch striker  120  is fully retained within the slot  116  of the catch  114 . The position of the latch mechanism  110  is commensurate with a position of the door  16  in a latched condition at position  30 C. In order to release the door  16  from the latched position L, the latch striker  120  must be released from the catch  114 . The release of the door  16  is brought about by the catch  114  being released from a locking mechanism, which then allows the catch  114  to rotate in a clockwise direction indicated by arrow R 2  to release the latch striker  120  from the catch  114 . Once released, the door  16  can move to any one of the open positions along swing path  30  ( FIG. 6 ). For a power assisted door movement, the latch mechanism  110  will release the door striker  120  upon command from the controller  11  so that the door  16  can open as powered by the power assist device  10 . 
     In an effort to reduce the amount of torque required for the power assist device  10  to close and latch the door  16 , the latch mechanism  110  is configured to release the catch  114  from locking mechanism  124  when the movement of the door  16  has rotated the catch  114  to the midpoint M. This happens somewhere between the door position  30 C and  30 D. Generally, a user would have to move the door  16  to the over-closed position  30 D in order to release the catch  114  from locking mechanism  124 . Movement of the door  16  to the over-closed position  30 D is illustrated in  FIG. 7C  along path  103  relative to the latch striker  120 . Such a movement would require too much torque from the power assist device  10 , and would likely result in a bending of the door  16  as the power assist device  10  is powered from the hinge axis  16 B of the door  16 . In releasing the catch  114  at the midpoint M, it is contemplated that the latch mechanism  110  is electronically coupled to the controller  11  ( FIG. 1 ) that can sense the door position, so that the catch  114  is released when the door  16  has been moved to a position that rotates the catch  114  to the midpoint M. The controller  11  provides for proper power assistance in opening and closing the door  16  and further coordinates with the latch mechanism  110  for latching the door  16  to the vehicle body  14  using a variety of sensory information, as further described below. 
     Referring again to  FIG. 6 , one or more position sensors  25  are disposed around the door  16 . The mounting locations of the position sensors  25  shown in  FIG. 6  are exemplary only. The power assist system of the present concept can use one or multiple position sensors  25  to calculate the position of the door  16 . The position sensors  25  can relay positional data to the controller  11  in millimeters from a closed position, or in degrees relative to the vehicle body  14 . The position sensors  25  may correspond to a variety of rotational or position sensing devices. In some embodiments, the position sensors  25  may correspond to an angular position sensor configured to communicate the angular position φ of the door to the controller  11  ( FIG. 1 ). The angular position φ may be utilized by the controller  11  to control the motion of the door  16  via the power assist device  10 . The position sensors  25  may be in the form of an absolute and/or relative position sensor. Such sensors may include, but are not limited to encoders, quadrature encoders, potentiometers, accelerometers, Hall effect sensors, internal motor position sensing, etc. The position sensors  25  may also correspond to optical and/or magnetic rotational sensors. Other sensing devices may also be utilized for the position sensors  25  without departing from the spirit of the disclosure. 
     Each position sensor  25  may be utilized in addition to various switches and sensors to communicate to the controller  11  that the door  16  is secure and oriented in the closed position. The position sensor  25  may communicate that the door  16  is located in a position corresponding to the latched position L thereof, or otherwise oriented proximate the vehicle body  14 . In one example, a traditional closure switch or a door proximity sensor can also be included as a backup or redundancy to such utilization of the position sensors  25 . The position sensors  25  may also be utilized to provide feedback to the controller  11  to assist in positioning the door  16  to detect obstructions. In particular, controller  11 , when directing power assist device  10  to move door  16  to either the open position or the closed position (or a particular angular position φ therebetween), can use position sensor  25  to determine if door  16  is actually moving, such as by comparing the indicated angular position φ at successive intervals. If door  16  remains in a particular angular position φ for a predetermined period of time (in an example for about 0.5 seconds or in another example for up to about 1 second or two seconds), while controller  11  is attempting to close door  16 , controller  11  can infer that door  16  is obstructed and take a desired corrective measure. In further examples, position sensor  25  can be used to identify a status or orientation of the door  16  prior to initiating operation of the vehicle  12 . In another example, controller  11  can output the determined condition of door  16 , such as to a vehicle control module, such that the vehicle control module can utilize the condition information for door  16  in, for example, presenting a door ajar warning to a user of vehicle  12 . For example, such a warning can be presented in the form of an audible signal through a standalone speaker or through a vehicle sound system. The warning can also be presented graphically or by an indicator light or an audible signal (or a combination thereof) on a human-machine interface (“HMI”) or user interface within a vehicle cabin. 
     As noted above, the latch mechanism  110  and power assist device  10  are in communication with the controller  11 . Thus, in a door closing sequence, the latch mechanism  110  and power assist device  10  are configured to work in concert through the controller  11  to reduce the amount of torque required by the power assist device  10  to close and latch the door  16 . Referring now to  FIG. 8 , and with further reference to  FIGS. 6 and 7A-7C , a flow chart of a method for controlling a door assist system  150  is shown. Specifically,  FIG. 8  illustrates a door closing and latching sequence. The method  150  may begin in response to the controller  11  receiving an input signal (step  152 ) from a door control device requesting that an open door  16  be positioned in the closed and latched position  30 C ( FIG. 6 ). It is noted that the signal from the door control device may be a signal requesting that a door be fully opened or moved to a predetermined detent position as well. The door control device may include a push-button feature on the vehicle  12  or door  16 , a remote button on a key fob, a remote smartphone device, an audio or voice command, a gesture made by the user, or other like command signaling device. In response to receiving the input signal from the door control device, the controller  11  may activate one or more position sensors  25  to identify the position of the door  16  in step  154 . Using the signal data from the one or more position sensors  25 , the controller  11  identifies if the door  16  is in a proper position for closing the door  16  (step  156 ). A proper position can be determined by the torque required to close the door  16  from the position detected by the position sensors  25 . For instance, with reference to Table 1 and  FIG. 6 , if the door  16  is in any one of the positions  30 A,  30 B or  30 B 2  when a door closing command is received, than the door  16  is far enough away from the vehicle body to generate inertia to close and latch the door  16 . However, if the door  16  is in position  30 C, or in a position between position  30 C and  30 B 2  that would require a torque exceeding a predetermined threshold torque, such as more than 200 Nm of torque, than the power assist device  10  may not be able to provide the necessary torque to close the door  16  from the hinge point  16 B without bending the door  16 . It is contemplated that the power assist device  10  functions properly and consistently with a standard door weighing 60-90 lbs at 250 Nm of torque, and more preferably at 200 Nm of torque or less. Therefore, if the door position is detected at a vehicle proximity or door angle that exceeds a predetermined torque threshold detected by the controller, the controller  11  will control the power assist device  10  to open the door  16  from the initial position (requiring an exceeding torque level) to a second position, which is the nearest position to accommodate a closing of the door  16  with a lower torque requirement (step  158 ). Thus, moving from the initial position to the second position involves moving the door  16  to an open position, or partially open position, where the door  16  can be closed using inertia. For example, if the door  16  is detected at position  30 C (which requires 300 Nm of torque to close the door), the controller  11  can engage the power assist device  10  to move the door  16  along path  100  ( FIG. 6 ) to an open position requiring less torque, such as position  30 B 2  (70 mm from vehicle at 8°) requiring 100 Nm to close the door  16  without inertia, as shown in Table 1. Thus, the second position will have a greater associated door angle than an associated door angle calculated from the initial position, as the second position puts the door edge at a greater distance from the vehicle body as compared to the initial position. It is further contemplated that sensors can detect obstructions before opening the door  16  to a better closing position. 
     When a proper position of the door  16  is detected (step  156 ), the power assist device  10  begins to close the door  16  (step  160 ) while the controller  11  monitors the angular position φ of the door  16  or distance of the door  16  to the vehicle body  14  by processing position information from the one or more position sensors  25  ( 162 ). As the door  16  nears the closed and flush position  30 C, the latch mechanism  110  can signal to the controller  11  that the catch  114  is at the tipping point or midpoint M (step  164 A) as urged by the latch striker  120  ( FIG. 7B ). In an alternative step (step  164 B), the controller  11 , using the input data from the position sensors  25 , can sense that the door  16  is at a door position where the latch mechanism  110  will latch the door  16  to the vehicle body  14  if the catch  114  is released from the locking mechanism  124 . Using either step  164 A or  164 B, the controller can determine if the door is properly positioned to release the catch  114 , and if so, release the catch  114  (step  166 ) and latch the door  16  to the vehicle body  14  at the latch striker  120  (step  168 ). When step  168  is complete, the door  16  will be in the closed and latched position ( 30 C) as represented in  FIG. 1  and  FIG. 7C . 
     In step  170 , if the door closing sequence is determined to be complete, the controller  11  may halt the power assist device  10 . Additionally, the controller  11  may output a control signal that may identify that the door  16  of the vehicle  12  is secure, such that a vehicle operation may be activated ( 172 ). A vehicle operation may include releasing a parking brake, engaging an autonomous vehicle operation, initiating a security system if the vehicle is unoccupied, locking the door or otherwise enabling an operation of the vehicle  12  that may be completed when the door  16  is located in the closed and latched position. 
     One such vehicle operation includes an audible door latch confirmation system, wherein an audible alert signal is sounded in response to the door  16  being fully latched to the vehicle body  14 . The power assist device  10  of the present concept is contemplated to close the door  16  in a slow and controlled manner as discussed above. As the latch mechanism  110  of the door  16  engages the latch striker  120  disposed on the vehicle body  14 , the catch  114  engages the latch striker  120  in a substantially quiet manner that may not be detectable by the user. In a normal door closing operation, a user will hear a latch mechanism and latch striker engage one another as a door is swiftly closed and latched in one fluid movement initiated by the user. With the power assist device  10  of the present concept providing a soft closing feature for the door  16 , the standard latching sound is not present in a door closing procedure, such that a user may be unaware if the door  16  is properly latched. Referring again to  FIG. 6 , the controller  11  is shown coupled to a human-machine interface (HMI) or user interface  180  which is further coupled to a sound source  182 . The sound source  182  may be a speaker system having one or more speakers that are configured to provide an interior acoustic signal, and exterior acoustic signal, or both. Further, the sound source  182  may be directly coupled to the controller  11 , and, as shown in  FIG. 6 , may also represent a preinstalled sound system of the vehicle  12 . The sound source  182  may include exterior/external speakers (sounding outside of the vehicle cabin), interior/internal speakers (sounding within a vehicle cabin), or a combination of both. Further, the sound source  182  may include a speaker disposed on a portable electronic device, such as a mobile phone, a key fob, or other like device that is capable of remotely receiving a remote signal from the controller  11  to sound or play the audible acoustic signal. 
     Referring now to  FIG. 9 , an audible door latch confirmation system  190  is represented in the form of a flow chart for alerting a user of a latched condition of a door. In step  192 , a door closing operation is initiated by a user from a door control device in a similar manner as described above with reference to  FIG. 8 . In step  194 , the door  16  latches to the vehicle body  14 , in a similar manner described above with reference to the latch mechanism  110  and the latch striker  120  (See  FIGS. 7A-7C ). When the catch  114  of the latch mechanism  110  is in the latched position L (step  196 ), a latch signal from the latch mechanism  110  is sent to the controller  11  to indicate that the door  16  is properly latched to the vehicle body  14  (step  198 ). As noted herein, the latch signal relaying the latched condition of the door  16  can come from a powered latch mechanism or sensor detecting the latched condition. For example, the position of the catch  114  can complete a circuit with the latch housing  112  to send the signal when the catch is in the latched position L. Further, a position sensor can identify a latched condition when the latch striker  120  engages the catch  114 , and the catch  114  is released and moves to the latched position L, as biased thereto. When the controller  11  receives the signal data indicating that the door  16  is latched to the vehicle body  14  in a latched condition, the controller  11  may either output a signal directly to the sound source  182  (step  200 A) or direct the signal to the sound source  182  ( FIG. 6 ) through the HMI  180  (step  200 B) for sounding an acoustic signal  184  from the sound source (step  202 ) and/or a graphic image on a display screen of the HMI to provide door latch confirmation. The acoustic signal  184  may be any audible sound in the form of a voice tone confirming a latched condition, a beep or series of beeps, a simulation of a traditional latching sound, or a selected audio file uploaded by a user to the controller  11  for sounding using the sound source  182 . It is contemplated that the controller  11  may have a multitude of preprogrammed acoustic signals stored therein for selection by the user using HMI  180 . It is further contemplated that the acoustic signal  184  can be a different acoustic signal as assigned to each vehicle door disposed on the vehicle  12 . The audible acoustic signal  184  may include a voice message, such as “front driver-side door closed”, “front passenger door closed”, “rear passenger door closed”, or may include an assigned door number or a specific beeping sequence signal assigned to a specific vehicle door. When the acoustic signal  184  is a simulation of a traditional latching sound, the acoustic signal can be a digital recording of a door latching to a vehicle that is used to provide a replicated latching sound for the acoustic signal  184  from the sound source  182 . Further, the acoustic signal  184  can be any sound played or sounded from the sound source  182  sufficient to alert a user of the latched condition of the door  16 . 
     To prevent unauthorized access to the vehicle  12  ( FIG. 1 ) through the power assist device  10 , the controller  11  may first seek to identify if a user is an “authorized” user. This may be done by voice recognition, image recognition, specific gesture recognition, the presence of a key fob, or other like verifying method using sensors placed in communication with the controller  11 . With regards to voice recognition, the controller  11  can be configured to only accept a voice command from an identified authorized user, as further described below. 
     In one embodiment illustrated in  FIG. 10 , a user authorization mode  218  shows how a user can be designated as an authorized user by entering the setup mode (step  220 ) through the HMI  180  ( FIG. 6 ). The HMI  180  can be accessed directly within the vehicle or remotely using a smartphone application, or the like. In the setup mode, the user can have voice recognition data stored in a memory of the controller  11  that may be associated with an authorized user. In the embodiment shown in  FIG. 10 , the user can enter a user designation mode (step  222 ) before entering a voice command (step  224 ), which can activate the controller  11  to receive and process a signal from a voice recognition device  186  ( FIG. 6 ) (step  226 ). When the controller  11 , through the voice recognition device  186 , recognizes a given voice in a catalog of voice recognition data stored within, the user can be prompted to enter information (step  228 ) that is then associated with the voice (step  230 ), such that the voice corresponds to a specific authorized user. The voice data, and any additional information entered by the user, is then stored in the memory of the controller (step  232 ) before the setup mode is optionally exited (steps  234 ). The user information can also be stored in the memory of the controller and associated with the voice data, such that, upon recognition of the specific authorized user, other vehicle systems (e.g. climate control, seating, multimedia, etc.) can be configured automatically according to known or learned preferences of the particular authorized user. The voice data can, alternatively, be obtained, by the user uploading an audio file using a smartphone application or by entering other voice data into the system using the HMI  180 , for example. 
     With reference again to  FIG. 6 , it is noted that the position sensors  25  may also be audio sensors  27  positioned around the door  16 . Further, the vehicle  12  may include both position sensors  25  and audio sensors  27 . The audio sensors  27  are contemplated to be digital audio sensors capable of detecting the acoustic waves of voice commands to provide a digital signal externally in a format readable by the controller  11  and/or the voice recognition device  186 , such as a PDM format. Particularly, the audio sensors  27  may be disposed in the interior of the vehicle or the exterior of the vehicle and are configured to detect and receive voice commands given by the user from inside or outside of the vehicle, or through a smartphone application or other remote transmitting device, and transmit the voice command data remotely via a signal to the controller  11 . Voice command data received by the audio sensors  27  may include voice or other audio command sequences, and may further include a plurality of voice commands for interpretation. For example, the voice recognition device  186  may be operable to communicate voice command data recorded or detected by the audio sensors to the controller  11  for performance of a specific vehicle function controlled by the controller  11 . The controller  11  is configured to identify the voice command and associate a particular authorized user with the given voice command. The controller  11  is further configured to compare the received voice command data to a particular sequence or order of voice commands previously saved and associated with a particular function of the vehicle  12 . In this way, the controller  11  can establish a particular control command associated with the voice command date received by the signal. Upon interpreting the control command to determine that the voice command data received from the audio sensors  27  contains authorized commands that correspond to a particular door function, the controller  11  may activate the power assist device  10  to open the door  16 , close the door  16  or detent the door  16  at a specific position. In this way, the power assist device  10  controls movement of the door  16  in accordance with a particular voice command identified by the controller  11  and/or the voice recognition device  186 . The door movement command can be audibly played by a user interface or displayed on the user interface for confirmation of a transcript of the door movement command by the user before the door is moved. Similarly, when the audio sensor is remote relative to the vehicle, the confirmation of the door movement command can be processed through a smart phone, or other portable electronic device. It is contemplated that the voice recognition device  186  can be incorporated into the controller  11 , or be a separate unit as shown in  FIG. 6 . Further, it is contemplated that the audio control system can use one or more audio sensors  27  to receive various voice commands, such as digital microphones capable of capturing the transmitting a voice command to the controller  11 . 
     The controller  11  can be pre-programmed with a number of voice commands for opening, closing, or repositioning the door  16  using the power assist device  10 . An authorized user can initiate the pre-programmed voice commands by speaking a voice command to the audio sensors  27 . In another aspect, the voice recognition system may further include protocol for entering user-derived or customized voice commands, as shown in the customization protocol  236  of  FIG. 11 . In this aspect, a user may enter a “record” mode (step  238 ) in which a user-derived voice command is spoken by the user (step  240 ) within a field of audible detection by the audio sensors  27  (step  242 ). It is contemplated that the user can initiate the record mode with a push of a button on a key fob associated with vehicle  12  or by speaking a predetermined voice command. When the user-derived command is detected by the audio sensors (step  242 ), resulting voice command data is signaled to the controller  11  (step  244 ) for processing the voice command data (step  246 ). As an optional confirmation step, the controller  11  can cause the HMI  180  to display a transcription of the recorded voice command (step  248 A), for which a desired control or function is unknown. Similarly, the controller  11  can audibly repeat the voice command, as interpreted by the controller  11 , using the sound source  182  ( FIG. 6 ) (step  248 B). The user can then determine whether to use the recorded voice command by confirming the same (step  250 ), or the user can decline the controller&#39;s interpretation and reenter a new voice command. Once a voice command is confirmed by the user, the user selects a specific door function control to be associated with the confirmed voice command (step  252 ). Selection of the door function control may be conducted by selection from a list of functions displayed on the HMI. At this point, the previously unknown voice command is stored in the memory of the controller as a voice command in association with the desired door function (step  254 ) selected by the user. 
     Referring now to  FIG. 12 , another embodiment of a power assist device  10 A is shown. Specifically, the power assist device  10 A shown in  FIG. 12  is a bi-directional winch. In  FIG. 12 , a motor  300  is shown mounted on a mounting bracket  302  which is further mounted to a panel  304  at a reinforcement plate  306 . It is contemplated that the panel  304  is a door panel, such as inner panel  19  described above, such that the motor  300  is mounted to the door  16  for movement therewith. The motor  300  includes a stand-off portion  308  from which a drive shaft  310  outwardly extends and is configured for rotation as powered by the motor  300 . A first spool  312  is mounted on the drive shaft  310  for rotational movement therewith, and is configured to engage a cable  314  having first and second ends  316 ,  318  extending outwardly from the first spool  312 . The cable  314  is coupled to the first spool  312  at an eyelet  320 . The cable  314  is shown wrapped around the first spool  312  a number of times and extends to a second spool  322 , where the first and second ends  316 ,  318  of the cable  314  are coupled to the second spool  322  at first and second eyelets  324 ,  326 . The cable  314  is operably coupled to the first and second spools  312 ,  322  and is configured to translate rotational movement of the first spool  312 , powered by the motor  300 , to the second spool  322  for driving movement of the door. The second spool  322  is mounted to a spool axle  328  which is further mounted to a mounting bracket  330  disposed on a panel  332 . The panel  332  and bracket  330  are contemplated to be disposed on the vehicle body  14  within the package constraints of the package space  40 . The bracket  330  is contemplated to be part of a hinge assembly, such as hinge assemblies  32 ,  34  described above, such that spool axle  328  defines the hinge axis  16 B of the door  16  relative to the vehicle body  14 . The spool axle  328  is coupled to a hinge assembly, such that rotation of the second spool  322  and spool axle  328  drives movement of the door between open and closed positions. 
     Referring now to  FIG. 13 , the first spool  312  is shown mounted on the drive shaft  310  which is coupled to the motor  300 . The first spool  312  includes a continuous spiral channel  336  which extends between first and second sides  312 A,  312 B of the drive shaft  312 , wherein the spiral channel  336  defines a nesting channel for guiding the cable  314  as the cable  314  winds around the first spool  312  during rotational movement of the first spool  312 . The spiral channel  336  provides for a clean and organized wind of the cable  314  when using the bi-directional winch  10 A. Similarly, the second spool  322  includes a continuous spiral channel  338  extending between first and second ends  322 A,  322 B of the second spool  322 . In this way, as the cable  314  winds on either the first spool  312  or the second spool  322  during power door movement, the cable  314  will neatly wind in the nested locations defined by the spiral channels  336 ,  338 . As further shown in  FIG. 13 , the first spool  312  includes a bearing  334  disposed near the first side  312 A of the first spool  312  to define a first bearing point. When using the bi-directional winch  10 A as a mechanism for powering a power door, a large amount of torque is realized on the first spool  312 , such that bearing  334  provides for reinforcement of the first spool  312  at the first side  312 A thereof. The motor  300 , disposed near the second side  312 B, provides for a cantilevered second bearing point for further stabilizing the first spool  312  in use. Thus, the bi-directional winch  10 A of the present concept allows for the first spool  312  to be substantially reduced in radius as compared to the second spool  322  due to the dual bearing points of the first spool. This bearing arrangement provides an increased amplification ratio when attempting to power an opening or closing operation for a vehicle door. 
     The increased amplification of the power assist device  10 A is due to the radius of the first spool  312  being less than the radius of the second spool  322 . The decreased radius of the second spool  312  is able to withstand the torque associated with powering door movement by the first and second bearing points described above. Further, the decreased radius of the second spool  312  provides for a configuration of the first spool  312  and motor  300  that can fit with in an interior of the door  16 . 
     Referring now to  FIG. 14 , a portion of the vehicle body  14  is shown having panels  350 ,  352 . The vehicle door  16  is shown having inner panel  19 . As shown in  FIG. 14 , panel  350  includes a C-shaped channel  354  which is configured to engage a seal  356  at a mounting portion  358  thereof. The seal  356  shown in  FIG. 14  may be considered a primary seal which extends substantially around the entirety of a door opening. The door  16 , as shown in  FIG. 14 , is considered to be in a closed position with a seal portion  360  of the seal  356  sealed against the vehicle door  16 . The seal portion  360  is a bulb type portion having a hollow interior  362 . In this way, the seal portion  360  of the seal  356  can be compressed and sealed tightly against the door  16  to reduce air and wind noise when the door  16  is closed against the vehicle body  14 . The mounting portion  358  of the seal  356  is shown disposed within the C-shaped channel  354  of the vehicle body  14 . If this mounting portion  358  is not fully entrapped by the C-shaped channel  354 , then air noise may be experienced by a vehicle occupant. As shown in  FIG. 14 , the mounting portion  358  and the seal portion  360  are a continuous unitary member such that if a more robust mounting portion  358  is used to better entrap the seal  356  in the C-shaped channel  354  of the vehicle body  14 , then the seal portion  360  will also be a hardened or more robust seal portion which can make closing the vehicle door  16  more difficult. With the power assist device  10  or  10 A described above, the closing of the vehicle door  16  can be assisted, such that a more robust seal  356  can be used even though such a seal may surround the entire opening for a vehicle door. It is further contemplated that other seals, beyond the primary seal, are used to seal out exterior elements and reduce wind noise when the vehicle door  16  is closed against the vehicle body  14 . With the power assist device  10  or  10 A, the other seals used to properly seal the vehicle door  16  may also be of a more robust nature, thereby providing a sure coupling to either the vehicle body  14  or the vehicle door  16 , while still allowing for proper closing of the door  16  to the vehicle body  14  with a more robust seal portion  360  of the seal  356  disposed therebetween. 
     It will be understood by one having ordinary skill in the art that construction of the described invention and other components is not limited to any specific material. Other exemplary embodiments of the invention disclosed herein may be formed from a wide variety of materials, unless described otherwise herein. 
     For purposes of this disclosure, the term “coupled” (in all of its forms, couple, coupling, coupled, etc.) generally means the joining of two components (electrical or mechanical) directly or indirectly to one another. Such joining may be stationary in nature or movable in nature. Such joining may be achieved with the two components (electrical or mechanical) and any additional intermediate members being integrally formed as a single unitary body with one another or with the two components. Such joining may be permanent in nature or may be removable or releasable in nature unless otherwise stated. 
     It is also important to note that the construction and arrangement of the elements of the invention as shown in the exemplary embodiments is illustrative only. Although only a few embodiments of the present innovations have been described in detail in this disclosure, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts or elements shown as multiple parts may be integrally formed, the operation of the interfaces may be reversed or otherwise varied, the length or width of the structures and/or members or connector or other elements of the system may be varied, the nature or number of adjustment positions provided between the elements may be varied. It should be noted that the elements and/or assemblies of the system may be constructed from any of a wide variety of materials that provide sufficient strength or durability, in any of a wide variety of colors, textures, and combinations. Accordingly, all such modifications are intended to be included within the scope of the present innovations. Other substitutions, modifications, changes, and omissions may be made in the design, operating conditions, and arrangement of the desired and other exemplary embodiments without departing from the spirit of the present innovations. 
     It will be understood that any described processes or steps within described processes may be combined with other disclosed processes or steps to form structures within the scope of the present invention. The exemplary structures and processes disclosed herein are for illustrative purposes and are not to be construed as limiting. 
     It is also to be understood that variations and modifications can be made on the aforementioned structures and methods without departing from the concepts of the present invention, and further it is to be understood that such concepts are intended to be covered by the following claims unless these claims by their language expressly state otherwise.