Patent Abstract:
A method of controlling the operation of a door of a vehicle relative to a door frame of the vehicle is provided. The position of the door is sensed and a door open command or a door close command is received. Opening or closing of the door at preselected speeds is initiated based on the command received. The length of time that the open command or close command is continuously received is then determined. The door is moved at a relatively slow speed for a predetermined initial time period and after the predetermined initial time period has ended the door is moved at a relatively faster speed.

Full Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application is a continuation of and claims priority to U.S. patent application Ser. No. 12/194,966, filed on Aug. 20, 2008 titled DOOR ASSIST SYSTEM CONTROLLER AND METHOD which application is incorporated by reference in this application in it entirety. 
     
    
     FIELD OF THE INVENTION 
       [0002]    This invention relates to a door assist system to aid a user in opening doors by providing a power assist and controls to operate the power assist. In particular, the invention relates to a door assist system adapted for use in a motor vehicle, such as an armored motor vehicle used in military operations, to aid the user in opening doors by providing a power assist and controls to operate the power assist. 
       BACKGROUND 
       [0003]    To protect military personnel during combat, military vehicles are provided with layers of armor. In some vehicles, the armor may be provided on the vehicle in the factory during manufacture of the vehicle. However, it has become increasingly common for armor to be applied to existing vehicles in the field. 
         [0004]    The military started adding armor to its High Mobility Multipurpose Wheeled Vehicle, or “HMMWV” or “Humvee” well before Operation Iraqi Freedom, but attacks from small anus, rocket-propelled grenades and “improvised explosive devices,” or IEDs in military parlance, prompted the military to increase protection for vehicles already in the field. The “up-armored” HMMWV can weigh thousands of pounds more than the standard HMMWV and includes several hundred pound steel-plated doors. Such heavy armored doors make opening and closing the doors increasingly difficult for personnel. 
         [0005]    There is a need for a mechanism to assist with moving heavy armored doors on military vehicles. There is also a need for such mechanisms to be able to retrofit to existing vehicles that are up-armored in the field. 
       SUMMARY 
       [0006]    A system for motorizing movement of at least one door of a vehicle relative to a door frame of the vehicle is provided. Vehicle power is provided by a vehicle power supply. An electric drive system is coupled at least in part to the door frame and one of the doors of the vehicle and moves the door between a closed door position and an open door position. A local power source that is different from the vehicle power supply is coupled at least in part with the electric drive system to allow for movement of the door between the closed door position and the open door position independent of the vehicle power supply. The local power source has priority over the vehicle power supply to provide power to the electric drive system when moving the door between the closed door position and the open door position. A controller is coupled at least in part with the electric drive system and is also coupled at least in part with the local power source such that the controller manages the local power source. 
         [0007]    A method of controlling operation of a vehicle door using a door assist system is further provided. The door assist system has a motor assist and an inner door switch and an outer door switch that respectively initiate opening of the vehicle door when actuated. The motor assist is activated to move the vehicle door between an open door position and a closed door position. A desirable current supply is maintained to the motor assist when moving the vehicle door between an open door position and a closed door position. A determination that a lockout switch is engaged is made. The outer door switch is overridden in favor of the inner door switch such that the vehicle door cannot be opened via the outer door switch when the lockout switch is engaged. 
         [0008]    In another example, a method of controlling the operation of a door of a vehicle relative to a door frame of the vehicle is provided. The position of the door is sensed and a door open command or a door close command is received. Opening or closing of the door at preselected speeds is initiated based on the command received. The length of time that the open command or close command is continuously received is then determined. The door is moved at a relatively slow speed for a predetermined initial time period and after the predetermined initial time period has ended the door is moved at a relatively faster speed. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0009]      FIG. 1  is a schematic diagram of a door assist system according to one embodiment. 
           [0010]      FIG. 2  is a plan perspective view of a door of a vehicle adapted with a door assist system according to another embodiment. 
           [0011]      FIG. 3  is a plan perspective view of a portion of the outer side of the door of  FIG. 2 . 
           [0012]      FIG. 4  illustrates a general schematic of an exemplary rack and pinion gear. 
           [0013]      FIGS. 5-10  are logic sequence diagrams illustrating overviews of methodologies for controlling an exemplary door assist system. 
           [0014]      FIG. 11  illustrates an exemplary control system for a door assist system. 
           [0015]      FIG. 12  is a schematic illustrating an example controller according to yet another embodiment. 
       
    
    
     DETAILED DESCRIPTION 
       [0016]    A door assist system is provided that relieves vehicle occupants of having to manually maneuver a vehicle&#39;s heavily armored entry/exit doors in a rapid and safe manner. While the description below is made with reference to armored military vehicles, it should be appreciated that the systems described may be applied to other types of doors. 
         [0017]    It should be noted that the basic system components remain the same for all four doors of the vehicle. However, because of the differences in the manner that each of the vehicle doors open (i.e. left doors open to the left, right doors to the right, front doors are geometrically different from back doors) the implementation of the door assist system on each of the four doors is slightly different. All operating modes of the system can be implemented with various and alternative mechanical implementations. 
         [0018]      FIG. 1  illustrates a general schematic illustration of a motorized door assist system  30  for moving a door relative to a door frame of a vehicle. The door assist system  30  is designed to assist a single door, and each door in a vehicle can be equipped with a separate one of door assist system  30 . A dashed line  32  indicates a division of the recited components that are inside (below line  32 ) and outside (above line  32 ) of the vehicle. 
         [0019]    The motorized door assist system  30  includes a drive system  34  coupled to the door and the door frame of the vehicle. As used herein, “door frame” refers to any part of the vehicle adjacent the door or door opening, including without limitation the vehicle frame or vehicle roof. The drive system  34 , when activated, moves the door between a closed door position and an open door position. The drive system  34  includes a motor and an actuator device, such as a hydraulic piston or rack and pinion gear that extends between the door and the vehicle. The activated motor in turn moves the piston or gears which causes movement of the door relative to the vehicle frame. When retrofitted to an existing vehicle, the drive system  34  desirably includes the motor and any accompanying gearing attached to an upper side of the external side of the door. The actuator device extends from the motor to the vehicle, e.g., the vehicle frame or roof. The actuator device is connected to the vehicle by, for example, a bracket and clevis pin. In another embodiment, the motor is mounted on the vehicle and the actuator device extends from the motor to the door. As will be appreciated by those skilled in the art following the teachings herein provided, various and alternative configurations are available for the drive system, and components thereof, depending on, for example, the design of the vehicle. 
         [0020]    The drive system  34  may selectively include a manual override actuator, illustrated in  FIG. 1  as a manual override lever  36 . The manual override lever  36  is located on the top inside of the door and is connected with the external drive system  34 . Actuating (e.g., pulling or rotating) the lever disengages the drive system, e.g., disengages the drive system actuator from the drive motor or disengages a mechanical gear train of a motor/gear drive system, and allows the occupant to manually open and close the door. 
         [0021]    A controller  40  is electrically connected to the drive system  34 . The controller  40  is the brain of the door assist system  30 , and can include a circuit board and memory component. All system stimuli (i.e., switches, sensors, power, etc.) are desirably fed to the controller  40 . Based on the values read from the various inputs discussed below, the controller  40  may or may not take action. For instance, should the door be closed and the controller  40  receives a signal to open the door, the controller  40  will supply power to the drive system  34  to open the door. The controller  40  monitors the various inputs to determine when to stop supplying power to the drive system  34 . In another example, if the controller  40  receives a signal to open the door, but is also receiving a signal input that the door is at maximum open, the controller  40  will not provide power to the drive system  34 . 
         [0022]    The door assist system  30  may contain a separate rechargeable electrical power supply, such as local battery  42 , at each door, in combination with each controller  40 . In another embodiment, the local battery  42  and controller  40  can be mounted onto or integrated with the vehicle itself. No user interaction is required regarding the battery  42  during operations. The battery  42  or controller  40  can include a battery power level indicator, such as an LED panel, to indicate the remaining power supply. In the embodiment of  FIG. 1 , the controller  40  is connected to or includes a battery charger  44  to recharge the battery from the vehicle&#39;s power system. The condition upon the battery  42  being recharged can vary. For example, the battery  42  can be recharged whenever the vehicle is in operation (i.e., when the alternator is in operation), every time the local battery  42  is used or cycled (e.g., the battery is recharged to full power after every door opening or closing), upon reaching a predetermined power level, or upon complete discharge. A trickle charge can be used to charge the battery  42  when the vehicle is of and if the battery  42  is in danger of being depleted. In one embodiment, the charge from the vehicle battery is dependent upon the vehicle battery having a sufficient, predetermined charge, so that the system does not deplete the vehicle battery and render the vehicle inoperable. 
         [0023]    As will be appreciated by those skilled in the art following the teachings herein provided, various and alternative powering schemes can be used to power the door assist system. For example, in other embodiments, the door assist system  30  may pull primary power from the vehicle battery, and use the local battery  42  as a back-up power source. 
         [0024]    The door assist system  30  includes an external close switch  46  mounted to an external side of the door, or otherwise outside the vehicle, and in communication with the controller  40 . When activated, the external close switch  46  signals the controller  40  to move the door toward the closed door position. In the example seen in  FIG. 1 , the external close switch  46  is integrated in the same housing as the controller  40 , and is embodied as a button on the side of the housing of the controller  40 . The external close switch  46 , as with other switches of this invention, is not limited to any particular type of switch, and can be, for example, a spring loaded toggle switch. 
         [0025]    The door assist system  30  further includes an internal close switch  50  mounted to an internal side of the door, or otherwise inside the vehicle, and in communication with the controller  40 . When activated, the internal close switch signals the controller  40  to move the door toward the closed door position. In the example seen in  FIG. 1 , the internal close switch  50  is integrated with a junction box  52 , and is shown as a button on the side of the junction box  52 . 
         [0026]    The junction box  52  is located on the inside of the vehicle, desirably approximately in the middle of the door. The junction box  52  desirably serves as a gathering point for the cabling from internal components. The junction box  52  also houses a door stop switch  54 . When the door stop switch  54  is depressed it deactivates any opening or closing operation, and will optionally open a stopped dosing door a moderate amount, such as to allow any obstruction to be removed. When the door stop switch  54  is released, no further movement will take place. If desired, the occupant must initiate a new door opening or closing action. 
         [0027]    The door assist system  30  includes a door open sensor  58  in combination with the controller  40  and the door latch mechanism  60 . As shown in the example of  FIG. 1 , the door latch mechanism  60  includes an internal latch actuator  62  and an external latch actuator  64 . In one embodiment, the door open sensor  58  is a magnetically activated switch, e.g., a Hall Effect sensor, that is triggered by the movement of a magnet embedded in the door latch mechanism  60 . When the door latch mechanism  60  is activated to open the door, the portion of the mechanism containing the embedded magnet is moved closer to the door open sensor  58 , activating the sensor. When the door latch mechanism  60  is released the embedded magnet will be moved away from the door open sensor, deactivating the door open sensor  58 . In up-armored M1114 HMMWV, a multi-point locking system is commonly employed. The latch actuators  62  and  64  are connected to a vertical component  65  connecting an upper and lower latching point. In such a latch mechanism, the magnet can be attached to the vertical component  65 , which moves vertically toward the door open sensor  58  upon actuation of either of actuators  62  and  64 . 
         [0028]    A door position sensor  66  is mounted on the inside of the vehicle close to the door hinge. The door position sensor  66  is mounted so that one end or part of the sensor  66  is attached to the door assembly while the other end or part is attached to the door frame. The door position sensor  66  detects movement and position of the door and relays this information to the controller  40 , via junction box  52  in the example seen in  FIG. 1 . In one embodiment, the door position sensor  66  includes a Hall Effect sensor. The controller  40  uses the provided information to determine the position of the door. 
         [0029]    In one embodiment, the door assist system  30  includes a safety switch  68 . The safety switch  68  activates should the door assist system  30  be closing the door and any part of the switch  68  is depressed. When depressed the switch  68  will cause the door assist system  30  to immediately cease closing the door and, optionally, will moderately open the door. This safety mechanism is intended to prevent door closures while obstructions remain between the door and the door frame. The safety switch  68  can include one or more sensors strategically placed around at least portions of the outside perimeter of the door. In one embodiment, the safety switch  68  includes a multi-segmented, large surface area, single pole switch that is located around at least portions of the inside perimeter of the door. 
         [0030]    As discussed above, military vehicles are often up-armored in the field, and a retrofit kit is contemplated for the door assist system provided herein.  FIGS. 2 and 3  generally illustrate a representative HMMWV door  120  (not to scale or shown in full detailed) retrofitted with a door assist system  130 . The door  120  includes a door latch mechanism  160  coupled to the door. The door latch mechanism  160  includes an internal door latch actuator  162 . The door  120  is connected to a vehicle frame, generally illustrated as frame  122 , by a hinge (not shown). 
         [0031]    In the embodiment shown in  FIG. 2 , a drive system  134  is a hydraulic motor. The hydraulic motor includes a hydraulic piston  135  having a first end attached to the door  120  and a second end attached to the door frame  122 . As discussed above, alternative drive systems are available, such as linear actuators, pneumatic drive systems (either dynamic using an air source or static through a pressure cylinder), and geared drive systems, such as the rack and pinion drive system  134  shown in  FIG. 4 . 
         [0032]    The drive system  134 , a control box for controller  140 , and local electrical power supply (not shown) can be attached to the external side of the door by various means, such as, without limitation a welded or bolted on attachment plate. Desirably, the external components of the system are covered to protect them from battlefield damage. As shown in  FIG. 3 , the control box for controller  140  includes a button operated external close switch  146  for initiating the closing of the door  120  from outside of the vehicle. 
         [0033]    Referring back to  FIG. 2 , a junction box  152  includes an internal close switch  150  and a door stop switch  154 . The junction box  152  is electrically connected to the controller  140 , as well as door position sensor  166 , vehicle battery  128 , and a safety switch  168  by electrical connectors  126 . The connector  126  extending between the controller  140  and the junction box  152  extends through an opening  125  in the door. It is generally preferred to limit the amount of holes drilled through the door  120 , so as to not compromise the armor applied to the door  120 . 
         [0034]    The safety switch  168  extends around the inside perimeter of the door  120 . The safety switch  168  is a multi-segmented single pole switch. Sensor segments  17 Q of the safety switch  168  are strategically placed depending on need in areas where obstructions to the door closing likely will occur. The sensor segments  170  are connected to electrical connections (e.g., wires or cables)  172 . The segments  170  and the connectors  172  can be secured to the door  120  by any suitable means, such as adhesives or clips. When the door is closing and any one of the segments  170  are contacted, the safety switch  168  sends a door stop signal to the controller  140  to stop the dosing motion to allow the obstruction to be removed. 
         [0035]      FIG. 3  shows a portion of the external side of the door. A door open sensor  158  is connected to the controller  140  for detecting whether the door latch mechanism  160  is in a latched state or an unlatched state. A magnet  159  is bolted to a vertical component  166  of the latch mechanism  160 . As discussed above, when the latch mechanism  160  is activated to open the door, the magnet  159  is moved closer to the door open sensor  158 , which signals the controller  140  to activate the drive system  134  to open the door  120 . 
         [0036]      FIGS. 5-10  are flow charts illustrating the operation of an exemplary door assist system as described above in  FIGS. 1-3 . Referring to  FIG. 5 , to open the door from the inside, the vehicle occupant simply pulls back on the internal latch actuator. The door will immediately begin to open by the drive system. Should the occupant quickly release the internal latch actuator, the door will cease opening immediately. Should the occupant after initial pull back on the internal latch actuator maintain that position for a predetermined time, such as a minimum of 2 seconds, the door will be opened fully by the door assist system regardless of whether or not the occupant continues to pull back on the internal latch actuator. In one embodiment, the occupant can determine when the door assist system has achieved the “Auto” mode by a noticeable speed up of the door opening. The predetermined times may be user-programmable, such as in the field and/or at installation, depending on need. 
         [0037]    Referring to  FIG. 6 , to open the door from the outside, the occupant simply pulls back on the external latch actuator. The door will immediately begin to open. Should the occupant quickly release the external latch actuator, the door opening will cease immediately. Should the occupant after initial pull back on the external latch actuator maintain that position for a predetermined, and optionally user-programmable, time, such as a minimum of 2 seconds, the door will be opened fully by the door assist system regardless of whether or not the occupant continues to pull back on the external latch actuator. Again, the occupant can determine when the door assist system has achieved “Auto” mode by a noticeable speed up of the door opening. 
         [0038]    Referring to  FIG. 7 , to close and latch the door from the inside of the vehicle, the occupant simply presses the internal close switch button (located on the side of the junction box in  FIGS. 1-3 ). The door will immediately begin closing. Should the occupant quickly release the close switch, the door will cease closing. If after initial depression of the internal close switch, the occupant continues to depress the internal close switch for a predetermined, and optionally programmable, time, such as a minimum of 2 seconds, the door will automatically fully close regardless of whether or not the occupant continues to depress the internal close switch. The occupant can detect when the door closing has entered into the “Auto” mode by the noticeable speed increase of the door closing. 
         [0039]    Referring to  FIG. 8 , to close and latch the door from the outside of the vehicle, the occupant simply presses the external close switch button located on the side of the control box located at the top of the door. The door will immediately begin closing. Should the occupant quickly release the switch, the door will cease closing. If after initial depression of the external close switch button, the occupant continues to depress the external close switch for a predetermined, and optionally user-programmable, time, such as a minimum of 2 seconds the door will automatically fully close regardless of whether or not the occupant continues to depress the external close switch button. The occupant can detect when the door closing has entered into the “Auto” mode by the noticeable speed increase of the door closing. 
         [0040]    Referring to  FIG. 9 , to open the door from the inside without the use of the door assist system, the occupant must first disengage the drive system by actuating (e.g., pulling or rotating) the manual override actuator located at the top inside of the door. Once the manual override has been activated, the occupant must pull on the internal actuator and manually push the door open. The door assist system may supply power to the drive system once the latch actuator is pulled, if the battery is charged, but the drive system will not operate due to the manual override. Manually closing the door from the inside also requires the disengagement of the drive system. 
         [0041]    Referring to  FIG. 10 , to open or close the door from the outside without the use of the door assist system, the drive system must be removed from the vehicle frame. For example, where the drive system is attached to the vehicle from by a Clovis pin, the Clevis pin can simply be removed. The occupant must pull on the external latch actuator to pull the door open. 
         [0042]    The door assist system may be programmed to stop at a predetermined open position for the convenience of the occupant. In one embodiment, to program the door open position, the door must first be in the fully opened position. To do this the occupant should pull on either the internal or external latch actuator. The occupant must disengage the drive system by pulling on the manual override actuator located at the top inside of the door. The occupant then manually positions the door to the desired opening. Once the door is positioned to the desired maximum opening, the occupant pulls on and holds either the internal or external latch actuator for a minimum of 30 seconds. The occupant releases the latch actuator and reengages the drive system by releasing the manual override actuator. The door may now be operated normally. When opened, it will not open beyond the programmed maximum value. Should the occupant desire to change the maximum door opening, the procedure will need to be repeated. 
         [0043]    The door assist system is desirably designed such that the battery for each door can support approximately 50 full openings or closings on a full charge. Exact capacity may vary due to battery life, temperature, and increased or decreased door loads. In one embodiment, the door assist system desirably does not draw power from the vehicle when the vehicle is not running. The door assist system batteries will only recharge once the engine of the vehicle is operational and its alternator output is, for example, greater than 27 volts. This is intended to prevent excessive door closures and openings from rendering a vehicle inoperative due to a discharged vehicle battery or batteries. 
         [0044]      FIG. 11  illustrates a further embodiment of a control system for the door assist system. The vehicle illustrated in  FIG. 11  is a two-door vehicle, such as Mine Resistant Ambush Protected (MRAP) vehicles, but the control system can be similarly applied and adapted for a four-door vehicle. In  FIG. 11 , control system  230  includes a vehicle mounted internal switch box  232 . The switch box  232 , for example, may be centrally located between the two doors, such as on the dash or above the windshield. The switch box  232  includes two internal open/close switches  234 , one for each of two doors representatively shown in phantom. In the embodiment of  FIG. 11 , each switch  234  has at least two positions, one for opening the corresponding door and the other for closing the corresponding door. In one embodiment, the switch box  232  can optionally include two additional lockout switches that, when activated, disable the corresponding external open/close switch  250  (i.e., the driver side lockout switch disables the driver side external open/close switch  250 , and the passenger side lockout switch disables the passenger side external open/close switch  250 ). These lockout switches desirably do not disable the interior internal open/close switches  234 , and are used to keep unwanted third parties from being able to open the door from the outside when an operator is inside. 
         [0045]    The internal open/close switches  234  each communicate with a corresponding controller  240 . Each controller  240  is in communication with a corresponding drive system (not shown) as discussed above, and can be powered by a local battery  242 . A door stop switch  244  and a multi-segment sensor safety switch  246  for each door communicate with the corresponding controller  240 . The door stop switch  244  is a particularly beneficial safety feature in embodiments where the switches are simply actuated and stay in the actuated position without requiring the operator to hold the switch in the actuated position. In another embodiment, the switch must be maintained in the actuated position by the operator, or the switch will return to a non-actuated position and stop the movement of the door. 
         [0046]    A notable difference in this embodiment is that the external open/close switch  250  is routed through the switch box  232 . In one embodiment, where the vehicle has additional armor added, and the armor prevents the operator from reaching the external switch  250 , an extension switch  250 ′ can be added to connect to the original switch  250 . In another embodiment, the external open/close switch may be integrated with the existing vehicle door handle or latch mechanism, without the need for a further added switch. 
         [0047]    As described, the example door assist systems preferably include a controller (e.g., controllers  40 ,  140 ,  240 ) for controlling a motor assist, i.e., any system components that provide mechanical, electrical, hydraulic and/or pneumatic assistance, in actuating a door to move between an open position and closed position. The motor assist employed may be activated by the controller to actuate the door and may or may not necessarily include a motor. According to such embodiments as described, the controller operates in connection with an outer door switch (e.g., external close switch  46 / 146 , door open sensor  58 / 158 , external open/close switch  250 , or other suitable means) and an inner door switch (e.g., internal door switch  50 / 150 , internal open/close switch  234 , or other suitable means).  FIG. 12  schematically illustrates a representative controller  260  according to one example embodiment. It is contemplated that controllers  40 ,  140 , and  240  will operate in a similar manner as controller  260 , described hereinafter, however, each controller  40 ,  140 ,  240  may include more, less or variations of features to those described, depending on need and the design of the vehicle and/or door assist system. 
         [0048]    As shown schematically in  FIG. 12 , controller  260 , in this example, includes one or more circuits  310 ,  320 ,  330 ,  340 ,  350 ,  360  for operation and control of the door  300 . As used herein, “circuit” refers to a complete wired or wireless communications channel for effecting a result between controller  260  and one or more additional components of the door assist system described herein. 
         [0049]    In this embodiment, controller  260  includes charging circuit  310  for maintaining a desirable power level in a power supply. In this embodiment, the power supply may comprise local battery  428  connected between the motor  420  and the charging circuit  310 , wherein the local battery  428  is further connected to a primary energy supply, such as a vehicle battery  400 , desirably through the charging circuit  310 . The charging circuit  310  may further selectively draw power from the vehicle battery  400  to ensure that the vehicle battery  400  is not drained by charging the local battery  428 . 
         [0050]    As further shown in  FIG. 12 , controller  260 , in this example, includes a detection circuit  320  for stopping the motor  420  if movement of the door  300  is obstructed. For example, if the door  300  moves into a position where it is blocked by an obstacle for a preset period of time, then detection circuit  320  provides a signal to motor  420  to discontinue further motion and/or cut power to motor  420 . Following deactivation of the motor  420 , a user can either manually operate the door  120  or reverse the door under power assist. 
         [0051]    Controller  260  may additionally include a cessation circuit  330  for stopping the motor  420  if door operation exceeds a maximum time threshold. For example, cessation circuit  330  may be operable to provide a signal to motor  420  to discontinue further motion and/or cut power to motor  420  should door operation exceed a preset time threshold, such as a time required to reach a desirable opening threshold of the door  300 . 
         [0052]    Controller  260  may additionally include a position circuit  340  for determining a relative position of the door  300 . To facilitate operation of position circuit  340  as described, controller  240  may be connected relative to a door position sensor  366  connected with respect to the position circuit  340 , as shown schematically in  FIG. 12 . Position circuit  340  is preferably utilized to set and maintain presets for door operation. That is, a user may program a desired position for the door  300  to arrive at a fully opened position. 
         [0053]    In addition, controller  260  may further include an override circuit  350  permitting the inner door switch, or a dedicated lockout switch as described above, to override the outer door switch. Such operation may be particularly desirable in an emergency scenario whereby users inside the vehicle seek to prevent operation of the door  300  by a person or persons outside of the vehicle. 
         [0054]    As briefly described above, controller  260  communicates with respect to one or more safety systems that are positioned in association with the door  120 . Accordingly, controller  260  may further include a safety circuit  360  for actuating or stopping the door following an emergency input. A safety switch, such as safety switch  246  described above, for example, may be connected or positioned along or relative to the door and electrically connected with respect to the safety circuit  360 . In addition, controller  260  may include a sleep mode wherein the controller  260  will only draw a minimal amount of power when the door is not being activated. 
         [0055]    As shown schematically in  FIG. 12 , the controller  260  may further include a status display  380  indicating at least one of battery capacity, battery charging, safety switch activation, door switch activation and door position. The status display  380  may comprise indicator LEDs, an external display, an integrated LCD display and/or any other suitable status display for conveying at least the listed information. Status display  380  is preferably multifunctional and may further be used as a debugging tool for the motorized door assist system. The status display  380  may indicate a battery capacity, particularly while the door is moving. For example, a series of bars may be lit to represent the battery capacity remaining and/or exhausted. The status display  380  may indicate battery charging status. For example, a series of upwardly cascading lights may represent charging status. The status display  380  may indicate safety switch operation; for example, one or more lights may flash rapidly. The status display  380  may indicate a door open or door closed condition. For instance, the lights may flash in a predetermined manner. In addition, the status display  380  may confirm programming steps. For instance, following programming of a preferred door stop increment, the lights may go blank for a predetermined amount of time and then reilluminate. 
         [0056]    As described above, the door assist system may include programmable options for inputting one or more position presets of the door  30 . According to this embodiment, the controller  260  may include a memory for retaining one or more trainable stops of the door. The memory may comprise a fixed internal memory, an external memory, a replaceable magnetic memory device such as a diskette, a memory stick or a compact flash card and/or any other suitable memory for retaining such programmable options with the door assist system. 
         [0057]    An external programmer may be used to program various features of controller  260 . Such features may include: a maximum forward speed; a maximum reverse speed; a minimum speed; a maximum forward acceleration; a maximum reverse acceleration; a maximum acceleration during direction change; a maximum reverse deceleration; a maximum deceleration during direction change; a motor compensation value; and/or an “indoor” mode for a second mode of operation. Additional programmable features may include: scaling for throttle types and values; deadband value around throttle neutral; failband above and below throttle maximum and minimum; setting for a non-linear throttle response; compensation values for load conditions; timing for application of mechanical brake; deceleration parameter for quickstep using key or switch; compensation value for power wire resistance; power down period for controller inactivity; lower current limit bound; upper current limit bound; and delay time before controller  260  drops from the upper current limit to the lower current limit. 
         [0058]    The external programmer, for example, may be connected with respect to the controller  260  to permit programming of various functions and features described herein. In addition, various functions and/or presets such as door position presets may selectively be programmed by the user without use of the external programmer and yet such functions and/or presets may be retained by the controller  260 . To facilitate such programming at least one of the outer door switch and the inner door switch may be connected with respect to the controller  260  to permit actuation of such switch to establish the presets. In operation, a user may open and hold the outer door switch and/or the inner door switch to set a door position preset to a desired position. 
         [0059]    As described, a method of operation of the controller  260  for actuating a door having a motor assist and an outer door switch and an inner door switch includes one or more of the following steps. As an initial matter, a user engages a switch, latch, or similarly described means for activating the motor assist. The controller  260  thereafter maintains a desirable current supply to the motor assist; determines a relative position of the door; determines whether movement of the door is obstructed; actuates the door to an appropriate position; determines whether door operation exceeds a maximum time threshold; and/or deactivates the motor assist once the door reaches the appropriate position or the door operation exceeds the maximum time threshold. 
         [0060]    In addition, a lockout switch may be connected relative to the controller to override the outer door switch in favor of the inner door switch. The motor assist may be activated in response to a manual activation of an inside door handle. Additionally, should a safety switch be activated, the door may be reversed to a closed position or, preferably, a preset amount. Such reversal permits the safety hazard to be cleared and normal operation of the door may be resumed. 
         [0061]    The outer door switch may be activated for a preset period of time thereby activating the motor assist until the door is in a fully open or fully closed position. More particularly, the controller  240  may sense a current position of the door and subsequently move the door to a position opposite the current position. 
         [0062]    In another example, the controller  240 ,  260  may determine a load required to move the door by sensing a current required to move the door. In doing so, the controller  240 ,  260  may determine an approximate weight of the door during ordinary operation, that is, during operation under normal load conditions on a level surface. Such ordinary operation may determine a baseline or nominal load required to move the door. If subsequent operation requires an adjustment in the desired current for operation of the door, the controller  240 ,  260  will deliver power to the door in a controlled manner to open or close the door in a controlled manner. As such, if the current is outside of a nominal threshold required to move the door, the controller  240 ,  260  will not permit the door to quickly open or “fling” open if on a downhill side or to open slowly if on an uphill side. Such operation results in safe operation in that it permits an operator an expected response to an open or close activation. 
         [0063]    The invention illustratively disclosed herein suitably may be practiced in the absence of any element, part, step, component, or ingredient which is not specifically disclosed herein. 
         [0064]    While in the foregoing detailed description this invention has been described in relation to certain preferred embodiments thereof, and many details have been set forth for purposes of illustration, it will be apparent to those skilled in the art that the invention is susceptible to additional embodiments and that certain of the details described herein can be varied considerably without departing from the basic principles of the invention.

Technology Classification (CPC): 7