JP2015074364A - Window cloudiness estimation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a window cloudiness estimation device capable of securing excellent visibility, by restraining the occurrence of window cloudiness by detecting the possibility of the occurrence of the window cloudiness at low cost.SOLUTION: The window cloudiness estimation device comprises a meteorological information acquisition part for acquiring meteorological information of an area including the front of a travel passage of a vehicle from the vehicle outside, a cabin inner temperature information acquisition part for acquiring cabin inner temperature information of reflecting information on the indoor temperature of a vehicle, a window cloudiness estimation part for estimating whether or not cloudiness is caused in a window of the vehicle on the basis of the meteorological information and the cabin inner temperature information, and a window cloudiness estimation information output part for outputting window cloudiness estimation information of reflecting the fact of estimating the occurrence of the cloudiness when the window cloudiness estimation part estimates that the cloudiness is caused in the window of the vehicle.

Description

  The present invention particularly relates to a window fogging estimation apparatus that estimates the occurrence of fogging on a window glass of a vehicle.

  When heating or cooling functions in a vehicle, the window glass may become cloudy. In an air conditioning control device for vehicles, window fogging is detected using various sensors, and antifogging control is performed based on the detection results (see Patent Document 1 and Patent Document 2).

JP 2000-296762 A JP 2006-256696 A

  As described above, various types of sensors need to be used to detect window fogging, which increases the cost of the air conditioning control device.

  Against the background of the above problems, an object of the present invention is to provide a window fogging estimation device that can suppress the occurrence of window fogging by detecting the possibility of window fogging at low cost and can secure a good visibility. And

  A window fogging estimation device for solving the above-mentioned problem is a weather information acquisition unit that acquires weather information of an area including the front of a travel route of a vehicle from the outside of the vehicle, and a vehicle interior temperature that reflects information related to the temperature inside the vehicle. A vehicle interior temperature information acquisition unit that acquires information, a window fogging estimation unit that estimates whether or not fogging occurs in a vehicle window based on weather information and vehicle interior temperature information, and a window fogging estimation unit A window fogging estimation information output unit that outputs window fogging estimation information reflecting that the occurrence of fogging is estimated when it is estimated that fogging occurs in the window.

  With the above-described configuration, it is possible to suppress the occurrence of sudden window fogging and ensure the driver's field of view, thereby contributing to safe driving of the driver. Further, without using various sensors, various types of information can be acquired from outside the vehicle or from other vehicle devices to estimate window fogging, and the cost of the device can be reduced.

The figure which shows the structure of the window fog estimation apparatus and related apparatus of this invention. The flowchart explaining a window fogging estimation process. The figure explaining the window fogging estimation method.

  Hereinafter, the window fog estimation apparatus of this invention is demonstrated using drawing. FIG. 1 shows a configuration of the window fog estimation device 10 and related devices. The window fogging estimation apparatus 10 includes a control unit 11 (a window fogging estimation unit and a correction unit of the present invention) including a known CPU, ROM, RAM (none of which are shown), and a memory 12 that stores data necessary for control. The LAN I / F 13 (meteorological information acquisition unit, vehicle interior temperature information acquisition unit, map information acquisition unit of the present invention) that is an interface circuit for communicating with other vehicle devices (described later) via the in-vehicle LAN 70 , Date and time information acquisition unit, window fogging estimation information output unit).

  A control program is stored in a ROM (or memory 12) of the control unit 11, and various functions of the window fogging estimation device 10 are realized by the CPU executing the control program.

  The window fogging estimation device 10 can perform data communication with the data communication unit 15, the operation management device 20, the air conditioner ECU 40, the defogger ECU 50, and the wiper ECU 60 via the in-vehicle LAN 70. The air conditioner ECU 40, the defogger ECU 50, and the wiper ECU 60 correspond to a vehicle device.

  The data communication unit 15, also referred to as a data communication module (DCM), is connected to the window fogging estimation device 10 and the vehicle device via the in-vehicle LAN 70. In addition, data communication is performed with the mobile communication terminal 16 using, for example, a short-range wireless communication technology such as Bluetooth (registered trademark). Thereby, the apparatus for vehicles can communicate with the apparatus outside the vehicle using data communication part 15 and portable communication terminal 16, without having to have a wireless communication part, respectively.

  The mobile communication terminal 16 may be any of a tablet type terminal represented by a well-known smartphone (a general term for a portable information terminal in which a touch panel is mounted on a display portion such as a liquid crystal display and operated with a finger), or a mobile phone. Good. The mobile communication terminal 16 includes a position detection unit 16a that detects the current position of the vehicle, such as a well-known GPS receiver. Then, data communication is performed with a management center 30 outside the vehicle (details will be described later). This may be performed based on an instruction from the vehicle device, or application software included in the mobile communication terminal 16 may be performed at a predetermined timing.

  The operation management device 20 is included in an operation management system in order to appropriately manage the operation of the vehicle while connecting the management center 30 by communication and exchanging information between the two (for example, JP 2008-210375A). See the official gazette). The operation management device 20 includes a position detection unit 21 that detects the current position of the vehicle, such as a well-known GPS receiver, and a wireless communication unit 22 that performs wireless communication with the management center 30.

  The management center 30 includes a wireless communication unit 32 that performs wireless communication with the database 31, the mobile communication terminal 16, or the operation management device 20. The database 31 includes information on roads including link information and node information stored in known navigation devices, map information including information on topography and composition, date / time information including seasons / times, weather / temperature / Meteorological information including humidity is stored. These pieces of information are constantly updated and are in the latest state.

  In the above-described operation management system, the administrator of the management center 30 confirms the data related to the driver and the vehicle sent from the operation management device 20 to the management center 30 to determine whether the driver is in an abnormal state, etc. To emit. In addition, an appropriate travel route is instructed to the driver. In addition, the management center 30 transmits weather information and map information ahead of the current position of the vehicle or the travel route to the operation management device 20.

  The communication between the window fogging estimation device 10 and the management center 30 uses at least one of the configuration using the data communication unit 15 and the mobile communication terminal 16 described above or the configuration using the operation management device 20.

  The air conditioner ECU 40 is a main part of a vehicle air conditioner that targets air conditioning in a vehicle interior space, and is configured as a computer including a well-known CPU, ROM, RAM (all not shown) and the like. Then, the CPU executes an air conditioning control program stored in the ROM, so that the operating state of the air conditioning operation unit (not shown), the internal air temperature sensor 42 for detecting the temperature inside the vehicle, and the amount of solar radiation to the vehicle are determined. Based on the detection result of the air-conditioning sensor including the solar radiation sensor 43 to be detected, the air-conditioning unit 41 which is a so-called HVAC (Heating, Ventilating and Air-Conditioning) unit, Well-known air conditioning control such as air intake switching and air outlet switching is performed. Details of the vehicle air conditioner are described in, for example, Japanese Patent Laid-Open No. 2013-063691.

  The air conditioner ECU 40 can also perform operation control based on window fogging estimation information from the window fogging estimation device 10 (details will be described later). The window fogging estimation device 10 may be included in the air conditioner ECU 40.

  The defogger ECU 50 is configured as a computer including a well-known CPU, ROM, RAM (all not shown) and the like, and a well-known defogger 51 that independently removes individual condensation and freezing of the front window glass and rear window glass of the vehicle. Control the operation. The defogger ECU 50 can also perform operation control based on the window fogging estimation information from the window fogging estimation apparatus 10 (details will be described later). The defogger ECU 50 may be included in the air conditioner ECU 40.

  The wiper ECU 60 is configured as a computer including a known CPU, ROM, RAM (all not shown) and the like, and controls the operation of the known wiper 61. The wiper ECU 60 can also perform operation control based on window fogging estimation information from the window fogging estimation device 10 (details will be described later).

The window fog estimation process included in the above-described control program and repeatedly executed by the control unit 11 at a predetermined timing will be described with reference to FIG. First, the current position information including the current position of the vehicle is transmitted to the management center 30 using at least one of the following (S11).
When using the operation management device 20, a command is sent to the operation management device 20 via the in-vehicle LAN 70 so that the current position information of the vehicle detected by the position detection unit 21 is included in the current position information and transmitted to the management center 30. Output.
When the mobile communication terminal 16 is used, the current position information of the vehicle detected by the position detection unit 16a is included in the current position information with respect to the mobile communication terminal 16 via the in-vehicle LAN 70 and the data communication unit 15. Output a command to send.

  When the management center 30 receives the current position information, the management center 30 refers to the database 31 and transmits the weather information of the region including the current position or traveling direction of the vehicle to the vehicle. The control part 11 acquires weather information via the data communication part 15 or the operation management apparatus 20 (S12). This configuration is “the meteorological information acquisition unit acquires the weather information from the management center included in the operation management system that connects the management center and the vehicle operation management device by communication and manages the operation of the vehicle”. With this configuration, there is no need to provide a dedicated server or the like, and an existing system can be used effectively.

  The traveling direction is predicted by the management center 30 based on the history of the current position. The weather information includes at least the temperature and humidity of the area. The control unit 11 may predict the traveling direction and transmit the current position information to the management center 30.

  Next, the amount of water vapor outside the vehicle (the amount of water vapor outside the passenger compartment) is calculated based on the temperature and humidity contained in the acquired weather information (S13). In FIG. 3, the saturated water vapor amount when the temperature is 30 ° C. is 30.4 (g / cubic meter), and the humidity at this time is 100%. When the humidity is 80%, the amount of water vapor outside the passenger compartment is 30.4 × 0.8 = 24.3 (g / cubic meter).

  Returning to FIG. 2, the detected value of the inside air temperature sensor 42, that is, the vehicle interior temperature information is acquired from the air conditioner ECU 40 via the vehicle interior LAN 70 (S <b> 14). Next, based on the acquired vehicle interior temperature, a saturated water vapor amount (vehicle interior saturated water vapor amount) in the vehicle interior is calculated (S15). In FIG. 3, when the passenger compartment temperature is 20 ° C., the saturated water vapor amount is 17.3 (g / cubic meter).

Next, based on the amount of water vapor outside the vehicle and the amount of saturated water vapor in the vehicle interior, for example, the degree of risk of fogging (condensation) on the outside of the vehicle window is calculated (S16).
・ Danger level = (water vapor volume outside the passenger compartment) / (saturated water vapor amount in the passenger compartment).
Therefore, if the amount of water vapor outside the vehicle compartment is greater than the amount of saturated water vapor in the vehicle compartment, the degree of danger increases. In FIG. 3, when the temperature is 30 ° C., the humidity is 80%, and the passenger compartment temperature is 20 ° C., the degree of danger is 24.3 / 17.3 = 1.40. Then, 24.3-17.3 = 7.0 (g / cubic meter) of water vapor corresponding to A in FIG. 3 may condense and window fogging may occur.

  The above-described configuration is as follows: “The meteorological information includes at least the temperature and humidity of the area, and the window fogging estimation unit calculates based on the amount of water vapor outside the vehicle calculated based on the temperature and humidity and the temperature inside the vehicle. Based on the amount of saturated water vapor in the vehicle interior, the degree of danger of fogging in the vehicle window is calculated, and when the degree of danger exceeds a predetermined threshold, it is estimated that fogging will occur in the vehicle window. Is. More specifically, “the risk is the ratio between the amount of water vapor outside the vehicle calculated based on temperature and humidity and the amount of water vapor saturated inside the vehicle calculated based on the temperature inside the vehicle”. . Of the amount of water vapor contained in the air, the amount exceeding the saturated water vapor amount becomes window fogging. Further, the relationship between the saturated water vapor amount and the temperature is known. With this configuration, it is possible to calculate the degree of danger with a simple configuration without using various sensors, and to estimate the occurrence of window fogging.

  Hereinafter, risk level correction will be described. This configuration is “equipped with a correction unit that corrects the degree of risk”. With this configuration, the degree of risk can be calculated more accurately, and the accuracy of window fogging estimation can be increased. The risk level is corrected by adding or multiplying correction values stored in advance in the memory 12. The correction value is an arbitrary number.

First, the risk is corrected based on weather information using at least one of the following (S17). The weather and wind speed are acquired by including the weather information from the management center 30, and the solar radiation amount is acquired by including the detected value of the solar sensor 43 in the vehicle interior temperature information from the air conditioner ECU 40.
・ Correction due to the weather: Set the correction value small during fine weather, and set the correction value large during bad weather.
Correction by wind speed: The correction value when the wind speed is 0 (m / s) is set to the maximum, and the correction value is set smaller as the wind speed increases.
-Correction by the amount of solar radiation: Set a smaller correction value as the amount of solar radiation increases.

  The above-described configuration is “the weather information includes at least one of weather and wind speed in the area, and the correction unit corrects the risk based on the weather information”. The amount of water vapor in the air varies depending on the weather and wind speed even in the same place. According to this configuration, it is possible to calculate the degree of danger more accurately according to the weather conditions, and it is possible to increase the accuracy of estimation of window fogging.

Next, date information is acquired (S18). For example, information contained in the GPS signal is used as the date / time information. You may acquire from the management center 30. Then, the risk level is corrected based on the date and time information using at least one of the following (S19).
・ Correction by time zone: Make correction values for evening, night, and early morning larger than daytime.
Correction by the amount of solar radiation (when the detection value of the solar radiation sensor 43 is not used): The amount of solar radiation for each hour is stored in advance in the memory 12 for each season, and the correction value is set smaller as the amount of solar radiation increases.

  The above-described configuration is “provided with a date information acquisition unit for acquiring date information, and the correction unit corrects the degree of risk based on the date information”. With this configuration, the amount of water vapor in the air varies depending on the date, season, and amount of solar radiation even in the same place. With this configuration, it is possible to calculate the degree of danger more accurately in accordance with changes in date and time, and it is possible to increase the accuracy of window fogging estimation.

  Next, map information is acquired from the management center 30 (S20). This configuration is “the map information acquisition unit acquires the map information from the management center included in the operation management system that connects the management center and the vehicle operation management device by communication and manages the operation of the vehicle”. With this configuration, there is no need to provide a dedicated server or the like, and an existing system can be used effectively.

Then, the risk is corrected based on the map information using at least one of the following (S21).
Topography: For example, terrain where fog is likely to occur, such as a basin (radiation fog), along a river or sea (evaporation fog), or a mountainous area (sliding fog), the correction value is increased.
-Structure: For example, the humidity is high in the tunnel or on the bridge, so increase the correction value.

  The above-mentioned configuration includes a “map information acquisition unit that acquires map information of an area including the front of the travel route of the vehicle from outside the vehicle, and the map information includes information on at least one of the terrain and the structure in the area. The correction unit corrects the degree of risk based on the map information ”. With this configuration, the amount of water vapor in the air varies depending on topography and structures (for example, tunnels and bridges). With this configuration, the degree of risk can be calculated more accurately, and the accuracy of window fogging estimation can be increased.

  The above correction is not necessarily performed. Further, it is not necessary to perform all corrections, and one or a combination of a plurality of corrections may be performed.

  Next, the corrected degree of risk is compared with a predetermined threshold value (for example, 1), and when it falls below the threshold value (S22: No), the window fogging estimation reflecting that it is estimated that fogging occurs in the vehicle window. When the information is being output, the output is stopped (S24), and this process is terminated. On the other hand, when the threshold value is exceeded (S22: Yes), for example, the above-described window fogging estimation information is output via the in-vehicle LAN 70 (S23), and this process is terminated.

The air conditioner ECU 40, the defogger ECU 50, and the wiper ECU 60 that have acquired the window fogging estimation information each perform the following operation control.
Air conditioner ECU 40: For example, the air conditioner unit 41 is driven and controlled to blow conditioned air from a defroster outlet near the window glass. At this time, the temperature of the conditioned air is adjusted so as to heat the window glass. Alternatively, the inside / outside air switching damper is operated to adjust the inside / outside air mixing ratio.
Defogger ECU 50: Energizes the windshield defogger 51 to heat the windshield.
-Wiper ECU60: The wiper 61 is operated.

  The air conditioner ECU 40, the defogger ECU 50, and the wiper ECU 60 correspond to a window defogging unit (also referred to as an anti-fogging device) of the present invention. And the above-mentioned composition is provided with a window fog removal unit that removes the fog on the window of the vehicle based on the window fog estimation information when the window fog estimation information output unit outputs the window fog estimation information. It is. With this configuration, the window fogging estimation device can be reduced in size. Any anti-fogging device can be used as long as the window fogging estimation information can be acquired. Therefore, the latest anti-fogging device suitable for the vehicle can be selected.

  The degree of danger may be included in the window fogging estimation information. By doing so, it is possible to select which one of the anti-fogging devices (air conditioner ECU 40, defogger ECU 50, wiper ECU 60) to use according to the degree of danger. In the anti-fogging device, the risk of starting the operation is set in advance. For example, when the degree of danger is low, only the air conditioner unit 41 is operated. When the degree of danger is high, the wiper 61 is also operated. When the degree of danger is high, the defogger 51 is also operated. The defogger 51 is used only when the degree of danger is higher because the power consumption of the battery is large.

Further, in the anti-fogging device, for example, the form of the anti-fogging operation can be changed according to the degree of danger as follows.
Air conditioner ECU 40: Air blowing from the defroster outlet near the windshield due to internal air circulation → compressor driving → air volume increase.
Defogger ECU 50: The energizing time of the defogger 51 is changed according to the degree of danger. The maximum energization time is determined by the state of the battery. In addition to the windshield, the rear glass defogger is activated depending on the degree of danger.
-Wiper ECU60: The operating speed of the wiper 61 or the interval of intermittent operation is changed according to the risk.

  Although the embodiments of the present invention have been described above, these are merely examples, and the present invention is not limited to these embodiments, and the knowledge of those skilled in the art can be used without departing from the spirit of the claims. Various modifications based on this are possible.

10 Window fogging estimation device 11 Control unit (window fogging estimation unit, correction unit)
12 memory 13 LAN I / F (weather information acquisition unit, vehicle interior temperature information acquisition unit, map information acquisition unit, date / time information acquisition unit, window fogging estimation information output unit)
15 Data Communication Unit 16 Mobile Communication Terminal 20 Operation Management Device 30 Management Center 70 In-Vehicle LAN

Claims (6)

A meteorological information acquisition unit that acquires the weather information of the area including the front of the driving route of the vehicle from outside the vehicle;
A vehicle interior temperature information acquisition unit that acquires vehicle interior temperature information that reflects information related to the temperature inside the vehicle; and
A window fogging estimation unit for estimating whether or not fogging occurs in the window of the vehicle based on the weather information and the vehicle interior temperature information;
A window fogging estimation information output unit that outputs window fogging estimation information reflecting that the occurrence of fogging is estimated when the window fogging estimation unit estimates that the vehicle window is fogged;
A window fogging estimation device comprising: The weather information includes at least the temperature and humidity of the area,
The window fogging estimation unit
The amount of water vapor outside the vehicle calculated based on the temperature and the humidity;
The amount of saturated water vapor in the vehicle interior calculated based on the temperature in the vehicle interior;
2. The window according to claim 1, wherein a risk of fogging of the vehicle window is calculated based on the window, and when the risk exceeds a predetermined threshold, it is estimated that fogging of the vehicle window occurs. Cloudiness estimation device.   The window fog estimation apparatus of Claim 2 provided with the correction | amendment part which correct | amends the said risk. The weather information includes at least one of weather and wind speed of the area,
The window fog estimation apparatus according to claim 3, wherein the correction unit corrects the risk based on the weather information. A date and time information acquisition unit for acquiring date and time information;
The window fog estimation device according to claim 3 or 4, wherein the correction unit corrects the degree of risk based on the date and time information. A map information acquisition unit for acquiring map information of a region including the front of the travel route of the vehicle;
The map information includes information on at least one of topography and structures in the area,
The window fogging estimation apparatus according to any one of claims 3 to 5, wherein the correction unit corrects the risk based on the map information.

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