JP2015074364A - Window cloudiness estimation device - Google Patents

Window cloudiness estimation device Download PDF

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JP2015074364A
JP2015074364A JP2013212414A JP2013212414A JP2015074364A JP 2015074364 A JP2015074364 A JP 2015074364A JP 2013212414 A JP2013212414 A JP 2013212414A JP 2013212414 A JP2013212414 A JP 2013212414A JP 2015074364 A JP2015074364 A JP 2015074364A
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window
vehicle
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estimation
fogging
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仁 湯元
Hitoshi Yumoto
仁 湯元
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Denso Corp
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Denso Corp
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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

本発明は、特に車両の窓ガラスの曇りの発生を推定する窓曇り推定装置に関する。   The present invention particularly relates to a window fogging estimation apparatus that estimates the occurrence of fogging on a window glass of a vehicle.

車両にて暖房もしくは冷房を機能させた場合、窓ガラスが曇る場合がある。車両用の空調制御装置では、各種のセンサを用いて窓曇りを検知し、検知結果に基づいて防曇制御を行っている（特許文献１および特許文献２参照）。   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).

特開２０００−２９６７６２号公報JP 2000-296762 A 特開２００６−２５６４９６号公報JP 2006-256696 A

上述のように、窓曇りを検知するには、各種のセンサを用いる必要があるため、空調制御装置のコストを押し上げる要因となる。   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.

上記問題点を背景として、本発明は、低コストで窓曇りの発生の可能性を検出することで窓曇りの発生を抑制し、良好な視界を確保できる窓曇り推定装置を提供することを目的とする。   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

上記課題を解決するための窓曇り推定装置は、車両の走行経路の前方を含む地域の気象情報を、車外から取得する気象情報取得部と、車両の室内の温度に関する情報を反映した車室内温度情報を取得する車室内温度情報取得部と、気象情報および車室内温度情報に基づいて、車両の窓に曇りが発生するか否かを推定する窓曇り推定部と、窓曇り推定部が、車両の窓に曇りが発生すると推定したときに、曇りの発生を推定したことを反映した窓曇り推定情報を出力する窓曇り推定情報出力部と、を備える。   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.

上記構成によって、急激な窓曇りの発生を抑制してドライバの視界を確保でき、ドライバの安全な運転に寄与できる。また、各種のセンサを用いることなく、車外あるいは他の車両用装置から各種情報を取得して窓曇りを推定することができ、装置のコストを低減できる。   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.

本発明の窓曇り推定装置および関連装置の構成を示す図。The figure which shows the structure of the window fog estimation apparatus and related apparatus of this invention. 窓曇り推定処理を説明するフロー図。The flowchart explaining a window fogging estimation process. 窓曇り推定方法を説明する図。The figure explaining the window fogging estimation method.

以下、本発明の窓曇り推定装置について、図面を用いて説明する。図１に、窓曇り推定装置１０および関連装置の構成を示す。窓曇り推定装置１０は、周知のＣＰＵ、ＲＯＭ、ＲＡＭ（いずれも図示せず）等を含む制御部１１（本発明の窓曇り推定部、補正部）、制御に必要なデータを記憶するメモリ１２、車内ＬＡＮ７０を介して、他の車両用装置（後述）との通信を行うためのインターフェース回路であるＬＡＮ Ｉ／Ｆ１３（本発明の気象情報取得部、車室内温度情報取得部、地図情報取得部、日時情報取得部、窓曇り推定情報出力部）を含む。   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).

制御部１１のＲＯＭ（メモリ１２でもよい）には、制御プログラムが記憶され、ＣＰＵが制御プログラムを実行することで、窓曇り推定装置１０の各種機能を実現する。   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.

窓曇り推定装置１０は、車内ＬＡＮ７０を介して、データ通信部１５、運行管理装置２０、エアコンＥＣＵ４０、デフォッガＥＣＵ５０、ワイパＥＣＵ６０との間でデータ通信を行うことができる。エアコンＥＣＵ４０、デフォッガＥＣＵ５０、ワイパＥＣＵ６０が、車両用装置に相当する。   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.

Data Communication Module（ＤＣＭ）とも呼ばれるデータ通信部１５は、窓曇り推定装置１０や車両用装置と車内ＬＡＮ７０により接続される。また、携帯通信端末１６との間で、例えば、Ｂｌｕｅｔｏｏｔｈ（登録商標）等の短距離無線通信技術を用いてデータ通信を行う。これにより、車両用装置が、それぞれ無線通信部を有する必要なく、データ通信部１５および携帯通信端末１６を用いて車両外部の装置との通信を行うことができる。   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.

携帯通信端末１６は、周知のスマートフォンに代表されるタブレット型端末（液晶ディスプレイなどの表示部分にタッチパネルを搭載し、指で操作する携帯情報端末の総称）、あるいは、携帯電話機のいずれを用いてもよい。また、携帯通信端末１６は、例えば、周知のＧＰＳ受信機などの、車両の現在位置を検出する位置検出部１６ａを備える。そして、車外の管理センタ３０（詳細は後述）との間でデータ通信を行う。これは、車両用装置からの指示に基づいて行ってもよいし、携帯通信端末１６に含まれるアプリケーションソフトが、所定のタイミングで行ってもよい。   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.

運行管理装置２０は、管理センタ３０との間を通信で結び、両者の間で情報を交換しながら車両の運行を適切に管理するため運行管理システムに含まれる（例えば、特開２００８−２１０３７５号公報参照）。運行管理装置２０は、例えば、周知のＧＰＳ受信機などの、車両の現在位置を検出する位置検出部２１、管理センタ３０との間で無線通信を行う無線通信部２２を含む。   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.

管理センタ３０は、データベース３１、携帯通信端末１６あるいは運行管理装置２０との間で無線通信を行う無線通信部３２を含む。データベース３１は、周知のナビゲーション装置に記憶されているリンク情報およびノード情報を含む道路に関する情報の他に、地形や構図物に関する情報を含む地図情報、季節・時間を含む日時情報、天候・気温・湿度を含む気象情報を記憶している。これらの情報は、常時更新され、最新の状態となっている。   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.

上述の運行管理システムでは、運行管理装置２０から管理センタ３０へ送られるドライバや車両に関するデータを管理センタ３０の管理者が確認して、ドライバの状態が異常かどうか等を判断し、指示や警告を発する。また、ドライバに適切な走行経路を指示する。また、管理センタ３０は、車両の現在位置あるいは走行経路の前方の気象情報、地図情報を運行管理装置２０へ送信する。   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.

窓曇り推定装置１０と管理センタ３０との通信は、上述のデータ通信部１５および携帯通信端末１６を用いる構成、あるいは運行管理装置２０を用いる構成のうち、少なくとも一方を用いる。   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.

エアコンＥＣＵ４０は、車両の室内の空間を空調の対象とする車両用空調装置の要部をなすもので、周知のＣＰＵ、ＲＯＭ、ＲＡＭ（いずれも図示せず）等を含むコンピュータとして構成される。そして、ＣＰＵがＲＯＭに格納される空調制御プログラムを実行することで、空調用操作部（図示せず）の操作状態、車両の室内の温度を検出する内気温センサ４２、車両への日射量を検出する日射センサ４３を含む空調用センサの検出結果に基づいて、いわゆるＨＶＡＣ（Heating, Ventilating and Air-Conditioning：暖房、換気、および空調）ユニットであるエアコンユニット４１に対し、吹出温度、風量、内外気吸気切替、および吹出口切替等の周知の空調制御を行う。車両用空調装置については、例えば、特開２０１３−０６３６９１号公報に詳細が記載されている。   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.

また、エアコンＥＣＵ４０は、窓曇り推定装置１０からの窓曇り推定情報に基づく動作制御を行うこともできる（詳細は後述）。窓曇り推定装置１０をエアコンＥＣＵ４０に含める構成としてもよい。   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.

デフォッガＥＣＵ５０は、周知のＣＰＵ、ＲＯＭ、ＲＡＭ（いずれも図示せず）等を含むコンピュータとして構成され、車両のフロント窓ガラス、リア窓ガラスの個々の結露や凍結を独立して取り除く周知のデフォッガ５１の動作制御を行う。また、デフォッガＥＣＵ５０は、窓曇り推定装置１０からの窓曇り推定情報に基づく動作制御を行うこともできる（詳細は後述）。デフォッガＥＣＵ５０はエアコンＥＣＵ４０に含める構成としてもよい。   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.

ワイパＥＣＵ６０は、周知のＣＰＵ、ＲＯＭ、ＲＡＭ（いずれも図示せず）等を含むコンピュータとして構成され、周知のワイパ６１の動作制御を行う。また、ワイパＥＣＵ６０は、窓曇り推定装置１０からの窓曇り推定情報に基づく動作制御を行うこともできる（詳細は後述）。   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).

図２を用いて、上述の制御プログラムに含まれ、制御部１１が、予め定められたタイミングで繰り返し実行する、窓曇り推定処理を説明する。まず、以下のうちの少なくとも一つを用いて、車両の現在位置を含む現在位置情報を管理センタ３０に送信する（Ｓ１１）。
・運行管理装置２０を用いるとき、車内ＬＡＮ７０を介して、運行管理装置２０に対し、位置検出部２１で検出した車両の現在位置を現在位置情報に含めて、管理センタ３０に送信するよう指令を出力する。
・携帯通信端末１６を用いるとき、車内ＬＡＮ７０およびデータ通信部１５を介して、携帯通信端末１６に対し、位置検出部１６ａで検出した車両の現在位置を現在位置情報に含めて、管理センタ３０に送信するよう指令を出力する。 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.

管理センタ３０は、現在位置情報を受信したとき、データベース３１を参照して、車両の現在位置あるいは走行方向を含む地域の気象情報を車両に送信する。制御部１１は、データ通信部１５あるいは運行管理装置２０を介して気象情報を取得する（Ｓ１２）。本構成が、「気象情報取得部は、管理センタと車両の運行管理装置とを通信で結び、車両の運行を管理する運行管理システムに含まれる管理センタから気象情報を取得する」ものである。本構成によって、専用のサーバ等を設ける必要はなく、既存のシステムを有効活用できる。   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.

なお、走行方向は、現在位置の履歴に基づき、管理センタ３０にて予測する。気象情報は、少なくとも該地域の気温および湿度を含む。制御部１１にて、走行方向を予測し、現在位置情報を管理センタ３０に送信してもよい。   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.

次に、取得した気象情報に含まれる気温および湿度に基づき、車両の外の水蒸気量（車室外水蒸気量）を算出する（Ｓ１３）。図３において、気温が３０℃のときの飽和水蒸気量は３０．４（ｇ／立方メートル）で、このときの湿度が１００％である。湿度が８０％のとき、車室外水蒸気量は、３０．４×０．８＝２４．３（ｇ／立方メートル）となる。   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).

図２に戻り、車内ＬＡＮ７０を介して、エアコンＥＣＵ４０から、内気温センサ４２の検出値すなわち車室内温度情報を取得する（Ｓ１４）。次に、取得した車室内温度に基づき、車室内の飽和水蒸気量（車室内飽和水蒸気量）を算出する（Ｓ１５）。図３で、車室内温度が２０℃のとき、飽和水蒸気量は１７．３（ｇ／立方メートル）となる。   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).

次に、車外水蒸気量および車室内飽和水蒸気量に基づき、例えば、以下のように、車両の窓の外側に曇りが発生する（結露する）危険度を算出する（Ｓ１６）。
・危険度＝（車室外水蒸気量）／（車室内飽和水蒸気量）。
よって、車室外水蒸気量が車室内飽和水蒸気量よりも多くなれば、危険度が高くなる。図３で、気温が３０℃かつ湿度が８０％、車室内温度が２０℃のとき、危険度は、２４．３／１７．３＝１．４０となる。そして、図３のＡに相当する、２４．３―１７．３＝７．０（ｇ／立方メートル）の水蒸気が結露し、窓曇りが発生する可能性がある。 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.

上述の構成が、「気象情報は、少なくとも当該地域の気温および湿度を含み、窓曇り推定部は、気温および湿度に基づき算出した車両の外の水蒸気量と、車両の室内の温度に基づき算出した車両の室内の飽和水蒸気量と、に基づき、車両の窓に曇りが発生する危険度を算出し、危険度が予め定められた閾値を超えたとき、車両の窓に曇りが発生すると推定する」ものである。より具体的には、「気温および湿度に基づき算出した車両の外の水蒸気量と、車両の室内の温度に基づき算出した車両の室内の飽和水蒸気量との比を危険度とする」ものである。空気中に含まれる水蒸気量のうち、飽和水蒸気量を超えるものが窓曇りとなる。また、飽和水蒸気量と気温との関係は既知である。本構成によって、各種のセンサを用いることなく簡易な構成で危険度を算出し、窓曇りの発生を推定できる。   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.

以下、危険度の補正について説明する。本構成が、「危険度を補正する補正部を備える」ものである。本構成によって、より正確に危険度を算出でき、窓曇りの推定の精度を上げることができる。危険度の補正は、予めメモリ１２に記憶された補正値を加算あるいは乗算する。また、補正値は、任意の数である。   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.

まず、以下の少なくとも一つを用いて、気象情報に基づく危険度の補正を行う（Ｓ１７）。天候および風速は管理センタ３０からの気象情報に含めて取得し、日射量は、日射センサ４３の検出値をエアコンＥＣＵ４０からの車室内温度情報に含めて取得する。
・天候による補正：晴天時は補正値を小さく設定し、悪天候時は補正値を大きく設定する。
・風速による補正：風速が０（ｍ／ｓ）のときの補正値を最大とし、風速が大きくなるにつれて補正値を小さく設定する。
・日射量による補正：日射量が多くなるにつれて補正値を小さく設定する。 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.

上述の構成が、「気象情報は、少なくとも当該地域の天候および風速の少なくとも一方を含み、補正部は、気象情報に基づいて危険度を補正する」ものである。空気中の水蒸気の量は、同一場所でも、天候や風速により変化する。本構成によって、気象状況に応じて、より正確に危険度を算出でき、窓曇りの推定の精度を上げることができる。   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.

次に、日時情報を取得する（Ｓ１８）。日時情報は、例えば、ＧＰＳ信号に含まれているものを用いる。管理センタ３０から取得してもよい。そして、以下の少なくとも一つを用いて、日時情報に基づく危険度の補正を行う（Ｓ１９）。
・時間帯による補正：夕方、夜間、早朝の補正値を昼間よりも大きくする。
・日射量による補正（日射センサ４３の検出値を用いない場合）：季節ごとに時間毎の日射量をメモリ１２にあらかじめ記憶しておき、日射量が多くなるにつれて補正値を小さく設定する。 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.

上述の構成が、「日時情報を取得する日時情報取得部を備え、補正部は、日時情報に基づいて危険度を補正する」ものである。本構成によって、空気中の水蒸気の量は、同一場所でも、日時、季節、日射量により変化する。本構成によって、日時の変化に応じて、より正確に危険度を算出でき、窓曇りの推定の精度を上げることができる。   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.

次に、管理センタ３０から、地図情報を取得する（Ｓ２０）。本構成が、「地図情報取得部は、管理センタと車両の運行管理装置とを通信で結び、車両の運行を管理する運行管理システムに含まれる管理センタから地図情報を取得する」ものである。本構成によって、専用のサーバ等を設ける必要はなく、既存のシステムを有効活用できる。   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.

そして、以下の少なくとも一つを用いて、地図情報に基づく危険度の補正を行う（Ｓ２１）。
・地形：例えば、盆地（放射霧）、川沿いあるいは海沿い（蒸発霧）、山間部（滑昇霧）のような、霧の発生しやすい地形は、補正値を大きくする。
・構造物：例えば、トンネル内や橋の上は湿度が高いので、補正値を大きくする。 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.

上述の構成が、「車両の走行経路の前方を含む地域の地図情報を、車外から取得する地図情報取得部を備え、地図情報は、該地域内の地形および構造物の少なくとも一方に関する情報を含み、補正部は、地図情報に基づいて危険度を補正する」ものである。本構成によって、空気中の水蒸気の量は、地形や構造物（例えば、トンネルや橋）により変化する。本構成によって、より正確に危険度を算出でき、窓曇りの推定の精度を上げることができる。   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.

上述の補正は、必ず行う必要はない。また、全ての補正を行う必要もなく、一つあるいは複数を組み合わせて補正してもよい。   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.

次に、補正した危険度と予め定められた閾値（例えば、１）とを比較し、閾値を下回るとき（Ｓ２２：Ｎｏ）、車両の窓に曇りが発生すると推定したことを反映した窓曇り推定情報を出力しているときには、該出力を停止し（Ｓ２４）、本処理を終了する。一方、閾値を上回るとき（Ｓ２２：Ｙｅｓ）、例えば、車内ＬＡＮ７０を介して、上述の窓曇り推定情報を出力し（Ｓ２３）、本処理を終了する。   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.

窓曇り推定情報を取得したエアコンＥＣＵ４０、デフォッガＥＣＵ５０、ワイパＥＣＵ６０は、それぞれ、以下のような動作制御を行う。
・エアコンＥＣＵ４０：例えば、窓ガラス付近のデフロスタ吹出口から空調風を吹き出させるようエアコンユニット４１の駆動制御を行う。このとき、窓ガラスを加温するように空調風の温度調整を行う。あるいは、内外気切替ダンパを作動させて、内気／外気の混合比を調整する。
・デフォッガＥＣＵ５０：フロントガラスのデフォッガ５１に通電し、フロントガラスを加温する。
・ワイパＥＣＵ６０：ワイパ６１を作動させる。 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.

エアコンＥＣＵ４０、デフォッガＥＣＵ５０、ワイパＥＣＵ６０が、本発明の窓曇り除去部（防曇装置ともいう）に相当する。そして、上述の構成が、「窓曇り推定情報出力部が、窓曇り推定情報を出力したときに、窓曇り推定情報に基づいて、車両の窓の曇りを除去する窓曇り除去部を備える」ものである。本構成によって、窓曇り推定装置を小型化することができる。また、窓曇り推定情報を取得可能であれば、どのような防曇装置も用いることができる。よって、車両に適した最新の防曇装置を選択することができる。   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.

窓曇り推定情報に危険度を含めてもよい。こうすることで、危険度に応じて防曇装置（エアコンＥＣＵ４０、デフォッガＥＣＵ５０、ワイパＥＣＵ６０）のうち、いずれを使用するかを選択することができる。防曇装置では、動作を開始する危険度が予め設定されている。例えば、危険度が低いときはエアコンユニット４１のみを作動させ、危険度が高くなるとワイパ６１も作動させ、さらに危険度が高くなるとデフォッガ５１も作動させる。デフォッガ５１は、バッテリの電力の消耗が大きいので、危険度がより高いときのみ使用する。   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.

また、防曇装置では、例えば、以下のように、危険度に応じて防曇運転の形態を変えることができる。
・エアコンＥＣＵ４０：内気循環によるフロントガラス付近のデフロスタ吹出口からの送風→コンプレッサ駆動→風量増大。
・デフォッガＥＣＵ５０：危険度に応じてデフォッガ５１の通電時間を変える。通電時間の最大値は、バッテリの状態により決定する。また、危険度に応じて、フロントガラスに加えてリアガラスのデフォッガも作動させる。
・ワイパＥＣＵ６０：危険度に応じてワイパ６１の作動速度あるいは間欠作動の間隔を変える。 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.

以上、本発明の実施の形態を説明したが、これらはあくまで例示にすぎず、本発明はこれらに限定されるものではなく、特許請求の範囲の趣旨を逸脱しない限りにおいて、当業者の知識に基づく種々の変更が可能である。   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 窓曇り推定装置
１１ 制御部（窓曇り推定部、補正部）
１２ メモリ
１３ ＬＡＮ Ｉ／Ｆ（気象情報取得部、車室内温度情報取得部、地図情報取得部、日時情報取得部、窓曇り推定情報出力部）
１５ データ通信部
１６ 携帯通信端末
２０ 運行管理装置
３０ 管理センタ
７０ 車内ＬＡＮ 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)

車両の走行経路の前方を含む地域の気象情報を、車外から取得する気象情報取得部と、
前記車両の室内の温度に関する情報を反映した車室内温度情報を取得する車室内温度情報取得部と、
前記気象情報および前記車室内温度情報に基づいて、前記車両の窓に曇りが発生するか否かを推定する窓曇り推定部と、
前記窓曇り推定部が、前記車両の窓に曇りが発生すると推定したときに、前記曇りの発生を推定したことを反映した窓曇り推定情報を出力する窓曇り推定情報出力部と、
を備えることを特徴とする窓曇り推定装置。 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: 前記気象情報は、少なくとも当該地域の気温および湿度を含み、
前記窓曇り推定部は、
前記気温および前記湿度に基づき算出した前記車両の外の水蒸気量と、
前記車両の室内の温度に基づき算出した前記車両の室内の飽和水蒸気量と、
に基づき、前記車両の窓に曇りが発生する危険度を算出し、前記危険度が予め定められた閾値を超えたとき、前記車両の窓に曇りが発生すると推定する請求項１に記載の窓曇り推定装置。 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. 前記危険度を補正する補正部を備える請求項２に記載の窓曇り推定装置。   The window fog estimation apparatus of Claim 2 provided with the correction | amendment part which correct | amends the said risk. 前記気象情報は、少なくとも当該地域の天候および風速の少なくとも一方を含み、
前記補正部は、前記気象情報に基づいて前記危険度を補正する請求項３に記載の窓曇り推定装置。 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. 日時情報を取得する日時情報取得部を備え、
前記補正部は、前記日時情報に基づいて前記危険度を補正する請求項３または請求項４に記載の窓曇り推定装置。 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. 前記車両の走行経路の前方を含む地域の地図情報を取得する地図情報取得部を備え、
前記地図情報は、該地域内の地形および構造物の少なくとも一方に関する情報を含み、
前記補正部は、前記地図情報に基づいて前記危険度を補正する請求項３ないし請求項５のいずれか１項に記載の窓曇り推定装置。 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.
JP2013212414A 2013-10-10 2013-10-10 Window cloudiness estimation device Pending JP2015074364A (en)

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JP2017226397A (en) * 2016-06-24 2017-12-28 トヨタ自動車株式会社 Air-conditioning control system and information processing device
JP2018002017A (en) * 2016-07-05 2018-01-11 トヨタ自動車株式会社 Air-conditioning control system and information processing device
JP2018016192A (en) * 2016-07-27 2018-02-01 トヨタ自動車株式会社 Air-conditioning control system
CN106948708A (en) * 2017-04-14 2017-07-14 湖南人文科技学院 A kind of intelligent electric push pull type window
CN106948708B (en) * 2017-04-14 2018-04-06 湖南人文科技学院 A kind of intelligent electric push pull type window
JP2019001224A (en) * 2017-06-13 2019-01-10 株式会社デンソー Air-conditioning control device
JP2019217881A (en) * 2018-06-19 2019-12-26 トヨタ自動車株式会社 Vehicle air-conditioning system
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JP2020183176A (en) * 2019-05-08 2020-11-12 トヨタ自動車株式会社 Vehicle remote control system and vehicle remote control method
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DE102021120096A1 (en) 2020-08-07 2022-02-10 Toyota Jidosha Kabushiki Kaisha heater control device
CN112148019A (en) * 2020-10-12 2020-12-29 深圳裹动智驾科技有限公司 Method for preventing lens from fogging, intelligent control equipment and automatic driving vehicle

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