Transportation equipment and vehicles

Abstract

The present application provides a technology for more appropriately heating a plurality of heating target regions on a window member. The present application relates to a transport device and a vehicle, the transport device including a window member, a first heating mechanism configured to heat a first region of the window member, a second heating mechanism configured to heat a second region of the window member, and a control mechanism that controls driving of the first heating mechanism and the second heating mechanism, the first region and the second region being adjacent regions, the control mechanism driving the first heating mechanism and the second heating mechanism in such a manner that a start timing of driving of the first heating mechanism and the second heating mechanism is different.

Description

[0001] This application is a divisional application of the patent application No. 202010123677.X with a filing date of February 27, 2020 and titled “Transportation device and vehicle”. TECHNICAL FIELD

[0002] The present application relates to a transportation device and a vehicle. BACKGROUND

[0003] There is known a vehicle in which a heating device that heats a window member such as a front window is provided in order to prevent fogging of the window member. In Patent Literature 1, a technology in which a plurality of heating portions are provided on a window glass is disclosed.

[0004] PRIOR ART DOCUMENTS

[0005] PATENT LITERATURE

[0006] Patent Literature 1: Japanese Patent Application Publication No. 2014-37344 SUMMARY

[0007] PROBLEMS TO BE SOLVED BY THE INVENTION

[0008] In a case where heating target regions of a plurality of heating devices on a window member are adjacent to each other, heat of one heating device affects the heating target regions of the other heating devices. In a case where these heating devices are driven at the same time, sometimes each heating target region is heated unnecessarily.

[0009] An object of the present application is to provide a technology that more appropriately heats a plurality of heating target regions on a window member.

[0010] MEANS FOR SOLVING THE PROBLEM

[0011] According to the present application, for example, there is provided a transportation device characterized by comprising:

[0012] a window member;

[0013] a first heating mechanism configured to heat a first region of the window member;

[0014] a second heating mechanism configured to heat a second region of the window member; and

[0015] a control mechanism that controls driving of the first heating mechanism and the second heating mechanism,

[0016] the first region and the second region are adjacent regions,

[0017] The control mechanism drives the first heating mechanism and the second heating mechanism in a manner that the start timing of the driving of the first heating mechanism and the second heating mechanism is different.

[0018] Inventive Effects

[0019] According to the present application, a technology that more appropriately heats a plurality of heating target regions on a window member can be provided. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 is a block diagram of a vehicle and a control device thereof according to an embodiment.

[0021] Figure 2A is a plan view showing a configuration of a detection unit, Figure 2B is Figure 2A is an X-X line sectional view of

[0022] Figure 3 is a flowchart showing a processing example executed in a control device of Figure 1

[0023] Figure 4 is a flowchart showing a processing example executed in a control device of Figure 1

[0024] Figure 5A , Figure 5B is a timing chart showing an example of a driving signal of a heater.

[0025] Figure 6A , Figure 6B is a timing chart showing an example of a driving signal of a heater.

[0026] Figure 7 is a flowchart showing another processing example executed in a control device of Figure 1

[0027] Figure 8A , Figure 8B is a timing chart showing an example of a driving signal of a heater.

[0028] REFERENCE SIGNS

[0029] V: vehicle; 11: window member; 11A: region; 11B: region; 60A: heater; 60B: heater; 21: ECU. DETAILED DESCRIPTION

[0030] ​​​Embodiments will be described below in detail with reference to the accompanying drawings. Note that the following embodiments do not limit the application according to the claims. In addition, not all combinations of features described in the embodiments are necessarily essential to the application. Two or more of a plurality of features described in the embodiments can be arbitrarily combined. In addition, the same reference numerals are used throughout the drawings to designate the same structures, and repeated explanation is omitted.

[0031] <First Embodiment>

[0032] Figure 1 is a block diagram of a vehicle V and a control device 1 thereof according to an embodiment of the present application. The control device 1 controls the vehicle V. In Figure 1 , an outline of the vehicle V is shown in a plan view and a side view. As an example, the vehicle V is a passenger car of a four-wheel sedan type. In the drawing, Fr denotes a front side in a front-rear direction of the vehicle V, and Rr denotes a rear side. An arrow W denotes a vehicle width direction.

[0033] The vehicle V of the present embodiment is, for example, a hybrid vehicle of a parallel type. In this case, a power device 50 that outputs a driving force to rotate driving wheels of the vehicle V can be constituted by an internal combustion engine, a motor, and an automatic transmission. The motor can be used as a driving source to accelerate the vehicle V, and also as a generator (regenerative brake) at the time of deceleration or the like.

[0034] <Control Device 1>

[0035] Referring to Figure 1 The structure of the control device 1 will be described. The control device 1 includes an ECU group (control unit group) 2. The ECU group 2 includes a plurality of ECUs 20 to 29 constituted to be able to communicate with each other. Each ECU includes a processor typified by a CPU, a storage device such as a semiconductor memory, an interface with an external device, and the like. In the storage device, a program executed by the processor, data used by the processor in processing, and the like are stored. Each ECU can have a plurality of processors, storage devices, and interfaces, and the like. In addition, the number of ECUs, the functions to be performed, can be appropriately designed, and can be subdivided or integrated as compared with the present embodiment. In addition, in the present embodiment, the names of representative functions of the ECUs 20 to 29 are labeled. Figure 1

[0036] The ECU 20 performs control related to automatic driving as a travel control of the vehicle V. In automatic driving, at least one of acceleration and deceleration, steering, and braking of the vehicle V is automatically performed without depending on a driving operation of a driver. In the present embodiment, driving, steering, and braking are automatically performed.

[0037] ​The ECU 21 is a periphery recognition unit that recognizes the running situation of the vehicle V based on the detection results of the detection units 31A, 31B, 32A, 32B that detect the situation around the vehicle V, for example, recognizes an object existing in the periphery of the vehicle V.

[0038] In the present embodiment, the detection units 31A, 31B are cameras (hereinafter, sometimes referred to as the camera 31A, the camera 31B) that take an image of the front of the vehicle V, and are installed in the front portion of the roof of the vehicle V and the in-cabin side of the front window. By analyzing the image taken by the cameras 31A, 31B, the outline of an object and the division line (white line or the like) of the lane on the road can be extracted.

[0039] Figure 2A is a plan view showing the arrangement of the cameras 31A, 31B, Figure 2B is Figure 2A is a cross-sectional view of the X-X line of Figure 2B shows the cross-sectional structure in the vicinity of the camera 31B, but the cross-sectional structure in the vicinity of the camera 31A is the same as this.

[0040] The cameras 31A and 31B are fixed to the window member 11 via brackets 70. The window member 11 is, for example, a transparent glass plate, and the brackets 70 are fixed to the surface of the window member 11 on the in-cabin side by an adhesive or the like. The cameras 31A, 31B are arranged side by side in the vehicle width direction indicated by the arrow W. Spaces 70A, 70B surrounded by the brackets 70 and the window member 11 are formed in such a manner that the brackets 70 do not interfere with each of the imaging ranges FB of the cameras 31A, 31B. The space 70A corresponds to the camera 31A, and the space 70B corresponds to the camera 31B. The spaces 70A, 70B communicate with the in-cabin space at the lower portions of the brackets 70, and air can flow through the spaces 70A, 70B and the in-cabin space.

[0041] The window member 11 is located in the imaging ranges FB of the cameras 31A, 31B. The region 11A is a region on the window member 11 overlapping the imaging range of the camera 31A, and the region 11B is a region on the window member 11 overlapping the imaging range of the camera 31B. The regions 11A and 11B are regions adjacent to each other, and in the present embodiment, are adjacent in the vehicle width direction. The regions 11A and 11B can partially overlap each other or can be separated from each other.

[0042] When fogging or icing occurs in the region 11A or 11B, there is a case where the image quality of the imaging image of the cameras 31A, 31B is reduced. Therefore, the heaters 60A, 60B are provided. In the present embodiment, the heaters 60A, 60B are electric heating wires that generate heat by energization.

[0043] The heater 60A corresponds to the camera 31A and the region 11A, and the heater 60B corresponds to the camera 31B and the region 11B. The heater 60A is configured to heat the region 11A, and if the heater 60A is operated, the fogging of the region 11A of the window member 11 can be reduced or eliminated by the heat of the heater 60A heating the periphery including the air in the space 70A. Similarly, the heater 60B is configured to heat the region 11B, and if the heater 60B is operated, the fogging of the region 11B of the window member 11 can be reduced or eliminated by the heat of the heater 60B heating the periphery including the air in the space 70B.

[0044] Since the region 11A and the region 11B are adjacent, the heat of the heater 60A also functions to heat the region 11B. Similarly, the heat of the heater 60B also functions to heat the region 11A.

[0045] The heaters 60A, 60B are supported by the bracket 70, and in the illustrated example, are mounted to the bottom of the bracket 70. The heaters 60A, 60B can be provided to the window member 11 as a heating target, but by being provided to the bracket 70 as in the present embodiment, it is possible to contribute to securing the field of view of the occupant and the convenience of wiring. The driving of the heaters 60A, 60B is controlled by the ECU 21.

[0046] Returning to Figure 1 In the case of the present embodiment, the detection unit 32A is a Light Detection and Ranging (hereinafter, sometimes expressed as the optical radar 32A), which detects a target object in the periphery of the vehicle V, or measures the distance to the target object. In the case of the present embodiment, five optical radars 32A are provided, one each at the corners of the front of the vehicle V, one in the center of the rear, and one each to the side of the rear. The detection unit 32B is a millimeter wave radar (hereinafter, sometimes expressed as the radar 32B), which detects a target object in the periphery of the vehicle V, or measures the distance to the target object. In the case of the present embodiment, five radars 32B are provided, one in the center of the front of the vehicle V, one each at the corners of the front, and one each at the corners of the rear.

[0047] The ECU 22 is a steering control unit that controls the electric power steering device 41. The electric power steering device 41 includes a mechanism that steers the front wheels in accordance with a steering operation (steering operation) of the driver on the steering wheel ST. The electric power steering device 41 includes a drive unit 41a that has a motor that exerts assistance of the steering operation or a driving force for automatically steering the front wheels, a steering angle sensor 41b, a torque sensor 41c that detects a steering torque borne by the driver, and the like. The ECU 22 can also acquire a detection result of the sensor 36 that detects whether or not the driver is holding the steering wheel ST, and thus can monitor a holding state of the driver.

[0048] The ECU 23 is a brake control unit that controls the hydraulic device 42. A brake operation of the driver on the brake pedal BP is converted into hydraulic pressure in the brake master cylinder BM and transmitted to the hydraulic device 42. The hydraulic device 42 is an actuator that can control hydraulic pressure of working oil supplied to the brake devices (for example, disc brake devices) 51 respectively provided in the four wheels on the basis of the hydraulic pressure transmitted from the brake master cylinder BM, and the ECU 23 performs drive control of a solenoid valve and the like provided in the hydraulic device 42. In addition, at the time of braking, the ECU 23 can cause the brake lamp 43B to be lit. Thereby, a following vehicle can be caused to increase attention to the vehicle V.

[0049] The ECU 23 and the hydraulic device 42 can constitute an electric servo brake. The ECU 23 can control, for example, distribution of brake forces generated by the four brake devices 51 and brake forces generated by regenerative braking of the motor provided in the power device 50. The ECU 23 can also realize an ABS function, a traction control, and a posture control function of the vehicle V on the basis of detection results of the wheel speed sensors 38, a yaw rate sensor (not shown), and a pressure sensor 35 that detects pressure in the brake master cylinder BM respectively provided in the four wheels.

[0050] The ECU 24 is a travel assistance unit that performs control relating to travel assistance (in other words, driving assistance) as travel control of the vehicle V on the basis of detection results of the detection units 31A and 32A. As a content of the travel assistance, the ECU 24 can perform, for example, control to mitigate a collision brake, lane departure suppression, and the like. The collision brake is control to instruct the ECU 23 to work the brake devices 51 to assist in avoiding a collision in a case where a possibility of collision with an obstacle ahead is high. The lane departure suppression is control to instruct the ECU 22 to work the electric power steering device 41 to assist in avoiding lane departure in a case where a possibility of the vehicle V departing from a travel lane is high.

[0051] The ECU 24 performs control relating to travel assistance in either of the automatic driving and the manual driving. Therefore, the ECU 24 monitors the detection results of the detection units 31A and 32A at all times during travel of the vehicle V. That is, the detection units 31A and 32A are driven in either of the manual driving mode and the automatic driving mode described later, and the detection results thereof are monitored for travel assistance control.

[0052] On the other hand, the ECU 24 does not monitor the detection results of the detection units 31B and 32B. In the case of the present embodiment, the detection results of the detection units 31B and 32B are monitored in common with the detection results of the detection units 31A and 32A only in the automatic driving mode for target object recognition and the like. Therefore, in the manual driving mode, a structure in which the detection units 31B and 32B are not driven can also be adopted. On the other hand, in the manual driving mode in which monitoring is not performed, the detection units 31B and 32B can be driven to perform preparation for recognition of a target object and the like.

[0053] The ECU 25 is an in-vehicle reporting control unit that controls an information output device 43A that reports information to the inside of the vehicle. The information output device 43A includes, for example, a head-up display, a display device provided to an instrument panel, or a sound output device. Further, a vibration device can also be included. The ECU 25 causes the information output device 43A to output, for example, various information such as a vehicle speed, an outside air temperature, information such as a route guide, and information relating to the state of the vehicle V.

[0054] The ECU 26 is an out-vehicle reporting control unit that controls an information output device 44 that reports information to the outside of the vehicle. In the case of the present embodiment, the information output device 44 is a turn signal (hazard warning light). The ECU 26 performs flicker control of the information output device 44 as a turn signal to report the traveling direction of the vehicle V to the outside, and performs flicker control of the information output device 44 as a hazard warning light to be able to increase the attention to the vehicle V from the outside.

[0055] The ECU 27 is a drive control unit that controls the power device 50. In the present embodiment, one ECU 27 is assigned to the power device 50, but one ECU can also be assigned to each of the internal combustion engine, the motor, and the automatic transmission. The ECU 27 controls, for example, the output of the internal combustion engine or the motor, or shifts the gear of the automatic transmission in correspondence with the driving operation of the driver detected by the operation detection sensor 34a provided to the accelerator pedal AP or the operation detection sensor 34b provided to the brake pedal BP, the vehicle speed, and the like. Further, in the automatic transmission, a rotation speed sensor 39 that detects the rotation speed of the output shaft of the automatic transmission is provided as a sensor that detects the travel state of the vehicle V. The vehicle speed of the vehicle V can be calculated from the detection result of the rotation speed sensor 39.

[0056] The ECU 28 is a position recognition unit that recognizes the current position, the travel route of the vehicle V. The ECU 28 performs control of the gyro sensor 33, the GPS sensor 28b, the communication device 28c, and information processing of the detection result or the communication result. The gyro sensor 33 detects the rotational movement of the vehicle V. The travel route of the vehicle V can be determined from the detection result of the gyro sensor 33 or the like. The GPS sensor 28b detects the current position of the vehicle V. The communication device 28c performs wireless communication with a server that provides map information and traffic information, and acquires these information. In the database 28a, high-precision map information can be stored, and the ECU 28 can determine the position of the vehicle V on the lane with higher precision based on the map information or the like.

[0057] The ECU 29 is an environment recognition unit that recognizes the environment in which the vehicle V is located. The environment here includes at least one of the external environment of the vehicle V (air temperature, humidity, weather, or the like) or the internal environment of the vehicle V (room temperature, indoor humidity, or the like). The ECU 29 recognizes the environment based on the detection result of the sensor group 29a. The sensor group 24a includes, for example, a temperature sensor, a humidity sensor, an illuminance sensor, a rain sensor. The temperature sensor, the humidity sensor can be provided for the outside of the vehicle, the inside of the vehicle, respectively. In addition, the ECU 29 can have a calendar function, whereby the season can be recognized as the external environment of the vehicle V.

[0058] The input device 45 is disposed at an in-vehicle position operable by the driver, and accepts input of instructions, information from the occupant.

[0059] <Control Example>

[0060] <Selection of Moving Pattern>

[0061] A control example of the control device 1 will be described. Figure 3 is a flowchart showing the selection processing of the moving pattern performed by the ECU 20. The moving pattern of the present embodiment is a travel pattern related to the automation of the driving of the vehicle V. In the case of the present embodiment, the occupant can select the moving pattern from among a plurality of moving patterns. In the present embodiment, the plurality of moving patterns are two, a manual driving pattern and an automatic driving pattern.

[0062] In S1, it is determined whether there is a selection operation of the moving pattern by the occupant. The occupant can give an instruction for switching between the automatic driving pattern and the manual driving pattern, for example, by an operation on the input device 45. In the case where there is a selection operation, the processing proceeds to S2, and in the case where there is no selection operation, the processing ends.

[0063] In S2, it is determined whether the selection operation is an instruction to automatic driving, and in the case of being an instruction to automatic driving, S4 is entered, and in the case of being an instruction to manual driving, S3 is entered. In S3, the manual driving mode is set, and manual driving control is started. In S4, the automatic driving mode is set, and automatic driving control is started. The current setting related to the movement mode is notified from the ECU 20 to each of the ECUs 21 to 29 and is recognized.

[0064] In the manual driving control, acceleration and deceleration, steering, and braking of the vehicle V are performed in accordance with the driving operation of the occupant (driver). In the automatic driving control, the ECU 20 outputs a control command to the ECUs 22, 23, and 27, and controls the acceleration and deceleration, steering, and braking of the vehicle V, thereby causing the vehicle V to automatically travel without depending on the driving operation of the occupant. The ECU 20 sets a travel route of the vehicle V, and refers to the position recognition result of the ECU 28 and the recognition result of the target object, and causes the vehicle V to travel along the set travel route. The target object is recognized on the basis of the detection results of the detection units 31A, 31B, 32A, and 32B.

[0065] <Driving control of heater>

[0066] A driving control example of the heaters 60A and 60B will be described. The ECU 21 can independently drive (turn on / off) the heaters 60A and 60B, respectively. The ECU 21 drives the heaters 60A and 60B, and performs defogging and anti-fogging of the regions 11A and 11B of the window member 11. In the case of the present embodiment, the region 11A overlaps the photographing range of the camera 31A whose photographing result is always monitored, and thus is a region in which defogging and anti-fogging are required at all times. On the other hand, the region 11B overlaps the photographing range of the camera 31B whose photographing result is monitored at the time of automatic driving, and thus is not a region in which defogging and anti-fogging are required at all times as compared with the region 11A.

[0067] Figure 4 is a flowchart showing a driving control example performed by the ECU 21, and is repeatedly executed. In S11, the ECU 21 acquires the environmental recognition result thereof from the ECU 29. In S12, the ECU 21 determines whether there is a possibility that fogging has occurred in the regions 11A and 11B on the basis of the environmental recognition result acquired in S11. For example, in the case where the humidity in the vehicle is equal to or higher than a threshold value, it is determined that there is a possibility that fogging has occurred. Alternatively, for example, in the case where the air temperature outside the vehicle is equal to or lower than a threshold value, or in the case where the air temperature outside the vehicle is lower than the air temperature inside the vehicle by equal to or more than a threshold value, or the like, it is determined that there is a possibility that fogging has occurred.

[0068] In the case where fog has occurred in the region 11A, it is possible to affect the travel assist control, so it is necessary to defog it as soon as possible. Therefore, in S12, the ECU 21 determines that the heating condition, which is that it is necessary to heat the regions 11A and 11B, is satisfied in the case where fog has occurred in the regions 11A and 11B, and proceeds to S13, in which the ECU 21 drives the heaters 60A and 60B. Hereinafter, the driving of both the heaters 60A and 60B will be sometimes referred to as double driving. Defogging is promoted by the double driving.

[0069] In S12, in the case where the ECU 21 determines that it is not possible that fog has occurred in the regions 11A and 11B, the processing proceeds to S14. In S14, the ECU 21 determines whether it is possible that fog will occur in the regions 11A and 11B, based on the environmental recognition result obtained in S11. For example, in the case where the outside air temperature is lower than the inside air temperature by more than a threshold value, it is determined that it is possible that fog will occur from now on. Alternatively, for example, in the case where the degree of decrease in the outside air temperature change is more than a threshold value, it is determined that it is possible that fog will occur from now on. In the case where the ECU 21 determines that it is possible that fog will occur, the processing proceeds to S14 for defogging, and ends in the case where it is determined that it is not possible that fog will occur.

[0070] In S15, the ECU 21 determines whether the current movement mode setting is the automatic driving mode. In the case of the automatic driving mode setting, defogging is necessary for both the regions 11A and 11B, so the processing proceeds to S13. In the case of the manual driving mode setting, defogging of the region 11B is not necessary in the sense that the detection result of the camera 31B is not monitored.

[0071] Therefore, the processing proceeds to S16, in which the ECU 21 determines whether there is a possibility of switching from the manual driving mode to the automatic driving mode in a short period of time from now on. As to the determination of this possibility, for example, in the case where the automatic driving mode setting is limited to travel on an expressway, travel on an exclusive road, or travel at a predetermined speed or more (automatic cruise, etc.), the processing determines that there is this possibility in the case where the movement is being made in a position geographically close to a region in which the automatic driving mode can be set, or in the case where the guide path includes a region in which the automatic driving mode can be set, etc. Alternatively, it is also possible to estimate the period of time in which the automatic driving mode is set, or the region geographically, based on the history of the past usage pattern of the vehicle V, and determine that there is the possibility.

[0072] In the case where the ECU 21 determines that it is possible to switch from the manual driving mode to the automatic driving mode, the defogging is performed for both of the regions 11A and 11B to proceed to S13, and in the case where it is determined that it is not possible, it proceeds to S17. In S17, the ECU 21 drives only the heater 60A. By driving only the heater 60A, at least the defogging of the region 11A can be achieved, and in addition, the power consumption can be reduced in terms of not driving the heater 60B. Hereinafter, one of the heaters 60A and 60B which is driven is sometimes referred to as single driving.

[0073] <Driving signal example>

[0074] In the case where the heaters 60A and 60B are driven in S13, or in the case where the heater 60A is driven in S17, for example, the heater can be continuously maintained in the on state for a certain period of time, or can be periodically repeated on-off for a certain period of time. As other examples, the heater can be maintained in the on state until the condition for driving (S12, S14) is not established, or can be periodically repeated on-off.

[0075] In the case of the double driving of S13, the heat generation of the heater 60A affects not only the corresponding region 11A but also the region 11B, and in addition, the heat generation of the heater 60B affects not only the corresponding region 11B but also the region 11A. The heater 60A and the heater 60B heat the regions which overlap each other, and if the time during which the heater 60A and the heater 60B are simultaneously on is long, the power can be unnecessarily consumed, or the regions 11A and 11B can be unnecessarily sharply heated.

[0076] Therefore, in the case of the double driving, the heaters 60A and 60B are driven in such a manner that the start timing of the driving is different between the heaters 60A and 60B. Figure 5A is a timing chart of the on-off of the driving signal which indicates one example thereof.

[0077] Figure 5A The example of is an example in which, for one double driving, the heater 60A is maintained in the on state for a prescribed period of time, and the heater 60B is maintained in the on state for a period of time shorter than that of the heater 60A. After starting the driving of the heater 60A in advance, the driving of the heater 60B is started. By shortening the time during which the heater 60A and the heater 60B are simultaneously on, it is possible to avoid the situation in which the power is unnecessarily consumed, or the regions 11A and 11B are unnecessarily sharply heated. In the illustrated example, the driving of the heaters 60A and 60B ends at the same timing, but can be different. In addition, the driving of the heater 60B can be started in advance, or the driving time of the heater 60B can be longer than that of the heater 60A.

[0078] Figure 5B is a timing chart showing the on-off of the drive signal of another example of double drive. In Figure 5B the example, for one double drive, the heater 60A is driven by a pulse signal in which the on / off of the heater 60A is repeated periodically for a prescribed time, and similarly, the heater 60B is driven by a pulse signal in which the on / off of the heater 60B is repeated periodically for a prescribed time. In this example, the drive start (rise of the pulse) of the heater 60A is made earlier than the drive start of the heater 60B in each pulse, and the time period in which the heater 60A and the heater 60B are simultaneously in the on state is shortened.

[0079] In addition, in the example of Figure 5B , the drive of the heater 60B is started before the drive end (fall of the pulse) of the heater 60A, and the time period in which the heater 60A and the heater 60B are simultaneously in the on state is set to time T. Similarly, the drive of the heater 60A is started before the drive end (fall of the pulse) of the heater 60B, and the time period in which the heater 60A and the heater 60B are simultaneously in the on state is set to time T. By setting the time period in which the heater 60A and the heater 60B are simultaneously in the on state, the heating degree of the region 11A and the region 11B can be easily adjusted.

[0080] The time T can also be changed based on at least either of the outside environment or the inside environment of the vehicle V. The time T can be changed by changing at least one of the period of the drive pulse of the heater 60A or the period of the drive pulse of the heater 60B. The information of the outside environment or the inside environment of the vehicle V can be acquired from the environment recognition result acquired in S11.

[0081] As an example of the change of the time T, for example, the time T can be relatively lengthened in a case where it is predicted from the environment recognition result that the degree (concentration) of the fog that has already occurred is high, and the time T can be relatively shortened in a case where it is predicted that the degree (concentration) is low. In addition, for example, the time T can be relatively lengthened in a case where it is predicted from the environment recognition result that the fog will occur after a relatively short time elapses, and the time T can be relatively shortened in a case where it is predicted that the fog will occur after a relatively long time elapses. Thus, the time T is variable in accordance with the environment in which the vehicle V is located, and therefore, the power consumed by the heater can be reduced, and the defogging or anti-fog performance can be improved.

[0082] Figure 6A is a timing chart showing the on-off of the drive signal of another example of double drive. In Figure 6AIn this example, for a single dual-drive system, heater 60A is driven by periodically repeating pulse signals to turn heater 60A on / off within a specified time period. Similarly, heater 60B is driven by periodically repeating pulse signals to turn heater 60B on / off within a specified time period. In this example, the drive of heater 60B begins (pulse rise) from the end of the drive of heater 60A (pulse fall), and the drive of heater 60A begins (pulse rise) from the end of the drive of heater 60B (pulse fall). By simultaneously ending the drive of one heater 60A and 60B and simultaneously starting the drive of the other, the time period during which heaters 60A and 60B are simultaneously in the on state is eliminated. Since heaters 60A and 60B are not simultaneously in the on state, the total power consumption of heaters 60A and 60B can be prevented from changing drastically. The duty cycle of the pulse signal of heater 60A can be the same as or different from that of the pulse signal of heater 60B.

[0083] Figure 6B This is a timing diagram showing the on / off state of the drive signals for other examples of dual-drive systems. Figure 6B In this example, for a dual-drive system, heater 60A is driven by periodically repeating pulse signals to turn heater 60A on / off within a specified time period. Similarly, heater 60B is driven by periodically repeating pulse signals to turn heater 60B on / off within a specified time period. In this example, for instance, the time period during which heaters 60A and 60B are simultaneously in the off state is set by making the duty cycles of both the pulse signals for heater 60A and heater 60B less than 50%. This reduces the combined power consumption of heaters 60A and 60B.

[0084] <Second Implementation Method>

[0085] The heat generated during the operation of heaters 60A and 60B can also be the same. By ensuring that the heat generated during operation is the same, when using dual drives for defogging and anti-fogging, it is possible to avoid discrepancies in the defogging and anti-fogging effects due to differences in the locations of areas 11A and 11B. Having the same heat generated during operation means, for example, that heaters 60A and 60B use heating elements of the same specifications, and that the current supplied to heaters 60A and 60B is equal during operation.

[0086] <Third Implementation Method>

[0087] The amount of heat generated at the time of driving of the heater 60A and the heater 60B can be different, for example, the amount of heat generated at the time of driving of the heater 60A can be larger. In Figure 4 In the case of the example of the process of the first embodiment, the frequency of driving of the heater 60A is higher than the frequency of driving of the heater 60B, but by increasing the amount of heat generated at the time of driving of the heater 60A, the defogging, anti-fogging effect of the region 11B corresponding to the heater 60B is easily obtained by the heat generated by the heater 60A, and even if the frequency of driving of the heater 60B is low, the defogging, anti-fogging effect of the entire regions 11A, 11B can be obtained. In addition, in the first embodiment, the heater 60A corresponds to the camera 31A that is always monitored, and thus the region 11A can be maintained in a good state for driving assistance that can be activated at any time.

[0088] In addition, the amount of heat generated at the time of driving is different, for example, the heater 60A and the heater 60B can be different specifications of heat generating elements, and the amount of heat generated is different with respect to the same supply current, or the heater 60A and the heater 60B can be the same specifications of heat generating elements, and the amount of heat generated is different by the current supplied at the time of driving.

[0089] <Fourth Embodiment>

[0090] The amount of heat generated per unit time of the heater 60A, 60B can also be different depending on the conditions of the case where double driving is performed. Figure 7 is a flowchart showing an example of driving control instead of Figure 4 In the present embodiment, it is assumed that the heater 60A, 60B are the same specifications of heat generating elements, and the current supplied to the heater 60A, 60B at the time of driving is equal.

[0091] In S21, the ECU 21 acquires the result of the environment recognition thereof from the ECU 29. This is the same process as S11 of Figure 4 In S22, the ECU 21 determines whether it is likely that fog has been generated in the regions 11A, 11B based on the result of the environment recognition acquired in S11. This is the same process as S12 of Figure 4 S23 is entered in the case where it is likely that fog has been generated, and S26 is entered otherwise.

[0092] In S23, the ECU 21 determines whether the current moving mode setting is the automatic driving mode. S24 is entered in the case where the automatic driving mode is set, and S25 is entered in the case where the manual driving mode is set.

[0093] In S24, double driving is performed in the first scheme. Here, the ECU 21 drives the heater 60A, 60B in such a manner that the amount of heat generated per unit time of the heater 60B is larger than the amount of heat generated of the heater 60A.Figure 8A An example of a drive signal thereof is shown. In Figure 8A In the example of the one-time double drive, the heater 60A is driven by a pulse signal in which the opening / closing of the heater 60A is repeated periodically for a prescribed time, and similarly, the heater 60B is driven by a pulse signal in which the opening / closing of the heater 60B is repeated periodically for a prescribed time. Figure 8A The example of the one-time double drive is the same signal sequence as Figure 5B However, in the pulse signal, the opening time of the heater 60B is longer than that of the heater 60A. Therefore, the heat generation amount of the heater 60B per unit time is larger than that of the heater 60A. Thus, although the defogging of the regions 11A and 11B is promoted, the defogging of the region 11B corresponding to the camera 31B used at the time of automatic driving can be performed more reliably in particular.

[0094] In S25, the double drive is performed in the second scheme. Here, the ECU 21 drives the heaters 60A and 60B in such a manner that the heat generation amount of the heater 60A per unit time is larger than that of the heater 60B. Figure 8B An example of a drive signal thereof is shown. In Figure 8B In the example of the one-time double drive, the heater 60A is driven by a pulse signal in which the opening / closing of the heater 60A is repeated periodically for a prescribed time, and similarly, the heater 60B is driven by a pulse signal in which the opening / closing of the heater 60B is repeated periodically for a prescribed time. Figure 8B The example of the one-time double drive is the same signal sequence as Figure 5B However, in the pulse signal, the opening time of the heater 60A is longer than that of the heater 60B. Therefore, the heat generation amount of the heater 60A per unit time is larger than that of the heater 60B. Thus, although the defogging of the regions 11A and 11B is promoted, the defogging of the region 11A corresponding to the camera 31A used at any time including the time of manual driving can be performed more reliably in particular.

[0095] Returning to Figure 7 In S26, the ECU 21 determines whether or not it is likely that fogging will occur in the regions 11A and 11B on the basis of the environmental recognition result acquired in S11. This is the same processing as Figure 4 S14. In the case where it is determined that fogging is likely to occur, the processing proceeds to S27 for defogging, and in the case where it is determined that fogging is unlikely to occur, the processing ends.

[0096] In S27, the ECU 21 determines whether the current moving mode setting is the automatic driving mode. In the automatic driving mode setting, both the regions 11A and 11B are required to be defogged, and S28 is entered. In the case where the manual driving mode is set, defogging of the region 11B is not necessary in terms of monitoring the detection result of the camera 31B. Therefore, S29 is entered, and the ECU 21 determines whether it is possible to switch from the manual driving mode to the automatic driving mode in a short period of time from now. This is the same processing as S16 of Figure 4 In the case where the ECU 21 determines that it is possible to switch from the manual driving mode to the automatic driving mode, both the regions 11A and 11B are required to be defogged and S28 is entered, and in the case where it is determined that it is not possible to switch, S30 is entered.

[0097] In S28, the double drive of the third scheme is performed. Here, the ECU 21 drives the heaters 60A and 60B in such a manner that the heat generation amount of the heater 60B per unit time is greater than the heat generation amount of the heater 60A. The double drive of the third scheme can be the same drive control of the heaters 60A and 60B as the double drive of the first scheme of S24, but in S28, defogging is the purpose, and therefore the overall heat generation amount can be smaller than that of the double drive of the first scheme of S24. Specifically, for example, the double drive of the third scheme can reduce the overall heat generation amount by reducing the duty ratio of each drive pulse of the heaters 60A and 60B, as compared with the double drive of the first scheme.

[0098] In S30, the ECU 21 drives only the heater 60A. This is the same processing (single drive) as S17 of Figure 4

[0099] <5th Embodiment>

[0100] In the fourth embodiment, in each of the double drives of S24 and S28, the heaters 60A and 60B are driven in such a manner that the heat generation amount of the heater 60B per unit time is greater than the heat generation amount of the heater 60A, but it is also possible to control the heaters 60A and 60B in such a manner that the heat generation amount per unit time is equal in the heater 60A and the heater 60B. In the case where the automatic driving mode is set or in the case where it is possible to set the automatic driving mode, it is possible to defog or defog both the regions 11A and 11B without bias.

[0101] <6th Embodiment>

[0102] ​In the above-described embodiments, an example in which the detection result of the camera 31B is monitored when the automatic driving mode is set, and the detection result of the camera 31B is not monitored when the automatic driving mode is not set, is described, but the detection result of the camera 31B can be monitored according to other conditions. For example, if the setting of the automatic driving mode is limited to travel on an expressway, travel on a dedicated road, or travel at a speed equal to or higher than a prescribed speed (automatic cruise or the like), or the like, the automatic driving mode can be set regardless of whether the automatic driving mode is set, the detection result of the camera 31B can be monitored, and the target object can be recognized, on the condition that the vehicle V moves on a road or the like on which the automatic driving mode can be set geographically. In addition, the detection result of the camera 31B can be monitored, and the target object can be recognized, according to other conditions that are not related to the automatic driving mode. In correspondence with this, in the fourth embodiment, the process is branched according to whether the automatic driving mode is set in S23 and S27, but the process can be branched according to whether the condition for monitoring the detection result of the camera 31B is satisfied, and the processes of S24 and S28 can be executed when the detection result of the camera 31B is monitored.

[0103] <Other Embodiments>

[0104] In the above-described embodiments, a four-wheeled vehicle is exemplified as the vehicle, but the present application can also be applied to other kinds of vehicles such as two-wheeled vehicles. In addition, a vehicle is exemplified as the transport device, but the present application can also be applied to other kinds of transport devices such as ships and aircraft.

[0105] As the heater that is a control target, a heater corresponding to the cameras 31A and 31B is exemplified, but the present application can also be applied to a heater corresponding to other kinds of sensors such as the optical radar 32A and the radar 32B, and the present application can also be applied to a heater that does not correspond to a sensor.

[0106] As the object of defogging and anti-fogging, the regions 11A and 11B of the window member 11 that constitute the front window are exemplified, but the present application can also be applied to other window members such as rear windows and side windows.

[0107] The above-described embodiments and the specific examples therein can be appropriately combined.

[0108] <Summary of Embodiments>

[0109] The above-described embodiments disclose at least the following embodiments.

[0110] 1. The transport device (e.g., V) of the above-described embodiments is provided with:

[0111] a window member (e.g., 11);

[0112] a first heating mechanism (e.g., 60A) configured to heat a first region (e.g., 11A) of the window member;

[0113] a second heating mechanism (e.g., 60B) configured to heat a second region (e.g., 11B) of the window member; and

[0114] a control mechanism (e.g., 1, 21) that controls driving of the first heating mechanism and the second heating mechanism,

[0115] the first region and the second region are adjacent regions,

[0116] in a case where the first heating mechanism and the second heating mechanism are driven (e.g., in a case of double driving), the control mechanism drives the first heating mechanism and the second heating mechanism in a manner that the start timing of driving of the first heating mechanism and the second heating mechanism is different (e.g., Figures 5A-6B 、 Figure 8A 、 Figure 8B ).

[0117] According to this embodiment, it is possible to provide a technology that avoids unnecessary consumption of electric power or unnecessary drastic heating of a plurality of heating target regions on the window member, and thus more appropriately performs heating.

[0118] 2. In the above embodiment,

[0119] in a case where a heating condition (e.g., S12, S14, S15, S16, S22, S26, S27) in which the first region and the second region are to be heated is established,

[0120] the control mechanism repeatedly drives the first heating mechanism and the second heating mechanism in a manner that the start timing of driving of the first heating mechanism and the second heating mechanism is different, and

[0121] the control mechanism starts driving of the second heating mechanism before driving of the first heating mechanism ends,

[0122] the control mechanism starts driving of the first heating mechanism before driving of the second heating mechanism ends (e.g., Figure 5B ).

[0123] According to this embodiment, by providing a period in which the first heating mechanism and the second heating mechanism are simultaneously in an on state, it is possible to easily adjust the heating degree of each region.

[0124] 3. In the above embodiment,

[0125] The control mechanism controls the first heating mechanism and the second heating mechanism in such a manner that the time (e.g., T) during which the first heating mechanism and the second heating mechanism are simultaneously driven is changed based on at least one of an external environment or an internal environment of the transport device.

[0126] According to this embodiment, the plurality of heating target regions on the window member can be more appropriately heated in accordance with the environment in which the transport device is located.

[0127] 4. In the above embodiment,

[0128] In a case where a heating condition (e.g., S12, S14, S15, S16, S22, S26, S27) in which the first region and the second region are to be heated is established,

[0129] The control mechanism repeatedly drives the first heating mechanism and the second heating mechanism in such a manner that the start timing of the driving of the first heating mechanism and the second heating mechanism is different, and

[0130] The control mechanism starts the driving of the second heating mechanism from the end of the driving of the first heating mechanism,

[0131] The control mechanism starts the driving of the first heating mechanism from the end of the driving of the second heating mechanism (e.g., Figure 6A ).

[0132] According to this embodiment, by providing the period during which the first heating mechanism and the second heating mechanism are simultaneously in the on state, it is possible to prevent a sharp change in the power consumption.

[0133] 5. In the above embodiment,

[0134] The first heating mechanism and the second heating mechanism have equal heat generation amounts when driven.

[0135] According to this embodiment, it is possible to avoid a situation in which the defogging and anti-fogging effects in the first region and the second region are biased.

[0136] 6. In the above embodiment,

[0137] The first heating mechanism has a greater heat generation amount than the second heating mechanism when driven.

[0138] According to this embodiment, even if the frequency of the driving of the second heating mechanism is low, it is possible to obtain the defogging and anti-fogging effects in the first region and the second region by the first heating mechanism.

[0139] 7. In the above embodiment,

[0140] The transport apparatus is provided with:

[0141] a first detection mechanism (e.g., 31A) that detects a situation of the periphery of the transport apparatus through the first region, and

[0142] a second detection mechanism (e.g., 31B) that detects a situation of the periphery of the transport apparatus through the second region,

[0143] the detection result of the first detection mechanism is monitored at all times during movement of the transport apparatus,

[0144] the detection result of the second detection mechanism is monitored during movement of the transport apparatus in the case where a prescribed condition is satisfied (e.g., setting of an autonomous driving mode).

[0145] According to this embodiment, by increasing the amount of heat generated by the first heating mechanism that is driven more frequently, the defogging and anti-fogging effects of the first region and the second region can be obtained during movement of the transport apparatus.

[0146] 8. In the above-described embodiment,

[0147] The transport apparatus is provided with:

[0148] a first detection mechanism (e.g., 31A) that detects a situation of the periphery of the transport apparatus through the first region, and

[0149] a second detection mechanism (e.g., 31B) that detects a situation of the periphery of the transport apparatus through the second region,

[0150] the detection result of the first detection mechanism is monitored at all times during movement of the transport apparatus,

[0151] the detection result of the second detection mechanism is monitored during movement of the transport apparatus in the case where a prescribed condition is satisfied (e.g., setting of an autonomous driving mode),

[0152] in the case where the prescribed condition (e.g., S23, S27) is satisfied and a heating condition (e.g., S26, S27) in which the first region and the second region are to be heated is satisfied,

[0153] the control mechanism repeatedly drives the first heating mechanism and the second heating mechanism in such a manner that the start timing of driving of the first heating mechanism and the second heating mechanism is different, and controls the first heating mechanism and the second heating mechanism in such a manner that the amount of heat generated per unit time by the second heating mechanism is larger than the amount of heat generated per unit time by the first heating mechanism (e.g., S24, S28, Figure 8A ).

[0154] According to this embodiment, in the monitoring of the detection result of the second detection mechanism, the defogging effect or the anti-fogging effect can be more reliably obtained for the second region.

[0155] 9. In the above embodiment,

[0156] The transport apparatus includes:

[0157] a first detection mechanism (e.g., 31A) that detects a situation of the periphery of the transport apparatus through the first region; and

[0158] a second detection mechanism (e.g., 31B) that detects a situation of the periphery of the transport apparatus through the second region,

[0159] the detection result of the first detection mechanism is always monitored in the movement of the transport apparatus,

[0160] the detection result of the second detection mechanism is monitored in the movement of the transport apparatus in a case where a prescribed condition is established (e.g., setting of an automatic driving mode),

[0161] in a case where the prescribed condition (e.g., S23, S27) is not established and a heating condition (e.g., S22) for heating the first region and the second region is established,

[0162] the control mechanism repeatedly drives the first heating mechanism and the second heating mechanism in a manner that the start timing of the driving of the first heating mechanism and the second heating mechanism is different, and controls the first heating mechanism and the second heating mechanism in a manner that the heat generation amount per unit time of the first heating mechanism is larger than that of the second heating mechanism (e.g., S25, Figure 8B ).

[0163] According to this embodiment, the defogging effect or the anti-fogging effect can be more reliably obtained for the first region.

[0164] 10. In the above embodiment,

[0165] The transport apparatus includes:

[0166] a first detection mechanism (e.g., 31A) that detects a situation of the periphery of the transport apparatus through the first region; and

[0167] a second detection mechanism (e.g., 31B) that detects a situation of the periphery of the transport apparatus through the second region,

[0168] the detection result of the first detection mechanism is always monitored in the movement of the transport apparatus,

[0169] the detection result of the second detection mechanism is monitored in movement of the transport equipment in a case where a prescribed condition is satisfied (for example, setting of an automatic driving mode),

[0170] in a case where the prescribed condition is satisfied and a heating condition for heating the first region and the second region is satisfied,

[0171] the control mechanism repeatedly drives the first heating mechanism and the second heating mechanism in a manner that the start timing of the driving of the first heating mechanism and the second heating mechanism is different, and controls the first heating mechanism and the second heating mechanism in a manner that the amount of heat generation per unit time in the first heating mechanism and the second heating mechanism is equal.

[0172] According to this embodiment, in the monitoring of the detection result of the second detection mechanism, the first region and the second region can be defogged or fogged without bias.

[0173] 11. The vehicle (for example, V) of the above embodiment is provided with:

[0174] a window member (for example, 11) that constitutes a front window;

[0175] a first camera (for example, 31A) that captures the front of the vehicle through the window member;

[0176] a second camera (for example, 31B) that captures the front of the vehicle through the window member;

[0177] a first heating mechanism (for example, 60A) that heats the window member;

[0178] a second heating mechanism (for example, 60B) that heats the window member; and

[0179] a control mechanism (for example, 1, 21) that controls the driving of the first heating mechanism and the second heating mechanism,

[0180] the first camera and the second camera are arranged side by side in the vehicle width direction,

[0181] the first heating mechanism is arranged to heat a first region (for example, 11A) of the window member that overlaps the capturing range of the first camera,

[0182] the second heating mechanism is arranged to heat a second region (for example, 11B) of the window member that overlaps the capturing range of the second camera,

[0183] In a case where the first heating mechanism and the second heating mechanism are driven (for example, in a case of double driving), the control mechanism drives the first heating mechanism and the second heating mechanism in a manner such that the start timing of the driving of the first heating mechanism and the second heating mechanism is different (for example Figures 5A-6B , Figure 8A , FIG. B).

[0184] According to this embodiment, it is possible to provide a technology that avoids unnecessarily consuming electric power or unnecessarily sharply heating the plurality of heating target regions on the window member, thereby more appropriately performing heating.

[0185] The above describes the embodiments of the application, but the application is not limited to the above-described embodiments, and various modifications and changes can be made within the scope of the gist of the application.

Claims

1. A transportation device capable of being set to an automatic driving mode, characterized in that, The transport equipment includes: Window components; A first heating mechanism is configured to heat a first region of the window member; A second heating mechanism is configured to heat a second region of the window component; A control mechanism that controls the driving of the first heating mechanism and the second heating mechanism; A first inspection unit traverses the first area to inspect the condition of the area surrounding the transport equipment; as well as A second inspection unit traverses the second area to inspect the condition of the area surrounding the transport equipment. The first region and the second region are adjacent regions. The test results from the first testing agency are continuously monitored during the movement of the transport equipment. The test results from the second testing agency are monitored during the movement of the transport equipment when the automatic driving mode is set. When the aforementioned autonomous driving mode is set and the heating conditions requiring heating of both the first and second areas are met... The control mechanism repeatedly drives the first heating mechanism and the second heating mechanism at different start times, and controls the first heating mechanism and the second heating mechanism in a manner that ensures the heat output of the second heating mechanism per unit time is greater than that of the first heating mechanism. If the aforementioned autonomous driving mode is not set, and the heating conditions requiring heating of both the first and second areas are met, then... The control mechanism repeatedly drives the first heating mechanism and the second heating mechanism in a manner that the start times of their actuation are different, and controls the first heating mechanism and the second heating mechanism in a manner that the heat generated per unit time by the first heating mechanism is greater than that of the second heating mechanism.

2. The transportation equipment according to claim 1, characterized in that, When the heating conditions requiring heating of both the first and second regions are met. The control mechanism repeatedly drives the first heating mechanism and the second heating mechanism in a manner that causes the start times of their actuation to differ, and... The control mechanism starts driving the second heating mechanism before the first heating mechanism finishes driving. The control mechanism starts driving the first heating mechanism before the second heating mechanism ends.

3. The transportation equipment according to claim 2, characterized in that, The control mechanism controls the first heating mechanism and the second heating mechanism in a manner that changes the time when the first heating mechanism and the second heating mechanism are simultaneously driven based on at least one of the external or internal environments of the transport equipment.

4. The transportation equipment according to claim 1, characterized in that, When the heating conditions requiring heating of both the first and second regions are met. The control mechanism repeatedly drives the first heating mechanism and the second heating mechanism in a manner that causes the start times of their actuation to differ, and... The control mechanism starts driving the second heating mechanism after the first heating mechanism has finished driving. The control mechanism starts driving the first heating mechanism after the second heating mechanism has finished driving.

5. The transportation equipment according to claim 1, characterized in that, The first heating mechanism and the second heating mechanism generate the same amount of heat when driven.

6. The transportation equipment according to claim 1, characterized in that, The first heating mechanism generates more heat than the second heating mechanism when it is driven.

7. A vehicle capable of being set to an autonomous driving mode, The vehicle has the following features: Window components that make up the front window; A first camera that captures images of the front of the vehicle through the window component; A second camera that captures images of the front of the vehicle through the window component; A first heating mechanism for heating the window component; A second heating mechanism for heating the window component; as well as A control mechanism that controls the driving of the first heating mechanism and the second heating mechanism. Its features are, The first camera and the second camera are arranged side by side along the width of the vehicle. The first heating mechanism is configured to heat a first region of the window member that overlaps with the shooting range of the first camera. The second heating mechanism is configured to heat a second region of the window member that overlaps with the shooting range of the second camera. The footage captured by the first camera is continuously monitored as the vehicle moves. The images captured by the second camera are monitored while the vehicle is moving, provided that the autonomous driving mode is set. When the aforementioned autonomous driving mode is set and the heating conditions requiring heating of both the first and second areas are met... The control mechanism repeatedly drives the first heating mechanism and the second heating mechanism at different start times, and controls the first heating mechanism and the second heating mechanism in a manner that ensures the heat output of the second heating mechanism per unit time is greater than that of the first heating mechanism. If the aforementioned autonomous driving mode is not set, and the heating conditions requiring heating of both the first and second areas are met, then... The control mechanism repeatedly drives the first heating mechanism and the second heating mechanism in a manner that the start times of their actuation are different, and controls the first heating mechanism and the second heating mechanism in a manner that the heat generated per unit time by the first heating mechanism is greater than that of the second heating mechanism.

Images