A system that electrically heats the vehicle's windshield.

Abstract

A system is provided for electrically heating glass configured to be installed in a vehicle. [Solution] The system comprises a transparent metal layer (14) attached to the glass and conducting an electric current, configured to heat the glass by increasing in temperature in response to the flowing current; a glass temperature sensor (40) configured to sense the glass temperature of the glass; a humidity sensor (44) configured to sense at least one of the indoor humidity of the vehicle and the outdoor humidity outside the vehicle; an indoor temperature sensor (42) configured to sense the indoor temperature of the vehicle; an outdoor temperature sensor (42) configured to sense the outdoor temperature outside the vehicle; and a control module.

Description

Technical Field

[0001] The present disclosure relates to a system for electrically heating vehicle windshields and other glass surfaces.

Background Art

[0002] This section provides background art related to the present disclosure, which is not necessarily prior art.

[0003] Conventionally, defrosting, ice removal and / or defogging of a vehicle windshield is performed by blowing hot air onto the windshield from a vent of the vehicle's HVAC system to heat the glass. Ice and frost formed on the windshield are heated by the hot air from the vent of the HVAC system and melted by the heat of the windshield glass. Similarly, fogging on the windshield disappears when the glass is warmed to a temperature exceeding the current dew point of the vehicle environment. However, defrosting, deicing and / or defogging a vehicle windshield using hot air from an HVAC system can take a long time and consume a large amount of energy. For example, defrosting a vehicle windshield using hot air from an HVAC system can take 20 to 30 minutes and consume 5.2 kilowatt-hours (kWh) of energy. Therefore, there is a need for faster and more energy-efficient methods and systems.

Summary of Invention

[0004] This section provides a summary of the present disclosure, and is not a comprehensive disclosure of the full scope of the disclosure or all of the features thereof.

[0005] This disclosure includes a system for electrically heating glass configured to be mounted on a vehicle. The system comprises a transparent metal layer mounted on the glass and conducting an electric current, configured to heat the glass by increasing in temperature in response to the current flowing through it; a glass temperature sensor configured to sense the glass temperature of the glass; a humidity sensor configured to sense at least one of the indoor humidity of the vehicle and the outdoor humidity outside the vehicle; an indoor temperature sensor configured to sense the indoor temperature of the vehicle; an outdoor temperature sensor configured to sense the outdoor temperature outside the vehicle; and a control module. The control module is configured to receive inputs from at least one of the glass temperature sensor, humidity sensor, indoor temperature sensor, outdoor temperature sensor, occupant detection system, and vehicle speed sensor, to determine a corrective action based on at least one of the inputs received from the glass temperature sensor, humidity sensor, indoor temperature sensor, outdoor temperature sensor, occupant detection system, and vehicle speed sensor, and to control the current to the transparent metal layer based on the inputs and at least one of the corrective actions.

[0006] The disclosure further includes a system for electrically heating glass configured to be mounted in a vehicle. The system includes a transparent metal layer configured to be mounted adjacent to the glass, a power supply, and a control module. The control module is configured to communicate with a glass temperature sensor configured to sense the temperature of the glass, with at least one of an interior temperature sensor configured to sense the temperature inside the vehicle and an exterior temperature sensor configured to sense the temperature outside the vehicle, to receive the glass temperature from the glass temperature sensor, to receive the interior temperature from the interior temperature sensor, the exterior temperature from the exterior temperature sensor, and at least one of the interior or exterior humidity values, to calculate the dew point based on the interior temperature, the exterior temperature, and at least one of the humidity values, and to periodically apply a voltage from the power supply to the transparent metal layer to heat the glass based on the glass temperature and the dew point.

[0007] The disclosure further includes a system for electrically heating glass configured to be mounted in a vehicle. The system comprises a transparent metal layer mounted on the glass and selectively connected to a battery, which conducts electric current and is configured to heat the glass by increasing in temperature in response to the current flowing through it; a vehicle heating system configured to selectively heat the battery and the interior of the vehicle; and a control module configured to selectively connect the transparent metal layer to the battery and activate the vehicle heating system to heat the battery for a first period without heating the interior and without connecting the transparent metal layer to the battery; deactivate the vehicle heating system and connect the transparent metal layer to the battery for a second period after the first period to heat the transparent metal layer and the glass; and disconnect the transparent metal layer from the battery and activate the vehicle heating system to heat the interior without heating the battery for a third period after the second period.

[0008] Further areas of applicability will become apparent from the descriptions provided in this specification. This summary and specific examples are for illustrative purposes only and do not limit the scope of this disclosure. The drawings provided herein illustrate selected embodiments only and do not represent all practical possibilities and do not limit the scope of this disclosure. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 shows an exemplary system according to this disclosure for electrically heating a vehicle's windshield or other glass surface. [Figure 2] Figure 2 shows an exemplary vehicle incorporating the system of this disclosure. [Figure 3] Figure 3 shows an exemplary windshield layer including a transparent metal layer according to the present disclosure. [Figure 4] Figure 4 shows various control modules and systems of this disclosure. [Figure 5]Figure 5 shows the system of this disclosure in conjunction with an exemplary vehicle refrigeration / heating circuit. [Figure 6] Figure 6 shows an exemplary control algorithm according to this disclosure configured to remove (and prevent) fogging from a vehicle's windshield and other glass surfaces. [Modes for carrying out the invention]

[0010] Across multiple drawings, corresponding reference numerals indicate corresponding parts.

[0011] Exemplary embodiments will be described in more detail with reference to the attached drawings.

[0012] This disclosure includes systems and methods for defrosting, de-icing, and / or removing fog from a vehicle's windshield and / or other glass surfaces (e.g., side windows, rear windows, glass roof, etc.) by passing an electric current through the windshield and / or other glass surfaces.

[0013] Any suitable system for conducting electric current, such as a pulsed electric de-icing (PETD) heater system, may be used, but is not limited thereto. This disclosure is applicable not only to heating automotive glass but also to heating non-automotive glass. Therefore, this disclosure is not limited to automotive applications. This disclosure is applicable to any glass surface requiring anti-fogging, de-icing, de-icing, etc.

[0014] This disclosure includes a system and method configured to quickly and efficiently defrost, de-ice, and / or de-fog a vehicle's windshield by heating the windshield by applying a voltage to the transparent metal layer of the windshield. The heat is generated by a PETD heater system or other suitable system configured to conduct an electric current through or across the vehicle's windshield and / or other glass surfaces. The heat generated by the electric current flowing through the transparent metal layer of the windshield heats the windshield, defrosting, de-ice, and / or de-fog the vehicle's windshield. For example, a PETD heater system can quickly heat the windshield, melt the layer of ice formed on the windshield, and separate the remaining ice from the windshield with a layer of water. Once a layer of water has formed between the windshield and the remaining ice, the vehicle's wipers can be activated to sweep away the remaining ice from the windshield. For example, in one embodiment, defrosting a windshield using a PETD heater system according to this disclosure takes less than one minute and consumes 0.12 kWh of energy. Compared to the 20 to 30 minutes and 5.2 kWh required for conventional systems using hot air from an HVAC system, the PETD heater system can achieve significant time and energy savings.

[0015] The PETD heater system and related concepts are shown and described in the following patents, which are incorporated herein by reference in their entirety: U.S. Patent No. 6,870,139, “System and Method for Altering the Interface of Ice-to-Object,” U.S. Patent No. 8,921,739, “System and Method for De-icing a Windshield,” U.S. Patent No. 10,473,381, “High-Frequency Automatic De-Defrost Evaporator Coil,” and U.S. Patent No. 11,229,091, “Continuous Resistance and Proximity Check for High-Power De-icing and Anti-Fog System.”

[0016] Figures 1 to 3 show an exemplary PETD heater system 10 for the windshield 12 of a vehicle 30. The PETD heater system 10 includes a transparent metal layer 14 (also called a transparent metal sheet) embedded within the windshield 12. As shown in Figure 3, the transparent metal layer 14 may be sandwiched between one or more layers 32 of glass and / or polyvinyl butyral (PVB) shatterproof plastic. In the example in Figure 3, a single transparent metal layer 14 is included between layers 32 of glass or PVB, but other configurations using additional transparent metal layers 14 and / or additional glass or PVB layers are also available. The transparent metal layer 14 of the windshield 12 may also be used to reflect infrared solar energy from inside the vehicle 30.

[0017] The transparent metal layer 14 is connected to busbars 16 and 17 on the opposite side. In Figure 1, the busbars 16 and 17 are located on the left and right sides of the transparent metal layer 14, but alternatively, the busbars 16 and 17 may be located on the top and bottom of the transparent metal layer 14, or in other suitable locations. The busbars 16 and 17 are connected to the PETD control module 18 via wires 20 and 21. The PETD control module 18 is connected to a power supply 24 and a communication bus 26, such as a Controller Area Network (CAN) bus. The PETD control module 18 is, for example, an electronic control unit (ECU) that can communicate with other ECUs or other devices or components of the vehicle 30 using the communication bus 26. The PETD control module 18 is and / or may include a controller, microcontroller, microcomputer, or other computing device having a processor, memory, and / or other hardware and circuitry configured to control the PETD heater system 10 in accordance with this disclosure.

[0018] Power source 24 can be one or more batteries in the vehicle 30. For example, in an electric vehicle, power source 24 is a 400- to 900-volt battery. In a hybrid vehicle, power source 24 is a 36-volt battery. In an internal combustion engine vehicle, power source 24 is a 12-volt battery. Specific examples of batteries are given, but any battery with the appropriate voltage can be used.

[0019] When the PETD heater system 10 is activated to defrost, de-ic, and / or de-fogging the vehicle's windshield 12, the PETD control module 18 applies voltage to the busbars 16 and 17 by connecting wires 20 and 21 to the power supply 24. As shown in Figure 1, wire 20 and busbar 16 are on the positive terminal side, and wire 21 and busbar 17 are on the negative terminal side, creating a voltage difference between busbars 16 and 17, causing current to flow from the power supply 24 to busbars 16 and 17 and across the transparent metal layer 14. The control module 18 includes one or more switches to control and apply voltage to wires 20 and 21 and busbars 16 and 17 as needed. The voltage difference causes current to flow through the transparent metal layer 14, which heats up, and then other layers of the windshield 12, such as the glass / PVB layer 32, are heated. The voltage applied to the busbars 16, 17 and the transparent metal layer 14 can be pulsed using a duty cycle or applied continuously until the PETD heater system 10 is turned off.

[0020] In this way, the PETD control module 18 controls the voltage applied to the bus bars 16, 17 and the flow of current through the transparent metal layer 14 to heat the windshield 12. As described above, the heat from the windshield 12 may melt the thin layer of ice formed on the windshield 12, forming a thin layer of water between the windshield 12 and the ice remaining on the windshield 12. At that point, the wipers of the vehicle 30 can be activated to scrape off the ice remaining on the windshield 12. Similarly, once the windshield 12 is heated to a temperature exceeding the current dew point of the environment around the vehicle 30, fogging and condensation formed on the windshield 12 may also be dissipated by the heat from the windshield 12.

[0021] For example, in FIGS. 1 and 4, in one embodiment, the vehicle 30 may be equipped with a heat pump system 50 in addition to the PETD heater system 10. For example, the heat pump system 50 may include conventional components such as a compressor, a condenser, an expansion valve, and an evaporator for transferring heat from the outside to the inside of the vehicle 30 to warm the interior of the vehicle 30. Further, more specifically, the heat pump system 50 may be configured to supply heat to a power source 24 such as a battery of the vehicle 30, as indicated by the double arrow 51. Furthermore, the heat pump system 50 may be configured to supply heat to the vehicle interior 66 as indicated by the double arrow 67.

[0022] The vehicle 30 may include a start control module 52 that communicates with the PETD control module 18 and the heat pump system 50 via a communication bus 26. The start control module 52 is configured to control the transition to the operating state and the operation sequence of the PETD heater system 10 and the heat pump system 50 at startup. A battery temperature sensor 54 is configured to sense the temperature of the power source 24 such as the battery of the vehicle 30, and can transmit the battery temperature to the start control module 52 via the communication bus 26.

[0023] Furthermore, environmental sensors 40, 42, 44, and 46 are shown and communicate with the PETD control module 18 to provide environmental parameter data to the PETD control module 18. For example, the PETD heater system 10 may include a windshield temperature sensor 40 that senses the temperature of the windshield 12 and transmits data indicating the windshield temperature to the PETD control module 18. The PETD heater system 10 may also include an outdoor ambient temperature sensor 42 that senses the outdoor ambient temperature of the environment surrounding the vehicle 30 and transmits data indicating the outdoor ambient temperature to the PETD control module 18. The PETD heater system 10 may also include a humidity sensor 44 that senses the humidity of the air in the environment surrounding the vehicle 30 and / or the air inside the vehicle and transmits data indicating the humidity to the PETD control module 18. The PETD heater system 10 may also include an indoor temperature sensor 42 that senses the indoor temperature inside the vehicle 30 and transmits data indicating the indoor temperature to the PETD control module 18.

[0024] The humidity sensor 44 is, for example, an optical sensor arranged on the back side of the rearview mirror of the vehicle 30, and optically senses dew condensation or fogging formed on the windshield 12 of the vehicle 30. For example, the optical sensor can sense the amount of ambient light outside the vehicle that can pass through the windshield 12, and determine humidity based on the amount of light. The humidity sensor 44 can assign a humidity data value based on the amount of light that can pass through the windshield. Additionally or alternatively, the system 10 may be configured to receive current outdoor humidity and / or dew point measurements from a suitable third-party weather reporting agency, such as a suitable commercial, government, or private weather reporting agency. For example, the system 10 may include any suitable receiver 48 configured to receive weather forecasts including humidity and dew point measurements. The receiver may be configured to receive any suitable signal including, but not limited to, mobile phone, AM / FM, satellite, and the like. Although the sensors 40, 42, 44, 46 and the receiver 48 are shown as being in direct communication with the PETD control module 18, the sensors 40, 42, 44, 46 and the receiver 48 may communicate with the PETD control module 18 or other system components and modules via the communication bus 26.

[0025] For efficient operation, the temperature of the battery of the vehicle 30 generally needs to exceed a predetermined temperature threshold. Accordingly, the activation control module 52 may prioritize heating the battery before placing other components and systems, such as the PETD heater system 10, into an operational state. For example, the activation control module 52 can receive a battery temperature from the battery temperature sensor 54, activate the heat pump system 50, and heat the battery for a predetermined period of time or until the battery temperature exceeds the predetermined temperature.

[0026] Once the vehicle 30's battery reaches a predetermined temperature threshold, the startup control module 52 can prioritize defrosting the windshield 12. Therefore, the startup control module 52 can deactivate the heat pump system 50 and activate the PETD heater system 10 to heat and defrost the windshield 12. For example, the startup control module 52 can instruct the PETD control module 18 via communication through the communication bus 26 to apply a voltage to the transparent metal layer 14 to heat the windshield 12 for a predetermined time, or to heat the windshield 12 until it reaches a predetermined temperature detected by the windshield temperature sensor 40. Once the windshield 12 has been heated by the PETD heater system 10 and the frost has been removed, the startup control module 52 can deactivate the PETD heater system 10 and reactivate the heat pump system 50 to supply heat to the interior of the vehicle 30.

[0027] As shown in Figure 1, the windshield 12 may include portions not covered by the transparent metal layer 14. For example, some sensors, such as LiDAR sensors and cameras, may not be able to properly detect the conditions outside the windshield 12 through the transparent metal layer 14. Therefore, the transparent metal layer 14 may include a window 60 that does not include the transparent metal layer 14. Sensors such as LiDAR sensors and cameras can be placed behind the window 60. For example, such sensors can be mounted on a rearview mirror attached to the windshield 12.

[0028] Since the portion of the windshield 12 corresponding to the window 60 is not heated by the PETD heater system 10, the vehicle 30 may be equipped with an additional heater system for heating the portion of the windshield 12 corresponding to the window 60. For example, a carbon nanotube-based (CNB) heater system 62, also called a carbon nanotube (CNT) heater, can be used to heat the portion of the windshield 12 corresponding to the window 60. A CNB heater is, for example, a CNB heater system available from Canatu. The CNB heater system 62 may include a film or sheet layer of carbon nanotubes placed and layered on the windshield 12 at the location corresponding to the window 60. The carbon nanotubes of the CNB heater system 62 are then heated by a heat source to locally heat the portion of the windshield corresponding to the window 60. The CNB heater system 62 can communicate with the startup control module 52 via the communication bus 26.

[0029] The vehicle 30 may also include a radiant heater system 64 configured to provide radiant heat to the occupants of the vehicle 30. For example, the radiant heater system 64 can be located at the foot of the vehicle or in the dashboard to supply radiant heat to the feet, legs, torso, or face of one or more occupants of the vehicle 30. The CNB heater system 62 can communicate with the startup control module 52 via the communication bus 26.

[0030] The startup control module 52 may be configured to control the PETD heater system 10, the heat pump system 50, the CNB heater system 62, and the radiant heater system 64 at startup, according to Table 1 below.

[0031] [Table 1]

[0032] Using the startup control logic shown in Table 1, the startup control module 52 operates only during a first period using the heat pump system 50 to heat only the power supply 24, i.e., the vehicle battery. As shown in Table 1, during the first period, the PETD heater system 10, the CNB heater system 62, and the radiant heater system 64 are off, and the heat pump system 50 is on only to heat the battery and not to heat the entire interior 66 of the vehicle 30. Once the battery temperature reaches a predetermined threshold, the startup control module 52 proceeds to a second period. During the second period, the PETD heater system 10, the CNB heater system 62, and the radiant heater system 64 are all turned on, and the heat pump system 50 is turned off. The second period is sufficient time to remove frost from the windshield 12. For example, the second period may be 1 minute. After the end of the second period, the startup control module 52 proceeds to a third period. In the third period, the PETD heater system 10 and the battery heat pump system 50 are turned off. However, the heat pump system 50 for heating the interior 66 of the vehicle 30 is turned on. Furthermore, in the third period, the CNB heater system 62 and the radiant heater system 64 can be turned on or off as needed, depending on the heating needs of the vehicle 30 and / or the user of the vehicle 30.

[0033] Alternatively, if heating of the vehicle's battery is not initially required, the initial heating of the battery by the heat pump system 50 can be omitted. In this configuration, the startup control module 52 can control the system components at startup based on the control logic shown in Table 2.

[0034] [Table 2]

[0035] Using the startup control logic shown in Table 2, the startup control module 52 can operate for a first period by turning on the PETD heater system 10, the CNB heater system 62, and the radiant heater system 64, and turning off the heat pump system 50. The first period is sufficient time to remove frost from the windshield 12. For example, the first period may be 1 minute. After the end of the first period, the startup control module 52 proceeds to the second period. In the second period, the PETD heater system 10 and the battery heat pump system 50 are turned off. However, the heat pump system 50 for heating the interior 66 of the vehicle 30 remains on. Furthermore, in the second period, the CNB heater system 62 and the radiant heater system 64 can be turned on or off as needed, depending on the heating needs of the vehicle 30 and / or the user of the vehicle 30.

[0036] The activation control logic can also be used to determine when to activate the vehicle's wipers to wipe off the ice from the windshield 12, after the PETD heater system 10 has melted the ice layer and formed a layer of water between the windshield 12 and the remaining ice. For example, the activation control logic may include activating the wipers once the PETD heater system 10 is deactivated or when the PETD heater system 10 has finished operating. Additionally, or alternatively, the PETD control module 18 may monitor system conditions, including the temperature of the windshield 12, to determine if a sufficient layer of water has formed, and at that point automatically activate the windshield wipers. Additionally, or alternatively, the system may include a camera or image sensor to monitor the color of the ice and frost on the windshield 12. Once the color of the ice and frost has changed sufficiently, the PETD control module 18 determines that a layer of water has formed and activates the windshield wipers. Additionally, or alternatively, the activation control logic can prevent the windshield wipers from being activated while the PETD heater system 10 is activated and / or until a predetermined initial period has elapsed after the PETD heater system 10 has been activated and / or while the vehicle 30 is stopped.

[0037] In Figures 1 and 4, the vehicle 30 may include a communication module 68 that communicates data from the vehicle 30 to other systems outside of the vehicle 30. For example, the vehicle's communication module 68 can communicate with a cloud-based AI / machine learning system 70. The AI / machine learning system 70 includes a data acquisition / communication module 72 configured to communicate with the vehicle 30's communication module 68.

[0038] In particular, the data acquisition / communication module 72 can collect and receive from the vehicle 30 all kinds of operational data related to the operation of the vehicle 30, such as the vehicle's speed and GPS position, as well as setpoints. The GPS position of the vehicle 30 can be used to determine the position of the vehicle 30 relative to the sea surface. In this way, various control strategies and parameters can be updated and changed in real time, taking into account the position of the vehicle 30. Thus, different control strategies and parameters can be used depending on whether the vehicle 30 is at or near sea level, or at a higher elevation such as in a mountainous area. The data acquisition / communication module 72 can also receive operational data related to the operation of the PETD heater system 10, heat pump system 50, CNB heater system 62, and radiant heater system 64, including setpoints and various temperatures, pressures, etc. (windshield temperature data, outdoor ambient temperature data, indoor ambient temperature data, humidity data, etc.). The data acquisition / communication module 72 can also receive data related to the power source 24, such as the vehicle's battery, and data related to the power consumption required for the operation of various vehicle systems. The data acquisition / communication module 72 can also receive data related to vehicle occupancy, such as data from occupancy sensors, infrared (IR) sensors, and / or data from cameras inside the vehicle 30.

[0039] All data collected from the vehicle is utilized by the parameter optimization module 74 of the AI / machine learning system 70 to calculate and determine optimized operating parameters. These parameters are returned to the vehicle 30 and used to operate various vehicle systems such as the PETD heater system 10, heat pump system 50, CNB heater system 62, and radiant heater system 64. Additionally, the optimized operating parameters are utilized by the start-up control module 52 and can be used to determine optimized setpoints and periods for start-up control algorithms to control the switching of various vehicle systems to and from operating states. For example, the parameter optimization module 74 can input data collected from the vehicle 30 into one or more AI / machine learning models 76 stored in the cloud-based AI / machine learning system 70 to determine optimized parameters and setpoints for various vehicle systems of the vehicle 30. The optimized parameters and setpoints are returned in real time to the vehicle's communication module 68 by the data collection / communication module 72. The communication module 68 can communicate optimized parameters and setpoints to various vehicle systems and ECUs to improve the operation and efficiency of various vehicle systems.

[0040] In this way, the control logic of various vehicle systems, such as setpoint times and thresholds, and setpoint temperatures and thresholds, can be optimized based on vehicle system data that is monitored, collected, and processed in real time by the cloud-based AI / machine learning system 70. The cloud-based AI / machine learning system 70 can also provide real-time control of various vehicle systems. The AI / machine learning system 70 may also include control logic for filtering and determining which types of data from one or more vehicles 30 or vehicle systems are permitted to be incorporated into and ingested by the AI / machine learning model 76. In addition to real-time adjustments, the AI / machine learning system 70 can collect data from multiple vehicles 30 over time, determine optimization parameters and strategies, and send them as updates to the multiple vehicles 30.

[0041] Other features include the fact that the heat pump system 50 and / or the HVAC system are not required to defrost the vehicle's windshield 12, so that heat from the heat pump system 50 and / or the HVAC system can be diverted to heat the vehicle's battery at startup. Additionally or alternatively, at startup, all heat from the heat pump system 50 and / or the HVAC system can be diverted to heat the vehicle's battery first before heating the interior of the vehicle 30. As shown in Figure 5, the vehicle 30 may be equipped with multiple refrigeration / heating circuits, such as a hot water circuit, a refrigerant circuit, and a chilled water circuit. The hot water circuit can be used to operate an interior heater 80 that supplies heat to the interior of the vehicle 30. As shown in Figure 5, the heat pump system may include a diversion path 82 for diverting hot water from the hot water circuit to the vehicle's battery 84 to heat the battery. For example, at startup, a control valve can control the flow of hot water so that it does not flow to the interior heater 80, but instead flows to the battery 84 via the diversion path 82. Once startup is complete and the battery 84 is sufficiently heated, the diversion circuit 82 is closed, and the control valve 90 causes the hot water in the hot water circuit to flow back to the interior heater 80, heating the interior of the vehicle 30. Additionally, or alternatively, a second diversion route can be used to direct hot water from the hot water circuit to the outdoor heat exchanger. Thus, since the PETD heater system 10 can be used to defrost the windshield 12 of the vehicle 30, the hot water from the hot water circuit of the heat pump system 50 can be diverted to heat the battery 84 and / or the outdoor heat exchanger 92 of the heat pump system 50. In this way, the optimal system temperature is quickly achieved. Additionally, since the heat pump system 50 is not required for defrosting the windshield 12, the size of the heat pump system 50 can be changed to account for the reduced heating capacity required at startup.

[0042] Other features include the ability to configure the PETD heater system 10 to operate at two different voltages, allowing selection of the amount of voltage applied to the transparent metal layer 14. For example, the PETD heater system 10 can use pulse width modulation and duty cycle to control the effective voltage applied to the transparent metal layer 14. For instance, the normal voltage or high voltage of the power supply 24 can be periodically applied to the transparent metal layer using pulse width modulation and duty cycle so that the effective voltage received by and applied to the transparent metal layer is substantially lower than the normal voltage or high voltage of the power supply 24. Furthermore, for example, when the PETD heater system 10 is defrosting the windshield 12, the normal voltage or high voltage of the power supply 24 can be applied without pulse width modulation. Additionally, the PETD control module 18 can apply a reduced effective voltage to the transparent metal layer using pulse width modulation and duty cycle when the PETD heater system 10 is used to defrost the windshield 12.

[0043] As shown in Figure 1, the PETD control module 18 works in conjunction with the vehicle 30's occupant detection system 110 and the vehicle speed sensor 120. The occupant detection system 110 includes any suitable sensors configured to identify whether or not an occupant is present in the vehicle 30. For example, the occupant detection system 110 may include any suitable camera sensor directed towards the seats of the vehicle 30, and / or a pressure sensor inside the seats of the vehicle 30. The vehicle speed sensor 120 is configured to detect whether or not the vehicle 30 is moving and the speed of the vehicle 30. Any suitable speed sensor can be incorporated.

[0044] The PETD control module 18 is configured to change the voltage of the PETD heater system 10 based on whether the vehicle 30 is moving and whether there are people in the vehicle 30. For example, based on inputs from the occupant detection system 110 and the vehicle speed sensor 120, the normal voltage or high voltage of the power supply 24 can be applied when there are no occupants in the vehicle 30 or when the vehicle 30 is stopped. Otherwise, a reduced effective voltage is applied. This protects occupants in the event of an accident or if the collision detection system or high-voltage cutoff system fails.

[0045] In hot and humid environments such as Florida in the United States, the dew point can reach relatively high values, for example, 78°F. During the night, the outside temperature drops, and then in the morning, the ambient temperature rises sharply again, for example, to 85°F, while the humidity can be relatively high, for example, 95%. In such conditions, when a user drives a vehicle, the windshield remains cold from the night, which can cause significant condensation or fogging. Traditionally, to remove the fogging or condensation that occurs in such situations, the user had to activate the heater and defroster to heat the windshield and remove the fog. However, because the outside temperature is relatively high, such as 85°F, the user may not want to operate the heater at such high outside temperatures. In such scenarios, the windshield 12 can be heated using the PETD heater system 10 without activating the defroster function of the vehicle 30's HVAC system. Furthermore, the user can use the PETD heater system 10 to heat the windshield to remove fogging and cool the interior of the vehicle 30 to a comfortable temperature while operating the air conditioning function of the vehicle's HVAC system. In addition, for example, the PETD heater system 10 can monitor the ambient outdoor temperature sensed by the outdoor temperature sensor 42 and the humidity sensed by the humidity sensor 44 (and / or the outdoor humidity and dew point reported by any appropriate weather reporting service transmitted to the vehicle and received by the receiver 48), calculate the current dew point, and operate the PETD heater system 10 to heat the windshield to a temperature above the dew point. At the same time, the HVAC system of the vehicle 30 can be operated to cool the temperature to a cooling setpoint determined by the HVAC system or selected by the user. In other embodiments, the PETD heater system 10 can also be used on windows inside a building to remove fogging and condensation from the building's windows without heating the rooms inside the building.

[0046] Figure 6 shows the control algorithm for the PETD heater system 10. The control algorithm can be performed and implemented by the PETD control module 18, or by other suitable computing devices configured to perform the illustrated functions and to communicate with the described sensors and components. The control algorithm begins in step 500. In step 502, the PETD control module 18 receives ambient outdoor temperature and humidity data from temperature sensors 42, 46 and humidity data from humidity sensor 44. Outdoor humidity and / or dew point data may be received via receiver 48 from an external source transmitting weather forecasts. In step 504, the PETD control module 18 receives the windshield temperature from windshield temperature sensor 44. In step 506, the PETD control module 18 calculates the current dew point or obtains the dew point from the weather forecast. In step 508, the PETD control module 18 compares the temperature of the windshield 12 with the current dew point temperature. In step 508, if the temperature of the windshield 12 is below the dew point (or below a predetermined range of the dew point, such as a range of + / - 2°C above the dew point), the PETD control module 18 proceeds to step 510, where it applies a voltage to the transparent metal layer 14 to activate or start the PETD heater and heat the windshield. In step 508, if the temperature of the windshield 12 is above the dew point (or above a range of + / - 2°C above the dew point), the PETD control module 18 proceeds to step 512, where it does nothing or, if the PETD heater was previously activated, deactivates it. After steps 510 and 512, the PETD control module returns to step 502.

[0047] In one embodiment, the PETD heater system 10 can be activated periodically to heat the windshield 12 while the vehicle is parked, preventing ice or frost from forming on the windshield 12 while the vehicle is parked. For example, the PETD control module 18 can periodically apply a voltage to the transparent metal layer 14 at predetermined time intervals, such as by using a timer, to maintain the windshield 12 above a predetermined threshold temperature while the vehicle is parked. For example, the PETD heater system 10 can be configured to maintain the windshield 12 above the freezing point to prevent ice or frost from forming on the windshield 12.

[0048] The predetermined time interval for activating the PETD heater system 10 can be set in advance, such as every minute, every two minutes, every five minutes, or any other appropriate time interval. Alternatively, the predetermined time interval can be calculated and determined based on sensing parameters related to the vehicle environment, such as the outdoor ambient temperature sensed by the ambient outdoor temperature sensor 42, the humidity of the vehicle environment sensed by the humidity sensor 44 or reported in the weather forecast received by the receiver 48, and / or the temperature of the windshield 12 sensed by the windshield temperature sensor 40. The PETD control module 18 communicates with the relevant sensors as needed, as shown in Figure 1, to receive data on the various sensed parameters.

[0049] Additionally, or alternatively, the PETD control module 18 can operate the PETD heater system 10 to heat the windshield 12 based on sensed parameters such as ambient ambient temperature, humidity, and / or windshield temperature. For example, the PETD control module 18 can monitor the temperature of the windshield 12 as sensed by the windshield temperature sensor 40, and once the temperature of the windshield 12 falls below a predetermined threshold, activate the PETD heater system 10 to apply a voltage to the transparent metal layer 14 to maintain the temperature of the windshield 12 above the predetermined threshold. For example, the PETD control module 18 can use a proportional-integral-derivative (PID) control algorithm based on the sensed temperature of the windshield 12 and the target temperature threshold of the windshield 12. Other suitable control algorithms can also be used. Additionally, or alternatively, a duty cycle D can be used to periodically activate the PETD heater system 10 using pulse width modulation to activate the PETD heater system 10 over a calculated portion of the period T.

[0050] Additionally, or alternatively, the PETD control module 18 can receive the ambient outdoor temperature sensed by the outdoor temperature sensor 42, the humidity sensed by the humidity sensor 44, and / or the humidity listed in the weather forecast received by the receiver 48, and the indoor temperature sensed by the indoor temperature sensor 46, and calculate the current dew point of the vehicle 30's environment. The PETD control module 18 can periodically operate the PETD heater system 10 to heat and maintain the windshield 12 to a temperature higher than the current dew point (or a temperature higher than a predetermined range of the dew point, e.g., + / - 2°C), preventing fogging or condensation from forming on the windshield. For example, the PETD control module 18 can use a PID control algorithm or another suitable control algorithm to determine the duty cycle for applying voltage to the transparent metal layer 14 to heat the windshield 12.

[0051] In one embodiment, the control period may be relatively long, such as 5 minutes. During this time, the PETD heater system 10 may heat the windshield 12 to a temperature several degrees, for example, 4 or 5 degrees, higher than the current dew point, and then allow the windshield to cool to a temperature close to the current dew point before the heater system is activated again. In another embodiment, the control period may be relatively short, such as 1 minute. In this case, the PETD heater system 10 may heat the windshield 12 to a temperature only 1 or 2 degrees higher than the current dew point and continuously maintain the temperature of the windshield 12 at 1 or 2 degrees higher than the current dew point.

[0052] In embodiments where the PETD heater system 10 is installed in an electric vehicle or a hybrid vehicle, different control strategies can be used depending on whether the vehicle 30 is connected and charging, and / or whether a land-based power source is available to the PETD heater system 10. For example, in one embodiment, the PETD heater system 10 may be configured to heat the windshield 12 of the vehicle 30 to prevent ice, frost, and fogging only when the vehicle 30 is parked and plugged in, and to not operate when the vehicle 30 is parked but not plugged in. Additionally or alternatively, the PETD heater system 10 may be configured to heat the windshield 12 using a first control strategy with first control parameters when the vehicle 30 is parked and plugged in, and to heat the windshield 12 using a second control strategy with second control parameters when the vehicle 30 is parked but not plugged in. The second control strategy and second control parameters can be configured to use less power and energy than the first control strategy and first control parameters. Additionally, or alternatively, the PETD heater system 10 can be configured to monitor the remaining battery level of the vehicle 30 and utilize different control strategies based on the remaining battery level of the vehicle 30. For example, if the remaining battery level of the vehicle 30 is below a predetermined threshold, the PETD heater system 10 can switch to a more energy-efficient control strategy and / or use the PETD heater system 10 to prevent the windshield 12 of the vehicle 30 from heating up further.

[0053] Additionally, or alternatively, the PETD heater system 10 may be configured to preheat the windshield 12 of the vehicle 30 based on a known or determined schedule of the vehicle 30's user. For example, the PETD heater system 10 may be configured to determine that the user leaves for work at a predetermined time, such as 8:00 every morning. In such a case, the PETD heater system 10 may become operational and begin heating the windshield 12 a predetermined time before the user's expected departure time. The PETD heater system 10 may also determine that the user has plugged in the vehicle when they arrive at work. In such a case, the PETD heater system 10 may monitor the current charge level of the vehicle 30's battery and, once the user arrives at work, operate to anticipate that the vehicle 30's battery will be recharged. Furthermore, for example, the PETD heater system 10 can be configured to continuously heat the windshield 12 while the vehicle 30 is plugged in, and then, when the vehicle 30 is not plugged in, it can switch to a control strategy based on the vehicle user's habits and schedule, i.e., departure time and expected charging time.

[0054] Additionally, or alternatively, the PETD heater system 10 may be configured to use a land power source only when the vehicle 30 is connected, and not to operate on the vehicle 30's battery power. In other words, the PETD heater system 10 may be configured to operate solely on a land power source and not on power from the vehicle 30's battery. In this way, the PETD heater system 10 can prevent the vehicle 30's battery from being depleted.

[0055] The PETD heater system 10 can be configured to include a proximity sensor that may detect and determine whether the vehicle 30 is near a heat-emitting object such as a building or a tree. The PETD heater system 10 can be configured to optimize its operation by taking into account the heat emitted from objects in the vehicle 30's environment.

[0056] In a vehicle 30 equipped with both a PETD heater system 10 and an HVAC system with a defrost function, the PETD heater system 10 can be configured to operate first, prior to the operation of the defrost function of the HVAC system of the vehicle 30. For example, while the PETD heater system 10 is operating to defrost, de-ic, or de-fog the windshield 12, the PETD heater system 10 can be operated to disable and prevent the operation of the HVAC system's defrost function.

[0057] Additionally, or alternatively, the control algorithm may include additional checks and strategies based on, as described above, whether the vehicle 30 is connected to a land power source, the current charge status of the vehicle's battery, the vehicle user's schedule, or habits.

[0058] The descriptions above are merely illustrative and in no way limit this disclosure, its use, or application. The broad teachings of this disclosure can be implemented in various forms. Therefore, while this disclosure includes certain embodiments, the true scope of this disclosure will be evident from the drawings, specification, and claims and should not be limited thereto. It should be understood that one or more steps in a method may be performed in a different order (or simultaneously) without altering the principles of this disclosure. Furthermore, while each embodiment is described above as having certain features, any one or more features described with respect to any embodiment of this disclosure may be implemented in place of any feature of any other embodiment, and / or by a combination of those features, even if such combination is not explicitly described. In other words, the embodiments described are not mutually exclusive, and substitution or modification of one or more embodiments with respect to each other is within the scope of this disclosure.

[0059] The spatial and functional relationships between elements (for example, between modules) are described using various terms such as “connection,” “involvement,” “interface,” and “coupling.” Unless explicitly stated as “direct,” where a relationship between a first element and a second element is described in the above disclosure, that relationship may be a direct relationship in which there are no other intervening elements between the first and second elements, or it may be an indirect relationship (spatial or functional) in which one or more intervening elements exist between the first and second elements.

[0060] The phrase "at least one of A, B, and C" used here is interpreted as meaning a logic using non-exclusive logic OR (A OR B OR C). For example, the phrase "at least one of A, B, and C" is interpreted as including (i) A only, (ii) B only, (iii) C only, (iv) both A and B, (v) both A and C, (vi) both B and C, and (vii) both A, B, and C. The phrase "at least one of A, B, and C" should not be interpreted as meaning "at least one of A, at least one of B, and at least one of C."

[0061] In drawings, the direction of an arrow, as indicated by the arrow symbol, generally indicates the flow of important information (such as data or instructions) in the drawing. For example, if elements A and B exchange various pieces of information, and the information sent from element A to element B is relevant to the drawing, the arrow may point from element A to element B. This one-way arrow does not mean that no other information is sent from element B to element A. Furthermore, in the case of information sent from element A to element B, element B may send a request for information or an acknowledgment of receipt to element A. The term "component" does not necessarily require a specific component. In other words, the first component of a first part may have the same extent (equality) to the first part.

[0062] In this application, the terms “module” or “controller” may be replaced with the terms “electronic device” or “circuit,” including the following definitions. The terms “module” or “controller” refer to, a part of, or include hardware processors (which may be shared, dedicated, or grouped) for executing code, and hardware memory (which may be shared, dedicated, or grouped) for storing code executed by the hardware processors.

[0063] A module or controller may include one or more interface circuits. In some examples, the interface circuits may implement wired or wireless interfaces connected to a local area network (LAN) or a wireless personal area network (WPAN). Examples of LANs include IEEE standard 802.11-2016 (also known as the Wi-Fi wireless network standard) and IEEE standard 802.3-2015 (also known as the Ethernet wired network standard). Examples of WPANs include IEEE standard 802.15.4 (including the ZigBee Alliance ZIGBEE standard) and Bluetooth Special Interest Group (SIG) Bluetooth wireless networking standards (including Bluetooth SIG Core specification versions 3.0, 4.0, 4.1, 4.2, 5.0, and 5.1).

[0064] A module or controller can communicate with other modules or controllers using interface circuits. While this disclosure describes modules or controllers communicating logically and directly with other modules or controllers, various implementations may actually involve modules or controllers communicating via a communication system. This communication system may include physical and / or virtual networking devices such as hubs, switches, routers, and gateways. In some implementations, the communication system may be connected to or traverse a wide area network (WAN), such as the Internet. For example, the communication system may include multiple LANs interconnected via the Internet or point-to-point dedicated lines using technologies such as Multiprotocol Label Switching (MPLS) or Virtual Private Networks (VPNs).

[0065] In various implementations, the functionality of a module or controller may be distributed among multiple modules connected via a communication system. For example, multiple modules may implement the same functionality distributed by a load balancing system. In yet another example, the functionality of a module or controller may be split between a server (also called remote or cloud) module and a client (or user) module. For example, a client module may include a native application or a web application that runs on a client device and communicates over the network with the server module.

[0066] The term “code,” as described above, can include software, firmware, and / or microcode, and can refer to programs, routines, functions, classes, data structures, and / or objects. Shared processor hardware includes a single microprocessor that runs some or all of the code from multiple modules or a controller. Group processor hardware includes a microprocessor that, in combination with additional microprocessors, runs some or all of the code from one or more modules. Multiple microprocessors may refer to multiple microprocessors on separate dies, multiple microprocessors on a single die, multiple cores in a single microprocessor, multiple threads in a single microprocessor, or a combination of these.

[0067] Shared memory hardware includes a single memory device that stores some or all of the code for multiple modules. Group memory hardware includes a memory device that, in combination with other memory devices, stores some or all of the code for one or more modules.

[0068] The term “hardware memory” is part of the term “computer-readable medium.” The term “computer-readable medium” does not include transient electrical or electromagnetic signals that propagate through a medium such as a carrier wave; therefore, the term “computer-readable medium” is interpreted as substantial and non-transient (non-transitional). Non-exclusive examples of non-transient computer-readable mediums include non-volatile memory devices (e.g., flash memory devices, erasable programmable read-only memory devices, or mask-type read-only memory devices), or volatile memory devices (e.g., static random-access memory devices, or dynamic random-access memory devices), or magnetic storage media (e.g., analog or digital magnetic tape, or hard disk drives), or optical storage media (e.g., CDs, DVDs, or Blu-ray discs).

[0069] The apparatus and methods described for this application may be partially or fully implemented by a dedicated computer created by configuring a general-purpose computer to perform one or more specific functions incorporated into a computer program. The above functional blocks and flowchart elements serve as software specifications and can be converted into a computer program through the routine work of a skilled technician or programmer.

[0070] A computer program includes processor-executable instructions stored on at least one non-temporary computer-readable medium. A computer program may include, or depend on, stored data. A computer program may also include a basic input / output system (BIOS) that interacts with the dedicated computer's hardware, device drivers that interact with specific devices on the dedicated computer, one or more operating systems, user applications, background services, background applications, and so on.

[0071] Computer programs include, but are not limited to, (i) HTML (HyperTextMarkupLanguage), XML (ExtensibleMarkupLanguage), or JSON (JavaScriptObjectNotation), (ii) assembly code, (iii) object code generated from source code by a compiler, (iv) source code for execution by an interpreter, and (v) source code for compilation and execution by a just-in-time compiler. For example, source code may be written using the following languages: C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, Javascript®, HTML5 (HypertextMarkupLanguage 5th Revision), Ada, ASP (ActiveServerPages), PHP (PHP: HypertextPreprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, SIMULINK, and Python®.

[0072] Exemplary embodiments are provided for the completeness of this disclosure and fully convey its scope to those skilled in the art. Many specific details are given, including examples of particular components, devices, and methods, in order to provide a complete understanding of the embodiments of this disclosure. It will be apparent to those skilled in the art that it is not necessary to adopt these specific details, and that the exemplary embodiments can be carried out in many different forms, none of which should be construed as limiting the scope of this disclosure. In some exemplary embodiments, well-known processes (steps in a method), well-known device structures, and well-known techniques are not described in detail.

[0073] The terminology used in this specification is for the purpose of describing specific exemplary embodiments and is not intended to be limiting. As used in this specification, singular forms (with definite and indefinite articles) are intended to include plural forms unless the context otherwise expressly indicates otherwise. The terms “equip,” “have,” “include,” and “have” are inclusive and thus identify the presence of the described features, integers, steps, operations, elements, and / or components, but do not exclude the addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. The steps, processes, and operations of the methods described in this specification should not necessarily be construed as requiring a specific order as described or illustrated unless specifically identified as such. It should also be understood that additional or alternative steps may be used.

Claims

1. A system for electrically heating glass configured to be installed in a vehicle, A transparent metal layer (14) attached to the glass, which conducts electric current, and is configured to heat the glass by increasing in temperature in response to the flowing electric current. A glass temperature sensor (40) configured to sense the glass temperature of the glass, A humidity sensor (44) configured to sense the humidity of at least one of the indoor humidity of the vehicle and the outdoor humidity outside the vehicle. An interior temperature sensor (42) configured to sense the interior temperature of the vehicle, An outdoor temperature sensor (42) configured to sense the outdoor temperature outside the vehicle, and It includes a control module, and the control module is The system receives input from at least one of the following: the glass temperature sensor, the humidity sensor, the indoor temperature sensor, the outdoor temperature sensor, the occupant detection system (110), and the vehicle speed sensor (120). Based on at least one of the inputs received from at least one of the glass temperature sensor, the humidity sensor, the indoor temperature sensor, the outdoor temperature sensor, the occupant detection system, and the vehicle speed sensor, corrective action is determined. A system configured to control the current to the transparent metal layer based on the input and at least one of the corrective measures.

2. In the system described in claim 1, further, The aforementioned glass is configured as a windshield glass (12).

3. In the system according to claim 1 or 2, The glass is configured as one of the vehicle's side windows, the vehicle's rear window, and the vehicle's roof.

4. In the system according to any one of claims 1 to 3, The transparent metal layer is installed between the first and second layers of the glass.

5. In the system according to any one of claims 1 to 4, The control module is configured as a pulsed electrothermal de-icing (PETD) control module (18) and is configured to de-ic the glass by controlling the current supplied to the transparent metal layer.

6. In the system according to any one of claims 1 to 5, further, The control module comprises the transparent metal layer and busbars (16, 17) electrically connected to the control module, the busbars configured to distribute current to the transparent metal layer.

7. In the system according to any one of claims 1 to 6, When performing the corrective action, the control module: If the input from the occupant detection system and the vehicle speed sensor indicates that the vehicle is unoccupied or stopped, a direct current is passed through the transparent metal layer at a first voltage. If the input from the occupant detection system and the vehicle speed sensor indicates that there are occupants in the vehicle and that it is moving, a direct current is passed through the transparent metal layer at a second voltage lower than the first voltage.

8. In the system according to any one of claims 1 to 7, When performing the corrective action, the control module: The dew point is calculated based on at least one of the indoor temperature, outdoor temperature, outdoor humidity, and indoor humidity. Based on the glass temperature and the dew point, a voltage is periodically applied from the power supply (24) to the transparent metal layer to heat the glass.

9. In the system according to any one of claims 1 to 8, further, The system includes a receiver (48) configured to receive weather forecasts, including dew point information.

10. In the system described in claim 9, The control module is configured to heat the glass by controlling the current supplied to the transparent metal layer until the glass temperature rises above a predetermined temperature range including the dew point.

11. A system for electrically heating glass configured to be installed in a vehicle, A transparent metal layer (14) is configured to be attached adjacent to the glass. Power supply (24), and It includes a control module, and the control module is It communicates with a glass temperature sensor (40) configured to sense the temperature of the glass, It communicates with at least one of the following: an indoor temperature sensor (42) configured to sense the temperature inside the vehicle and an outdoor temperature sensor (42) configured to sense the temperature outside the vehicle. The glass temperature is received from the glass temperature sensor. The system receives at least one of the following: the temperature inside the vehicle from the indoor temperature sensor, the temperature outside the vehicle from the outdoor temperature sensor, and the humidity value inside or outside the vehicle. The dew point is calculated based on at least one of the following: the temperature inside the vehicle, the temperature outside the vehicle, and the humidity value. A system configured to periodically apply a voltage from the power supply to the transparent metal layer to heat the glass, based on the glass temperature and the dew point.

12. In the system according to claim 11, The glass is configured as one of the following: the windshield (12), the side window of the vehicle, the rear window of the vehicle, and the roof of the vehicle.

13. In the system according to claim 11 or 12, The control module is configured to control the effective voltage of the current supplied to the transparent metal layer by pulse width modulation and duty cycle control.

14. In the system according to any one of claims 11 to 13, The control module is configured to obtain humidity values ​​from the weather forecast transmitted to the control module.

15. In the system according to any one of claims 11 to 14, The control module further, The system receives input from an ice / frost sensor configured to sense the state of ice and frost on the glass, If the input from the ice / frost sensor indicates that the ice or frost is in a state where it can be removed by the wiper, the wiper is activated to wipe the glass.

16. A system for electrically heating glass configured to be installed in a vehicle, A transparent metal layer (14) attached to the glass, selectively connected to a battery, and conducting electric current, configured to heat the glass by increasing in temperature in response to the flowing electric current. A vehicle heating system configured to selectively heat the battery and the interior of the vehicle, It includes a control module, and the control module is The transparent metal layer is selectively connected to the battery, During the first period, without heating the interior and without connecting the transparent metal layer to the battery, the vehicle heating system is activated to heat the battery. During the second period following the first period, the vehicle heating system is deactivated, the transparent metal layer is connected to the battery, and the transparent metal layer and the glass are heated. A system configured to disconnect the transparent metal layer from the battery during a third period following the second period, and to activate the vehicle heating system to heat the interior without heating the battery.

17. In the system described in claim 16, The vehicle heating system includes a heat pump system (50) configured to heat the battery and at least one of the interior of the vehicle.

18. In the system described in claim 17, further, The vehicle comprises a radiant heater system (64) configured to heat the occupants of the vehicle, The control module is configured to activate the radiant heater system during the second period and deactivate the radiant heater system during the first period.

19. In the system according to claim 18, further, The system comprises a carbon nanotube heater system (62) configured to heat at least a portion of the glass that is not heated by the transparent metal layer, The control module is configured to activate the carbon nanotube heater system during the second period and deactivate the carbon nanotube heater system during the first period.

20. In the system according to any one of claims 16 to 19, The control module is configured as a pulsed electrothermal de-icing (PETD) control module (18), and is configured to control the current to the transparent metal layer by pulse width modulation and duty cycle control, thereby controlling the effective voltage of the current to the transparent metal layer.

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