JP2008126748A - Vehicular defogging device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To defog window glass by effectively using the waste heat of a vehicular electric equipment. <P>SOLUTION: Hot wire 42 is buried in a rear window glass. A rear defog switch 44 is turned on to energize the hot wire, thereby defogging the rear window glass. If the rear defogger switch is turned on, a switching damper 60 is operated to blow out exhaust wind cooling a battery 12 from a rear defroster blow-off port 58, thereby carrying out heating of the rear window glass using the waste heat of the battery. At that time, an ECU lowers supply voltage to the hot wire when the temperature of the exhaust wind is high. Therefore, while the rear window glass is defogged, power consumption by the hot wire is suppressed by using the waste heat of the battery. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle having an electrical component that generates heat during traveling, such as a secondary battery that stores electric power supplied to an electric motor provided as a driving source for traveling, and fogging of a rear window glass of the vehicle. The present invention relates to an anti-fogging device for vehicles.

  Vehicles include a hybrid vehicle provided with an electric motor in addition to an engine as a driving source for traveling, an electric motor that travels by the driving force of the electric motor, and the like. Such a vehicle includes a secondary battery (hereinafter referred to as a battery) that stores electric power to be supplied to the electric motor, and the electric motor is driven using the charging power of the battery.

  In such hybrid vehicles, the engine is stopped to improve fuel efficiency and reduce emissions. However, when heating the vehicle interior using engine cooling water, the engine stops and the engine is stopped. The water temperature decreases, and the desired heating capacity cannot be obtained.

  From this, Patent Document 1 proposes that when the engine is stopped, the electric heater is energized from the auxiliary battery, and the air heated by the electric heater is blown into the vehicle interior to heat the vehicle interior.

  On the other hand, the battery generates heat by being charged and discharged, and when the temperature rises, the charge and discharge efficiency decreases. From this point, in a hybrid vehicle or the like, a battery cooling device is provided, and the temperature of the battery is maintained in a temperature range where charging / discharging efficiency is highest by this cooling device.

  In recent years, various types of waste heat have been used in vehicles. From here, for example, Patent Document 2 proposes to heat the interior of a vehicle using air that has cooled the battery as waste heat utilization of the battery. In Patent Document 3, a proposal is made to use a battery cooling device as a seat heater that heats a seat with air that has cooled the battery.

  By the way, in the vehicle, when the humidity in the passenger compartment becomes high in winter when the outside air temperature is low, the wind glass tends to be fogged. Since the visibility is hindered when the windshield is fogged, the vehicle is provided with a wind defogger system (antifogging device) for removing fogging and preventing fogging of the windglass.

  The anti-fogging device for the rear window glass of the vehicle uses glass with hot wire as the rear window glass, and energizing this heat wire increases the surface temperature of the rear window glass and makes it difficult for condensation to form on the rear window glass. To prevent fogging.

In addition, proposals have been made to use such a rear window glass heat ray as a radio antenna (for example, see Patent Document 4).
JP 2002-160515 A Japanese Patent Laid-Open No. 2005-88752 JP 2005-349864 A JP-A-6-239206

  However, energization of the heat wire is turned off when a predetermined time elapses with a timer or the like, but heating the rear window glass with only electric power generates a large amount of electric power, which effectively uses energy. It is not something that has been done.

  The present invention has been made in view of the above facts, and is a vehicle equipped with an electrical component that generates heat during traveling, such as a secondary battery, and effectively uses waste heat generated by the electrical component generating heat. An object of the present invention is to propose a vehicle anti-fogging device that can prevent fogging of wind glass.

  In order to achieve the above object, the present invention is a vehicle antifogging device that is provided in a vehicle and prevents fogging of the window glass, and heats the window glass by generating heat when energized while being embedded in the window glass. Heating means, blowing means for blowing out air containing waste heat of electrical components provided in the vehicle toward the window glass, and electric power supplied to the heating means according to the waste heat blown from the blowing means Control means for controlling.

  According to the present invention, the surface temperature of the window glass is adjusted by heating the window glass by the heating means that generates heat by being embedded in the window glass and energized, and the blowing means that blows out waste heat of the electrical components to the window glass. By raising, it removes fogging and prevents fogging (antifogging).

  Here, the power supplied to the heating means is controlled according to the waste heat of the electrical component. That is, when the waste heat of the electrical component is large and the temperature of the air blown by the wind glass by the blowing means is high, the power supplied to the heating means is reduced.

  Thereby, the power consumption of a heating means can be restrained, aiming at the fog removal and anti-fogging of a window glass.

  According to a second aspect of the present invention, there is provided a predicting means for predicting fogging of the window glass from a running environment of a vehicle, and when the fogging of the windglass is predicted by the predicting means, the air containing the waste heat is winded Switching means for switching to the glass in a guideable manner.

  According to this invention, when the fogging of the wind glass is predicted by the predicting means, and it is determined that the wind glass is fogged or is in an environment in which fogging is likely to occur, the waste heat of the electrical component is winded by the switching means. Be able to spray on glass.

  According to a third aspect of the present invention, there is provided the temperature detection means for detecting the temperature of the air containing the waste heat, and the waste heat when the temperature detected by the temperature detection means exceeds a preset temperature. And switching means for switching the air containing air to the window glass so that it can be guided.

  According to the present invention, when it is determined that the temperature of the air blown out to the window glass exceeds the set temperature, the waste heat of the electrical component can be sprayed onto the window glass by the switching means.

  Thus, for example, it is possible to reliably prevent the passenger from feeling uncomfortable by blowing hot air when the wind glass cannot be heated or when the passenger compartment is being cooled. it can.

  As an electrical component to which the present invention is applied, any electrical component that generates waste heat during traveling of the vehicle, such as various types of batteries such as a secondary battery that supplies electric power to an electric motor for traveling, is applied. be able to.

  As described above, according to the present invention, it is possible to obtain an excellent effect that power consumption can be suppressed while effectively utilizing the waste heat of the electrical component to prevent the wind glass from being fogged.

  Moreover, in this invention, it can prevent reliably that the passenger | crew in a vehicle interior produces discomfort because the air containing waste heat unnecessarily is blown into the vehicle interior.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 shows an outline of a main part of the vehicle 10 according to the embodiment of the present invention. The vehicle 10 is a hybrid vehicle provided with an electric motor (both not shown) in addition to an engine as a driving source for traveling.

  The vehicle 10 is provided with a secondary battery (hereinafter referred to as a battery 12) that stores electric power for driving an electric motor.

  In the vehicle 10, for example, a battery chamber 18 is provided between the rear seat 14 and the trunk room 16, and the battery 12 is disposed in the battery chamber 18. The battery chamber 18 is surrounded by a seat back 14A of the rear seat 14, a package trim 22 arranged to close the upper end of the seat back 14A and a lower end of the rear window glass 20, and a trim 24 closing the trunk room 16 side. The vehicle compartment 26 and the trunk room 16 are partitioned.

  On the other hand, the battery 12 generates heat due to charging / discharging, and when the temperature rises, the charging / discharging efficiency is greatly reduced. In particular, the battery 12 that accumulates the electric power supplied to the electric motor for traveling is likely to become high temperature because of its large capacity. From here, the vehicle 10 is provided with a cooling device 28 for cooling the battery 12.

  As shown in FIGS. 1 and 2, the battery 12 is accommodated in the casing 30. An air supply duct 32 and an exhaust duct 34 are connected to the casing 30.

  As shown in FIG. 2, for example, the air supply duct 32 is opened into the passenger compartment 26 from below the seat cushion 14 </ b> B of the rear seat 14, thereby introducing air in the passenger compartment 26 into the casing 30. It is possible. Further, the exhaust duct 34 is opened to the outside of the vehicle through the trunk room 16, for example, so that the air in the casing 30 can be discharged to the outside of the vehicle.

  As shown in FIG. 1, in the cooling device 28, a blower fan 36 is disposed in the air supply duct 32, and the blower fan 36 is operated by driving a blower motor 38. Is introduced into the casing 30 via the air supply duct 32, and the air in the casing 30 can be exhausted outside the vehicle via the exhaust duct 34.

  As a result, the cooling device 28 cools the battery 12 by exhausting the air in the casing 30 whose temperature has risen due to the heat generation of the battery 12 to the outside of the vehicle while introducing the air in the passenger compartment 26. The temperature of the internal air, that is, the air around the battery 12 is kept in a predetermined temperature range set in advance.

  On the other hand, in the vehicle 10, for example, when the outside air temperature is low and the humidity in the passenger compartment 26 is high, the rear window glass 20 is easily fogged, and the rear view glass 20 may be deteriorated due to fogging.

  From here, the vehicle 10 is provided with a rear window defogger 40. As shown in FIG. 2, the rear window defogger 40 has a heat wire 42 embedded in the rear window glass 20. Further, as shown in FIG. 1, the vehicle 10 is provided with a rear defogger switch 44 on an instrument panel (not shown), for example.

  The rear window defogger 40 energizes the heat wire 42 when the rear defogger switch 44 is turned on. As a result, the heat wire 42 generates heat to heat the rear window glass 20, thereby increasing the surface temperature of the rear window glass 20, thereby removing fogging of the rear window glass 20 and preventing fogging of the rear window glass 20. I have to.

  The rear window defogger 40 has, for example, a timer function, and the energization of the hot wire 42 is stopped (the rear defogger 40 is turned off) when a predetermined time (for example, a preset time of about 15 minutes) elapses. ).

  Incidentally, the vehicle 10 is provided with an anti-fogging device 50 to which the present invention is applied. The anti-fogging device 50 is formed including the cooling device 28 and the rear defogger 40, and performs anti-fogging of the rear window glass 20 using the waste heat of the battery 12, which is an electrical component.

  The anti-fogging device 50 includes an ECU 52 that includes a microcomputer, various interfaces, and a drive circuit, and the blower motor 38 of the cooling device 28 is connected to the ECU 52. Further, the ECU 52 is connected to a rear defogger switch 44 of the rear defogger 40, and a hot wire 42 is connected via a power feeding circuit 54.

  Thereby, the operation of the cooling device 28 and the rear defogger 40 is controlled by the ECU 52.

  On the other hand, a blower duct 56 is branched to the exhaust duct 34 of the cooling device 28. As shown in FIG. 2, the air duct 56 extends upward in the battery chamber 18 and opens from the package trim 22 toward the rear window glass 20 to form a rear defroster outlet 58. Yes.

  The rear defroster outlet 58 is opened, for example, in the vicinity of the lower end portion of the rear window glass 20 in a substantially slit shape along the vehicle width direction (front and back direction in FIG. 2), and is guided through the air duct 56. The air can be blown toward substantially the entire surface of the rear window glass 20.

  As shown in FIG. 1, in the exhaust duct 34, a switching damper 60 is disposed at a branch portion of the blower duct 56. The switching damper 60 can selectively open and close the opening on the exhaust duct 34 side and the opening on the blower duct 56 side.

  An actuator 62 that drives the switching damper 60 is connected to the ECU 52. The ECU 52 operates the switching damper 60 by driving the actuator 62, thereby exhausting the cooling air from the battery 12 through the exhaust duct 34. Switching to the outside of the vehicle and the rear defroster outlet 58 via the air duct 56 is performed.

  As a result, the antifogging device 50 can heat the rear window glass 20 using the waste heat of the battery 12.

A battery temperature sensor 64 for detecting the temperature of the battery 12 (battery temperature T _B ) is connected to the ECU 52, and the ECU 52 turns on / off the blower motor 38 based on the battery temperature T _B detected by the battery temperature sensor 64. by controlling the off, when the battery temperature T _B is increased, for cooling the battery 12.

As the ECU 52, not only the on / off of the blower motor 38 may be used to control the rotational speed of the blower motor 38 in accordance with the battery temperature T _B. That is, when a low battery temperature T _B is to lower the rotation speed of the blower motor 38, reducing the flow rate of the exhaust air discharged from the air volume of the cooling air and the casing 30 to be introduced into the casing 30, the battery temperature T _B is higher Thus, the rotational speed of the blower motor 38 may be increased to increase the amount of cooling air and exhaust air.

  On the other hand, the anti-fogging device 50 detects environmental conditions and predicts whether or not the rear window glass 20 is likely to be fogged. Further, the anti-fogging device 50 uses the surface temperature Ts of the rear window glass 20 and the humidity H in the passenger compartment 26 as an example of an environmental condition when the fogging of the rear window glass 20 is predicted, and the humidity H and the surface temperature Ts. From this, it is determined whether the surface temperature Ts of the rear window glass 20 has reached the dew point temperature or a temperature near the dew point temperature. At this time, if the surface temperature Ts is a dew point temperature or a temperature close to the dew point temperature, it is determined that the rear window glass 20 is likely to be fogged.

  From here, the ECU 52 is connected with a humidity sensor 66 for detecting the humidity H in the passenger compartment 26 and a surface temperature sensor 68 for detecting the surface temperature Ts of the rear window glass 20.

  The ECU 52 controls the humidity H detected by the humidity sensor 66 and the surface temperature Ts of the rear window glass 20 detected by the surface temperature sensor 68 when the rear defogger switch 44 is turned on to heat the rear window glass 20. Then, it is confirmed whether or not the rear window glass 20 is in an environment in which fogging is likely to occur.

  At this time, if it is determined that the rear window glass 20 is susceptible to fogging, the ECU 52 drives the actuator 62 so that the air that has cooled the battery 12 (exhaust air from the casing 30) is converted into the rear defroster. The switching damper 60 is operated so as to be guided to the outlet 58.

  Thus, when the battery 12 is being cooled, the exhaust wind heated by cooling the battery 12 is blown out to the rear window glass 20, and the rear window glass is discharged by the exhaust heat of the battery 12. The temperature is increased by 20.

  Further, the anti-fogging device 50 supplies power to the heat wire 42 of the rear window defogger 40 through the power supply circuit 54, and the ECU 52 controls the supply voltage V output from the power supply circuit 54 to the heat wire 42. Thus, the amount of heat generated by the heat wire 42 can be controlled.

  The ECU 52 is connected to a temperature sensor 70 for detecting the temperature T of the exhaust air discharged from the casing 30. The ECU 52 is connected to the hot wire 42 based on the temperature Tex of the exhaust air detected by the temperature sensor 70. The supply voltage V is controlled. At this time, the supply voltage V is increased when the temperature Tex of the exhaust air is low, and the supply voltage V is decreased by increasing the temperature Tex of the exhaust air.

That is, as shown in FIG. 3, when the temperature Tex of the exhaust air is lower than the set temperature T ₁ (for example, 20 ° C.) (Tex ≦ T ₁ ), the normal voltage V ₀ (for example, the voltage V _0). = 12v) is supplied to the heat wire 42. Thereby, predetermined electric power P ₁ (W) (for example, 150 W) is consumed by the hot wire 42.

When the temperature Tex is higher than the set temperature T ₂ (T ₁ <T ₂ , for example, 40 ° C.) (Tex ≧ T ₂ ), the supply voltage V is set to the voltage V ₁ (for example, V ₁ = 4. 8V). Thereby, the power P ₂ of the heat wire 42 is reduced to 40% of the power P ₁ (for example, P ₂ = 60 w).

Furthermore, when the temperature Tex is in the range of the set temperatures T _{1 to} T ₂ , the supply voltage V decreases as the temperature Tex increases.

  The heat ray 42 changes its calorific value according to the supply voltage V, and its power consumption also changes. Thereby, in the ECU 52, the temperature Tex of the exhaust air blown out from the rear defroster blowout port 58 toward the rear window glass 20 becomes high, so that the power consumption of the heat wire 42 is suppressed.

  The operation of the present embodiment will be described below.

  In the vehicle 10, when an ignition switch (not shown) is turned on to start running, the battery 12 is charged and discharged. The battery 12 generates heat by charging / discharging, and thereby the temperature in the casing 30 accommodated in the battery 12 rises.

Here, the cooling device 28 is provided in the vehicle 10 (ECU 52) when it reaches a temperature of the battery temperature T _B detected by the battery temperature sensor 64 is set in advance to turn on the blower motor 38.

  In the cooling device 28, when the blower motor 38 is driven, the blower fan 36 is operated, the air in the passenger compartment 26 is introduced into the casing 30 through the intake duct 32, and the air heated by the battery 12 is discharged into the exhaust duct. The air is exhausted outside the vehicle through 34. That is, in the cooling device 26, the air in the passenger compartment 26 is sucked and heat exchange is performed between the air and the battery 12 to cool the battery 12, and the air heated by the heat exchange is used as exhaust air to drive outside the vehicle. To be discharged.

  Thereby, in the cooling device 28, it is trying to maintain the temperature of the battery 12 in the temperature range with the highest charging / discharging efficiency.

  On the other hand, during traveling in winter or the like, the surface temperature Ts of the rear window glass 20 also decreases, and clouding due to condensation of moisture in the air in the passenger compartment 26 tends to occur.

  The vehicle 10 is provided with a rear window defogger 40, and the occupant turns on the rear defogger switch 44 when the rear window glass 20 is fogged. As a result, the rear window defogger 40 is energized to the heat wire 42 embedded in the rear window glass 20 to heat the rear window glass 20 and raise the surface temperature of the rear window glass 20 to remove fogging.

  By the way, the vehicle 10 is provided with an antifogging device 50 formed by using the cooling device 28 of the battery 12 and the rear window defogger 40, and the antifogging device 50 removes fogging and prevents fogging of the rear window glass 20. I try to figure it out.

  Here, the anti-fogging process of the rear window glass 20 using the anti-fogging device 50 according to the present embodiment will be described with reference to FIG.

  This flowchart is executed when an unillustrated ignition switch is turned on and ends when the ignition switch is turned off. In the first step 100, the switching damper 60 is set to the initial position.

  In the cooling device 28, the exhaust air after cooling the battery 12 is normally discharged from the exhaust duct 34 to the outside of the vehicle, and the ECU 52 is set so that the exhaust duct 34 is opened by the switching damper 60. .

  Thereby, in the normal state, when the cooling device 28 operates and the battery 12 is cooled, the exhaust air that has cooled the battery 12 is discharged outside the vehicle.

  In the next step 102, an environmental condition for predicting fogging of the rear window glass 20 is read. In the anti-fogging device 50 applied to the present embodiment, the humidity H in the passenger compartment 26 and the surface temperature Ts of the rear window glass 20 are used as the environmental conditions. The humidity H detected by 66 and the surface temperature Ts detected by the surface temperature sensor 68 are read.

  Thereafter, in step 104, it is confirmed whether the rear window glass 20 is prone to fogging from the read environmental conditions. At this time, for example, if the humidity H is high or the surface temperature Ts is low, when the surface temperature Ts is a dew point temperature with respect to the humidity H or a temperature close to the dew point temperature, the rear window glass 20 is likely to be fogged. Predict.

  Here, when it is predicted that the humidity H in the passenger compartment 26 is low or the surface temperature Ts of the rear window glass 20 is high in summer or the like and the rear window glass 20 is not fogged, the result in Step 104 is negative. Determination is made and the routine proceeds to step 106 where it is confirmed whether or not the rear defogger switch 44 is turned on.

Thus, when the occupant turns on the rear defogger switch 44, an affirmative determination is made in step 106, and the routine proceeds to step 108. In this step 108, normal energization control to the heat wire 42 is performed. That is, the heating wire 42 is energized with the preset voltage V ₁ as the supply voltage V. Further, in this normal control, the energization time to the heat wire 42 is measured by a timer (not shown), and when a predetermined time has elapsed, it is determined that the timing for turning off the rear window defogger 40 has been reached, and an affirmative determination is made in step 110. The energization to the hot wire 42 is stopped, and the rear window defogger 40 is turned off (step 112). Even when the rear defogger switch 44 is turned off, an affirmative determination is made in step 110 and the rear window defogger 40 is turned off.

  On the other hand, when the humidity H in the passenger compartment 26 is high or the surface temperature Ts of the rear window glass 20 is low, it is predicted that the rear window glass 20 will be fogged. The routine proceeds to step 114 where it is confirmed whether or not the rear defogger switch 44 is turned on.

  Here, when the occupant turns on the rear defogger switch 44 in order to remove the fogging of the rear window glass 20 or prevent the rear window glass 20 from being fogged, an affirmative determination is made in step 114 and the routine proceeds to step 116. To do.

  In this step 116, it is confirmed whether or not the blower fan 36 of the cooling device 28 is operating. That is, it is confirmed whether or not the battery 12 is cooled by the cooling device 28.

  At this time, if the blower fan 36 is activated and the battery 12 is being cooled, an affirmative determination is made in step 114 and the routine proceeds to step 116. In step 116, it is confirmed whether or not the temperature Tex of the exhaust air exceeds a preset temperature Texs. The set temperature Texs at this time is set to a temperature at which the rear window glass 20 can be prevented from being fogged when exhaust air is blown out from the rear defroster outlet 58.

  Further, fogging of the rear window glass 20 is likely to occur when the outside air temperature is low such as in the winter. At this time, the interior of the passenger compartment 26 is often heated by an air conditioner (not shown), and the air blown out from the rear defroster outlet 58 If the temperature is low, the passenger in the passenger compartment 26 is uncomfortable.

  From this point, the set temperature Texs is preferably a temperature that does not cause discomfort to the occupant, and is set in advance based on these conditions to a temperature (for example, 20 ° C.).

Here, if the temperature Tex of the exhaust air exceeds the set temperature Texs (Tex ≧ Texs), an affirmative determination is made in step 116 and the process proceeds to step 118. Incidentally, when the battery temperature T _B is not high, the determination is negative in step 114, also, a negative decision is made at step 116 when the temperature Tex of the exhaust air does not reach the set temperature Texs (Tex <Texs) . Thereby, it transfers to step 108 and normal electricity supply control to the heat wire 42 is performed.

  On the other hand, in step 118, the actuator 62 is driven to open the blower duct 56 by the switching damper 60 and close the exhaust duct 34. As a result, the exhaust air that has cooled the battery 12 is blown out from the rear defroster outlet 58 to the rear window glass 20, and heating of the rear window glass 20 due to waste heat generated by cooling the battery 12 is started.

  In step 120, energization of the hot wire 42 is started, whereby the heating of the rear window glass 20 by the hot wire 42 is started, and the surface temperature Ts of the rear window glass 20 is increased, whereby the rear window glass 20 is started. It is possible to prevent the fogging of the rear window glass 20 from being removed.

  At the same time, in step 122, control of the supply voltage V of the hot wire 42 is started. FIG. 5 shows an outline of control of the supply voltage V of the hot wire 42. The control of the supply voltage V is performed by reading the temperature Tex of the exhaust air detected by the temperature sensor 70 in step 130, and in the next step 132. The supply voltage V is set based on the temperature Tex and a map of the supply voltage V with respect to the temperature Tex (see FIG. 3).

  Thereafter, in step 134, the output voltage of the power supply circuit 54 is controlled so that the output voltage of the power supply circuit 54 becomes the set power supply voltage V. That is, when the temperature Tex of the exhaust air is low, the power supply voltage V is increased, but when the temperature Tex is high, the power supply voltage V is decreased.

  In this way, by controlling the supply voltage V to the heat wire 42, the amount of waste heat of the battery 12 is large while reliably preventing the rear window glass 20 from being fogged. When anti-fogging is possible, the power consumption by the heat wire 42 can be suppressed and power saving can be achieved.

  In the flowchart of FIG. 4, it is confirmed in step 124 whether or not the rear window defogger 40 is turned off. For example, the occupant turns off the rear defogger switch 44 or a preset time elapses. As a result, an affirmative determination is made at step 124 and the routine proceeds to step 126, where the energization of the heat wire 42 is stopped (rear window defogger 40 is turned off), and at step 128, the switching damper 60 is operated to The discharge destination of the cooled exhaust air is switched to the outside of the vehicle (exhaust duct 34).

  Thus, in the anti-fogging device 50, the waste wind of the battery 12 is used to prevent the rear window glass 20 from being fogged, so that the waste heat can be effectively used. Further, in the anti-fogging device 50, when the waste heat of the battery 12 is large and the temperature Tex of the exhaust air is high, the power supplied to the heat wire 42 is suppressed, thereby reducing the power consumption by suppressing the power consumption by the heat wire 42. It is possible.

  Further, the anti-fogging device 50 predicts whether or not the rear window glass 20 is prone to fogging, and the rear defogger switch 44 is set only when it is predicted that the rear window glass 20 is prone to fogging. When turned on, the exhaust air of the battery 12 is blown out toward the rear window glass 20, so that the rear defogger switch 44 is erroneously turned on, for example, in the state of cooling the passenger compartment in the summer. When this happens, it is possible to reliably prevent the passenger from feeling uncomfortable due to high-temperature air being blown out from the rear defroster outlet 58.

  In the present embodiment, the rear window glass 20 is likely to be fogged from the surface temperature of the rear window glass 20 detected by the surface temperature sensor 68 and the humidity H in the passenger compartment 26 detected by the humidity sensor 66. However, the present invention is not limited to this. For example, the outside air temperature is detected, and if the outside air temperature is low, it is determined that the surface temperature of the rear window glass 20 is low and fogging is likely to occur. The present invention is not limited to this, and any method can be applied as long as the fogging of the rear window glass 20 can be predicted.

In the present embodiment, the temperature sensor 70 detects the temperature Tex of the exhaust air to check whether or not the exhaust air is at a temperature at which the rear window glass 20 can be fogged. not limited to, for example, may be determined from the battery temperature T _B, which makes it possible to omit the temperature sensor 70.

  In the present embodiment described above, the hybrid vehicle is taken as an example and the battery 12 is applied as an electrical component. However, the present invention is not limited to this, and the battery 12 such as an electric vehicle that runs only by an electric motor is used. The present invention can be applied to a vehicle having an arbitrary configuration including an electrical component that generates heat during traveling, such as a vehicle provided.

  Furthermore, the present invention is not limited to the rear window glass 20, but can be applied to anti-fogging of front window glass, door glass, and the like.

It is a schematic block diagram of the anti-fogging apparatus applied to this Embodiment. It is a schematic block diagram of the principal part of the vehicle which concerns on this Embodiment. It is a diagram which shows an example of the supply voltage to the heat ray with respect to the temperature of exhaust air. It is a flowchart which shows an example of anti-fogging control. It is a flowchart which shows an example of control of the supply voltage to a heat ray.

Explanation of symbols

10 Vehicle 12 Battery (Electrical component)
20 Rear window glass (window glass)
28 Cooling device (blowing means)
36 Blower fan
40 Rear window defogger (heating means)
42 Heating wire (heating means)
50 Anti-fog device (vehicle anti-fog device)
52 ECU (control means, prediction means))
54 Power supply circuit (control means)
58 Rear defroster outlet (outlet means)
60 switching damper (switching means)
64 Battery temperature sensor 66 Humidity sensor (prediction means)
68 Surface temperature sensor (prediction means)
70 Temperature sensor (temperature detection means)

Claims (3)

An anti-fogging device for a vehicle that is provided in a vehicle and prevents fogging of a wind glass,
A heating means embedded in the window glass and generating heat by energizing to heat the window glass;
Blowout means for blowing out air containing waste heat of electrical components provided in the vehicle toward the window glass;
Control means for controlling power supplied to the heating means in accordance with the waste heat blown from the blowing means;
An anti-fogging device for vehicles, comprising: Predicting means for predicting the fogging of the wind glass from the traveling environment of the vehicle
Switching means for switching the air containing the waste heat to be able to be guided to the window glass when fogging of the window glass is predicted by the prediction means;
The vehicle antifogging device according to claim 1, comprising: Temperature detecting means for detecting the temperature of the air containing the waste heat;
When the temperature detected by the temperature detection means exceeds a preset temperature, switching means for switching the air containing the waste heat so that it can be guided to the window glass;
The vehicle anti-fogging device according to claim 1 or 2, characterized by comprising:

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