JP2010163001A - Wiper control device, light source control device, wiper control method, light source control method - Google Patents

Abstract

To provide a wiper control device, a light source control device, a wiper control method, and a light source control method capable of discriminating environmental changes caused by a tunnel and other than a tunnel and appropriately controlling an in-vehicle device.
A third mode in which the wiper is not operated, a first mode in which the wiper is operated according to the amount of raindrop, and a transition from the first mode without operating the wiper when transitioning from the third mode A wiper control device having a second mode of operating the wiper in the case where the wiper is operated, the raindrop amount detecting means 11 for detecting the amount of raindrops, and the wiper operation for operating the wiper at an operation speed corresponding to the amount of raindrops Means, forward light detection means 11 for detecting forward light reaching the vehicle from the front, upper light detection means 11 for detecting upward light reaching the vehicle from above, the amount of forward light and one or more threshold values And mode transition means for transitioning the operation mode according to the comparison result of comparing the above.
[Selection] Figure 1

Description

  The present invention relates to a wiper control device that controls a wiper, and more particularly to a wiper control device, a light source control device, a wiper control method, and a light source control method whose control mode is variable according to the environment around the host vehicle.

  When a vehicle enters a tunnel while traveling, the environment surrounding the host vehicle may change abruptly. For example, when entering a tunnel in the daytime, the illuminance decreases, and when entering the tunnel under rainfall, the rainfall is almost zero. When the illuminance decreases, the driver turns on the headlight, and when the rainfall reaches zero, the driver stops the wiper. Technology to change the control is considered.

  For example, a technique has been proposed in which the headlight is turned on when it is detected that the position of the host vehicle is compared with a road map and traveling in a tunnel (see, for example, Patent Document 1). Patent Document 1 discloses a navigation device that determines whether or not a vehicle is traveling through a tunnel when the illuminance decreases, and when the vehicle is traveling through a tunnel, waits for a predetermined time to elapse to turn on the headlight. ing.

Further, a technique for controlling turning on and off of the headlamp based on a signal detected by an upward light sensor having directivity upward and a signal detected by a forward light sensor having directivity forward is proposed ( For example, see Patent Document 2.) In Patent Document 2, when the front light sensor detects a decrease in front illuminance, the headlamp automatic control device that enables the headlamp to be turned on early by increasing the threshold value to be compared with the signal from the upper light sensor. Is disclosed.
JP 2007-83757 A Japanese Utility Model Publication No. 63-159339

  However, as in the navigation device described in Patent Document 1, determining whether or not the vehicle is traveling through a tunnel based on the position of the vehicle requires time for the determination or determination based on the accuracy of the vehicle position. Since the timing becomes unstable, it is difficult to light the headlamp at an appropriate timing.

  Moreover, even if the headlamp automatic control device described in Patent Document 2 can detect a decrease in illuminance ahead, it can turn on the headlamp even when the environment changes suddenly outside a tunnel, such as a bridge. There is a problem of fear. Further, an automatic wiper that automatically stops the wiper at the entrance of the tunnel and automatically operates at the exit may be mounted on the vehicle. However, the automatic headlamp control device described in Patent Document 2 considers the wiper control. Not done.

  SUMMARY OF THE INVENTION In view of the above problems, the present invention has an object to provide a wiper control device, a light source control device, a wiper control method, and a light source control method capable of discriminating environmental changes caused by tunnels and other than tunnels and appropriately controlling an in-vehicle device. And

  In view of the above problems, the present invention provides a third mode in which the wiper is not operated (for example, a tunnel mode), a first mode in which the wiper is operated according to the amount of raindrops (for example, a normal operation mode), and the third mode. A wiper control device having an operation mode of a second mode (for example, a standby mode) in which the wiper is not operated when the mode is changed and the wiper is operated when the mode is changed from the first mode. A raindrop amount detecting means for detecting the amount, a wiper operating means for operating the wiper at an operating speed corresponding to the raindrop amount, a front light detecting means for detecting forward light reaching the vehicle from the front, and a vehicle from above An upper light detecting means for detecting the reaching upper light, and a mode transition means for changing the operation mode according to a comparison result of comparing the amount of forward light with one or more threshold values. And

  It is possible to provide a wiper control device, a light source control device, a wiper control method, and a light source control method capable of discriminating a change in environment due to a tunnel and other than the tunnel and appropriately controlling the in-vehicle device.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram illustrating an example of headlight and wiper control based on a signal detected by the tunnel sensor 11 of the present embodiment. The tunnel sensor 11 can separately detect light reaching the vehicle from above (hereinafter referred to as upward light) and light reaching from the front (hereinafter referred to as forward light). As shown in the figure, the bridge has a short length with respect to the traveling direction of the vehicle, so the front is bright, and when the vehicle approaches the bridge, the amount of the front light is not greatly reduced. By using the feature of the front light, even when the vehicle enters the bridge and the light amount of the upward light rapidly decreases, the vehicle can detect that the traveling position of the vehicle is bridged (not a tunnel). Therefore, this vehicle can suppress the automatic lighting of the headlamp 16 when it is bridged.

  On the other hand, when the vehicle approaches the tunnel ahead, the light amount of the front light gradually decreases, and the light amount sufficiently decreases when entering the tunnel. For this reason, when the vehicle enters the tunnel and the light amount of the upward light rapidly decreases, the vehicle can detect that the traveling position of the vehicle is a tunnel. Therefore, this vehicle can automatically turn on the headlamp 16 in the tunnel.

  Further, the operation of the wiper 54 is controlled depending on whether or not the vehicle is in the tunnel. Specifically, by detecting the entrance and exit of the tunnel at an early stage using the amount of forward light, it is possible to speed up the response to stop / start of the operation of the wiper 54 with respect to raindrops. In this way, the operation of the wiper 54 can be started with good responsiveness when raindrops adhere to the window shield after passing through the tunnel.

  In general, a tunnel refers to a structure in which sunlight and outside air are blocked for a certain distance, and a bridge generally refers to a structure that crosses the road from one side of the road to the other. However, since the tunnel sensor 11 of the present embodiment only needs to be able to determine whether or not the environment lasts for a long time, when a structure with a short distance to block sunlight or outside air is bridged, the long structure is referred to as a tunnel. . Therefore, it does not matter whether the structure is actually a tunnel or a bridge (or otherwise).

  In the present embodiment, an in-vehicle device 100 that controls turning on and off of the headlamp 16 and the tail lamp 17 according to the amount of upward light and forward light detected by the tunnel sensor 11 will be described. The in-vehicle device 100 of this embodiment corresponds to the light source control device in the claims.

  FIG. 2 shows an example of a schematic configuration diagram of the in-vehicle device 100 of the present embodiment. The in-vehicle device 100 is controlled by, for example, a body ECU (Electronic Control Unit) 13. A tunnel sensor 11, a light switch 12, a lamp relay 14, and a tail lamp relay 15 are connected to the body ECU 13 via an in-vehicle LAN such as CAN (Controller Area Network) or FlexRay or a dedicated line.

  FIG. 3 shows an example of a schematic sectional view of the tunnel sensor 11. The tunnel sensor 11 is a sensor that detects a tunnel when traveling. Although the tunnel sensor 11 of FIG. 3 is configured integrally with the rain sensor, these may be mounted separately. The tunnel sensor 11 includes a prism 25, a substrate 26, a case member 24, an adhesive layer 23, and the like. The tunnel sensor 11 is fixed by a fixing seal 20 and an adhesive layer 23 at a position facing the room mirror, for example, above the window shield 21. The adhesive layer 23 is adhered to the bottom surface (on the side of the window shield 21) of the prism 25, and is made of a transparent material that does not refract light to the prism 25 and the window shield 21.

  A light emitting element 27 and three light receiving elements 28, 29 and 31 are arranged on the substrate 26. The light receiving element 29 is for a rain sensor, the light receiving element 28 is for front light, and the light receiving element 31 is for upward light. The light emitting element 27 is, for example, an infrared light emitting diode, and light emitted from the light emitting element 27 passes through a lens (not shown) and reaches a predetermined area of the window shield 21. This area is a part of a fan-shaped area where the wiper 54 wipes the raindrops 22. In the light receiving element 29, the light receiving portion is arranged toward the lens that collects the light incident from the above area.

  When raindrops 22 are not attached to the window shield 21, infrared rays emitted from the light emitting element 27 pass through a lens, a prism 25 and an adhesive layer 23 (not shown) and reach the outer wall of the window shield 21. Since the light is reflected by the outer wall, a part of the infrared light passes through the adhesive layer 23, the prism 25, and a lens (not shown) and enters the light receiving element 29.

  On the other hand, when raindrops 22 are attached to the window shield 21, the amount of infrared rays reaching the outer wall of the window shield 21 is reflected by the outer walls due to the raindrops 22, and therefore the raindrops 22 are not attached to the outer wall of the window shield 21. As compared with the above, the amount of infrared light incident on the light receiving element 29 is reduced. Therefore, it is detected that raindrops 22 are attached because the amount of infrared light has decreased, and the amount of raindrops is detected from the amount of decrease in the amount of light.

  The light receiving element 29 is, for example, a photodiode. The light receiving element 29 amplifies a signal obtained by receiving light at a timing when the light emitting element 27 generates infrared rays, thereby preventing light other than the infrared rays emitted from the light emitting elements 27 from being received.

  The light receiving element 28 and the light receiving element 31 are also, for example, photodiodes. The upward light passes through the outer wall of the window shield 21, the adhesive layer 23, and the prism 25, and is refracted and reaches a lens (not shown) when reaching the boundary between the prism 25 and the air. A light receiving element 31 is disposed at a position facing the lens, and the light receiving element 31 receives only upward light.

  The forward light passes through the outer wall of the window shield 21 and a part of the prism 25, but when it reaches the boundary of the prism 25, it passes through a flat window provided in the prism 25 and is not refracted to a lens (not shown). Incident. A light receiving element 28 is disposed at a position facing the lens, and the light receiving element 28 receives only forward light.

  FIG. 4 is an example of a diagram schematically illustrating the amount of forward light and road conditions. FIG. 4 (a) is a diagram schematically illustrating the front brightness when there is a bridge in front of the vehicle, and FIG. 4 (b) is a diagram schematically illustrating the front brightness when there is a tunnel in front of the vehicle. It is an example. Since the length of the bridge in the traveling direction is short, the inside of the bridge is bright, but the inside of the tunnel is dark because there is no outside light. The light receiving element 28 of the tunnel sensor 11 detects the brightness in the bridge or the tunnel as the light amount of the front light. Therefore, the light amount of the front light does not decrease greatly until the vehicle passes through the bridge from before the bridge, whereas the light amount of the front light greatly decreases before the vehicle passes through the tunnel from before the tunnel.

  Returning to FIG. 2, the body ECU 13 will be described. The body ECU 13 is a computer including a CPU, RAM, ROM, input / output interface, ASIC (Application Specific Integrated Circuit), nonvolatile memory, CAN communication unit, and the like. The body ECU 13 has a so-called autolight (conlight) function, and controls on / off of the headlamp 16 and the tail lamp 17 according to the amount of upward light and forward light detected by the tunnel sensor 11. The headlamp 16 is, for example, an HID light, an LED, or a halogen light, and the tail lamp 17 is, for example, a light bulb, an LED, or the like.

  The light switch 12 has, for example, a lever portion extending from the steering column and a rotation switch provided at the tip of the lever portion. The light switch 12 has switch positions of “OFF”, “tail”, “head”, and “auto”. The driver turns the rotary switch to any one of these switch positions.

  The lamp relay 14 is a switch that connects the battery and the headlamp 16 when current flows, and the tail lamp relay 15 is a switch that connects the battery and the tail lamp 17 when current flows. The body ECU 13 turns on the headlamp 16 or the tail lamp 17 by energizing the lamp relay 14 and the tail lamp relay 15, respectively, and turns off the headlamp 16 or the tail lamp 17 by finishing energization.

  When “tail” is selected as the switch position by the light switch 12, the body ECU 13 energizes the lamp relay 14 to turn on the tail lamp 17. When “head” is selected as the switch position, the body ECU 13 switches the lamp relay 14. The tail lamp relay 15 is energized to turn on the tail lamp 17 and the headlamp 16. When “auto” is selected, the body ECU 13 controls the lighting / extinguishing of the headlamp 16 and the tail lamp 17 in accordance with the amount of upward light and forward light detected by the tunnel sensor 11. When the lever portion is swung to the near side, the body ECU 13 switches to the traveling beam light distribution, and to the passing beam light distribution when the lever portion is swung to the original position.

  FIG. 5 shows an example of a functional block diagram of the in-vehicle device 100, and FIGS. 6A and 6B show an example of a diagram showing the amount of forward light and the amount of upward light, respectively. The front light amount determination unit 41, the upper light amount determination unit 42, and the relay drive unit 43 in FIG. 5 are implemented by a logic circuit such as an ASIC or the like by the CPU of the tunnel sensor 11 or the body ECU 13 executing a program.

  The front light amount determination unit 41 compares the light amount of the front light with the threshold value A, and sends the front light decrease signal A1 to the relay drive unit 43 when the light amount is less than the threshold value A. Further, the front light amount determination unit 41 compares the light amount of the front light with a threshold value C that is larger than the threshold value A, and sends a forward light decrease signal C to the relay driving unit 43 when the light amount is less than the threshold value C. Further, the upper light amount determination unit 42 compares the light amount of the upper light with the threshold value A, and sends an upper light amount decrease signal A2 to the relay driving unit 43 when it becomes less than the threshold value A. Further, the upper light amount determination unit 42 compares the light amount of the upper light with the threshold value B larger than the threshold value A, and sends an upper light amount increase signal B to the relay driving unit 43 when the threshold value B is exceeded.

The relay drive unit 43 controls the turning on and off of the headlamp 16 or the tail lamp 17 according to the following conditions using the above signals.
・ Headlight 16
(A1) When both the light amount of the upper light and the light amount of the front light are reduced below the threshold value A, the relay drive unit 43 energizes the lamp relay 14 and turns on the headlamp 16.
(A2) When only the light amount of the upper light falls below the threshold value A without reducing the light amount of the front light below the threshold value A, the relay drive unit 43 does not energize the lamp relay 14 (prohibiting lighting of the headlamp 16) To do).

Further, when the headlamp 16 is turned on, the relay drive unit 43 ends energization of the lamp relay 14 according to the following conditions and turns off the headlamp 16.
(A3) When the amount of upward light increases to the threshold value B or more, the relay drive unit 43 ends energization of the lamp relay 14 and turns off the headlamp 16.

・ Tail lamp 17
Moreover, the relay drive part 43 controls electricity supply of the tail lamp relay 15 according to the following conditions.
(B1) When either the light amount of the front light or the light amount of the front light falls below the threshold value C, the relay drive unit 43 energizes the tail lamp relay 15 to turn on the tail lamp 17.

Further, when the tail lamp 17 is turned on, the relay drive unit 43 ends energization of the tail lamp relay 15 according to the following conditions and turns off the headlamp 16.
(B2) When the amount of upward light increases above the threshold B, the relay drive unit 43 ends energization of the tail lamp relay 15 and turns off the tail lamp 17.

In the above condition (a1), the condition for turning on the headlamp 16 stipulates that the light quantity of the upper light and the light quantity of the front light both decrease below the threshold value A. It is not necessary to compare the light quantity of the front light with the same threshold A. For example, the following conditions can be used as conditions for lighting the headlamp 16.
(A1 ′) When the amount of forward light falls below the threshold A and the amount of upward light falls below the threshold A ′ (> A), the relay drive unit 43 energizes the lamp relay 14 to perform heading. The lamp 16 is turned on.
(A1 ") When the state in which the amount of forward light has decreased below the threshold value A continues, the relay drive unit 43 energizes the lamp relay 14 and turns on the headlamp 16.

<When passing through a bridge>
An explanation will be given with reference to FIG. In FIG. 6 (a), when the position of the vehicle is in front of the position P1, the light amounts of the upper light and the front light are set to the same level. Moreover, you may match the light quantity of the upward light detected in the state which the vehicle is exposed to sunlight, and the light of a front light, for example by adjusting the gain of the tunnel sensor 11. FIG.

  Position P1: The amount of forward light begins to gradually decrease from before the bridge is reached, and when the vehicle reaches position P1, the amount of forward light becomes less than the threshold value C. The front light amount determination unit 41 outputs a front light decrease signal C to the relay drive unit 43.

  Thereby, the relay drive part 43 can energize the tail lamp relay 15 to light the tail lamp 17. For this reason, even when passing through a bridge, if the surroundings of the vehicle temporarily become dark, the tail lamp 17 can be turned on early. In addition, since there is a time margin until the bridge is reached, the tail lamp 17 may be turned on when the state below the threshold C continues for a predetermined time.

  Positions P2 to P3: When the vehicle reaches position P2, the amount of upward light greatly decreases and becomes less than threshold A. The upper light amount determination unit 42 outputs the upper light reduction signal A2 to the relay driving unit 43. Here, the light amount of the front light is minimized at the positions P2 to P3, but does not become less than the threshold value A. That is, the light amount of the front light decreases from before the bridge and returns to the original light amount before passing through the bridge, whereas the light amount of the upper light rapidly decreases only at the lower part of the bridge. Therefore, when passing through the bridge, the light amount of the forward light is not less than the threshold value A, and only the light amount of the upward light is less than the threshold value A. For this reason, the relay drive unit 43 does not turn on the headlamp 16 by energizing the lamp relay 14 when the surroundings of the vehicle are temporarily dark, such as when passing through a bridge. It is possible to prevent continuous turning on and off such as passing.

  Position P4: When the vehicle reaches position P4, the amount of upward light increases and becomes equal to or greater than the threshold value B. The upper light amount determination unit 42 outputs the upper light increase signal B to the relay driving unit 43. With the upward light increase signal B, the relay drive unit 43 ends energization of the lamp relay 14 and turns off the headlamp 16.

<When passing through a tunnel>
FIG. 6B is an example of a diagram illustrating the amount of forward light and the amount of upward light associated with the position of the vehicle when passing through the tunnel. In FIG. 6B, only the points different from FIG. 6A will be described. The timing for turning on and off the tail lamp 17 is the same as that in FIG.

Position P1: When the vehicle reaches position P1, the amount of forward light is less than threshold C. The front light amount determination unit 41 outputs a front light decrease signal C to the relay drive unit 43.
Position P2: When the position P2 is reached, the amount of forward light becomes less than the threshold A. For this reason, the front light quantity determination unit 41 outputs a front light reduction signal A1 to the relay drive unit 43.
Position P3: When the position P3 is reached, the amount of upward light is less than the threshold A. For this reason, the upper light amount determination unit 42 outputs the upper light reduction signal A <b> 2 to the relay driving unit 43. When the relay drive unit 43 acquires both the forward light reduction signal A1 and the upward light reduction signal A2, the relay drive unit 43 energizes the lamp relay 14 to turn on the headlamp 16.
Position P4: When the vehicle reaches position P4, the amount of upward light increases and becomes equal to or greater than the threshold value B. The upper light amount determination unit 42 outputs the upper light increase signal B to the relay driving unit 43. The relay drive unit 43 ends energization of the lamp relay 14 and turns off the headlamp 16.

[Operation procedure]
FIG. 7A is an example of a flowchart showing a control procedure for turning on and off the headlamp 16 in the operation procedure of the in-vehicle device 100, and FIG. 7B is a tail lamp in the operation procedure of the in-vehicle device 100. An example of a flowchart showing a control procedure for turning on and off 17 is shown. FIGS. 7A and 7B are repeatedly executed when, for example, the ignition is turned on and the switch position of the light switch 12 becomes “auto”.

  The front light amount determination unit 41 determines whether or not the light amount of the front light is less than the threshold value A (S10). When the light amount of the front light is less than the threshold A (Yes in S10), the front light amount determination unit 41 outputs a front light decrease signal A1 to the relay drive unit 43. Then, the upper light amount determination unit 42 determines whether the light amount of the upper light is less than the threshold A (S20).

  When the light amount of the upper light is less than the threshold A (Yes in S20), the upper light amount determination unit 42 outputs the upper decrease signal A2 to the relay driving unit 43. The relay drive unit 43 that has acquired the front light reduction signal A1 and the front light reduction signal A2 turns on the headlamp 16 (S30).

  When the headlamp 16 is turned on, the upper light amount determination unit 42 determines whether or not the light amount of the upper light is greater than or equal to the threshold value B (S40). When the light amount of the upper light is equal to or greater than the threshold value B (Yes in S40), the upper light amount determination unit 42 outputs the upper light increase signal B to the relay drive unit 43. The relay drive unit 43 turns off the headlamp 16 (S50).

  In addition, when the light quantity of front light is not less than threshold A (No of S10), or when the light quantity of upward light is not less than threshold A (No of S20), the vehicle-mounted apparatus 100 is the operation | movement of the flowchart figure of Fig.7 (a). Repeat the procedure.

  7B, the front light amount determination unit 41 determines whether or not the light amount of the front light is less than the threshold value C (S110). When the light amount of the front light is less than the threshold C (Yes in S110), the front light amount determination unit 41 outputs the front light decrease signal C to the relay drive unit 43. The relay drive unit 43 that has acquired the front light lowering signal C lights the tail lamp 17 (S120).

  When the tail lamp 17 is turned on, the upper light amount determination unit 42 determines whether or not the light amount of the upper light is greater than or equal to the threshold value B (S130). When the light amount of the upper light is equal to or greater than the threshold value B (Yes in S130), the upper light amount determination unit 42 outputs the upper light increase signal B to the relay driving unit 43. The relay drive unit 43 turns off the tail lamp 17 (S140).

  In addition, when the light quantity of front light is not less than the threshold value C (No of S110), the vehicle-mounted apparatus 100 repeats the operation | movement procedure of the flowchart figure of FIG.7 (b).

  As described above, the vehicle-mounted device 100 according to the present embodiment controls the headlamp 16 so that the headlamp 16 is not turned on unless both the front light and the upper light are reduced. Can be prevented. Further, it is possible to prevent the headlamp 16 from being turned on by erroneously detecting the tunnel.

In the present embodiment, an in-vehicle device 100 that controls the operation mode of the wiper 54 according to the amount of upward light and forward light detected by the tunnel sensor 11 will be described.
FIG. 8 shows an example of a schematic configuration diagram of the in-vehicle device 100 of the present embodiment. The in-vehicle device 100 of the present embodiment corresponds to the wiper control device 100 in the claims.

  The in-vehicle device 100 is controlled by a wiper control circuit 51, for example. The wiper control circuit 51 is connected to the tunnel sensor 11, the wiper switch 52, and the two relay circuits 57 and 58. Since the tunnel sensor 11 is the same as that of the first embodiment, the description thereof is omitted.

  The wiper switch 52 is a lever-type switch that is attached to the steering column and is operated by swinging around the attachment portion. The wiper switch 52 has switch positions of “OFF”, “INT”, “Lo”, “Hi”, and “Auto”. When the driver sets the wiper switch 52 to “AUTO”, the in-vehicle device 100 operates the wiper 54 at an operation speed corresponding to the amount of raindrop detected by the tunnel sensor 11 (hereinafter referred to as “auto mode”). Note that the wiper switch 52 operates intermittently when the wiper switch 52 is set to “INT”, low speed when set to “LO”, and high speed when set to “HI”. In addition, the detection sensitivity of the raindrop 22 and the operation interval during intermittent operation can be adjusted.

  When the wiper control circuit 51 detects that the switch position of the wiper switch 52 is “Auto”, the wiper control circuit 51 requests the tunnel sensor 11 to detect the amount of raindrops. As a result, the tunnel sensor 11 starts detecting the amount of raindrops. When the tunnel sensor 11 starts detecting the amount of raindrops, the tunnel sensor 11 outputs an operation speed signal for instructing the operation speed of the wiper 54 to the wiper control circuit 51 in accordance with the detected amount of raindrops. The operation speed signal is a signal requesting any one of intermittent operation, low operation, and hi operation. Information on the rainfall itself may be output. Note that when the raindrop 22 is not detected, the operation speed signal is not output to the wiper control circuit 51.

  When receiving the operating speed signal, the wiper control circuit 51 turns on the main relay 58 by turning on the transistor 56. By doing so, it is possible to supply power to the wiper motor 53 from the battery. The wiper control circuit 51 switches the Lo / Hi switching relay 57 by turning on / off the transistor 55 in accordance with the operation speed signal. Thereby, the wiper control circuit 51 can control the operating speed of the wiper 54 according to the operating speed signal.

[Transition of conventional operation mode]
The in-vehicle device 100 of the present embodiment is newly provided with a tunnel mode in the operation mode of the tunnel sensor 11 in the auto mode. Conventionally, the auto mode has three operation modes of a stop mode, a normal operation mode, and a standby mode, and the tunnel sensor 11 determines whether or not to output an operation speed signal according to the operation mode.

  FIG. 9A shows the transition conditions of the conventional operation mode, and FIG. 9B shows the transition conditions of the operation mode of this embodiment. For comparison, first, a conventional operation mode will be described. It is assumed that the operation mode of the conventional tunnel sensor 11 has changed based only on the amount of raindrops.

  The normal operation mode is an operation mode in which the tunnel sensor 11 outputs an operation speed signal according to the amount of raindrops. Further, the stop mode is an operation mode corresponding to a situation in which the raindrop 22 is not detected immediately, for example, and can reduce power consumption and the response to the raindrop 22 is also slow. For example, when the switch position is “AUTO” and the raindrop 22 is not detected for a long time under a clear sky, the tunnel sensor 11 enters the stop mode.

  By the way, if the stop and operation of the wiper 54 are switched at a certain threshold value, the operation of the wiper 54 becomes unstable in the case of a raindrop amount near the threshold value. For this reason, the standby mode is provided in the operation mode of the tunnel sensor 11. The operation mode of the tunnel sensor 11 transitions from the normal operation mode to the stop mode through the standby mode, and from the stop mode to the normal operation mode through the standby mode. In many cases, control is performed to gradually reduce the operation speed from the standby mode to the stop mode, and control to gradually decrease the operation speed from the stop mode to the standby mode.

  The normal operation mode will be described as a starting point. In the normal operation mode, for example, if a raindrop amount equal to or greater than the threshold value O is not detected, the operation mode transits from the normal operation mode to the standby mode. When transitioning from the normal operation mode to the standby mode, the tunnel sensor 11 outputs an operation speed signal to the wiper control circuit 51. If the amount of raindrops greater than or equal to the threshold value O is detected again in the standby mode, the operation of the wiper 54 does not become unstable because the wiper 54 can be switched to the normal operation mode while operating.

  If the state where the raindrops 22 of the threshold value O or more are not detected continues for a predetermined time, the tunnel sensor 11 transits from the standby mode to the stop mode. In the stop mode, the tunnel sensor 11 does not output an operation speed signal to the wiper control circuit 51, or the response to the raindrops 22 is slower than the normal operation mode even if it is output.

  When the raindrop 22 having a threshold value O or more is detected in the stop mode, the tunnel sensor 11 returns to the standby mode. When transitioning from the stop mode to the standby mode, the tunnel sensor 11 does not output an operation speed signal to the wiper control circuit 51, or the response to the raindrop 22 is slower than the normal operation mode even if it is output. Even in the standby mode, even if a raindrop 22 that is temporarily greater than or equal to the threshold value O is detected, the wiper 54 does not operate, so that the operation of the wiper 54 does not become unstable.

  That is, even if the wiper 54 is stopped and operated with one threshold value O, it is possible to give continuity (hysteresis) to the operating state of the wiper 54 by providing the standby mode.

  When the state in which the raindrops 22 of the threshold value O or more are detected in the standby mode is continued for a predetermined time (in many cases, it is not the same as the predetermined time when shifting to the stop mode), the operation mode of the tunnel sensor 11 is changed to the normal operation mode. Transition. When transitioning to the normal operation mode, the tunnel sensor 11 detects the raindrop amount with an appropriate response and outputs an operation speed signal to the wiper control circuit 51.

  As described above, by including the standby mode between the normal operation mode and the stop mode, it is possible to avoid making the operation of the wiper 54 unstable with respect to the raindrop amount. However, in the stop mode, since it takes a long time for the raindrops 22 to be detected after adhering to the window shield, there is a disadvantage that it takes a long time from the stop mode to the normal operation mode. This inconvenience means that the start of operation of the wiper 54 is delayed at the exit of the tunnel.

[Operation mode transition conditions]
Therefore, as shown in FIG. 9B, the tunnel sensor 11 of the present embodiment shortens the time until the wiper 54 operates at the exit of the tunnel by changing the operation mode based on the amount of the forward light. . In addition, by setting the tunnel mode before the stop mode, it was solved that the tunnel entered the stop mode in the tunnel.

  The tunnel mode is a mode in which the operation speed signal is not output to the wiper control circuit 51 or the response to the raindrops 22 is slower than the normal operation mode even if it is output. Further, the threshold value Q for returning from the tunnel mode to the standby mode and from the standby mode to the normal operation mode is made smaller than the threshold value O. Because the threshold value Q is small, the tunnel sensor 11 can detect the raindrop 22 at an early stage and can make an early transition to the normal operation mode. This is particularly effective in situations where no front light is detected, such as at night.

The transition condition from the normal operation mode to the standby mode is when either of the following two conditions is satisfied. When transitioning from the normal operation mode to the standby mode, the tunnel sensor 11 takes over the operation speed signal output in the normal operation mode and continuously receives the raindrop amount below the threshold value O, thereby gradually responding to the raindrop amount. Delay sex.
Raindrops 22 that are greater than or equal to the threshold value O are not detected. The amount of forward light is less than or equal to the threshold value C. When a predetermined time has elapsed in the standby mode, the tunnel sensor 11 transitions to the tunnel mode. When transitioning from the standby mode to the tunnel mode, the tunnel sensor 11 can output an operating speed signal to the wiper control circuit 51, but the response to raindrops is slower than in the standby mode. Further, when a longer time elapses, the mode transits from the tunnel mode to the stop mode. However, the mode does not transit to the stop mode within a period of time passing through the tunnel.
The transition condition from the tunnel mode to the standby mode is that one of the following conditions is satisfied. When transitioning from the tunnel mode to the standby mode, the tunnel sensor 11 takes over the operating speed signal output in the tunnel mode, and continuously receives the amount of raindrops above the threshold Q, thereby gradually increasing the response to the amount of raindrops. Advance.
-Detects the amount of raindrops with a forward light quantity greater than or equal to the threshold value D-Threshold Q (Q <O) or greater. By using the forward light quantity as a transition condition, the tunnel sensor 11 waits from the tunnel mode before detecting the raindrop 22. Can return to mode. Unlike in the past, it is possible to enter standby mode before exiting the tunnel. Further, since the tunnel mode can be switched to the standby mode by detecting the amount of raindrops equal to or greater than the threshold value Q (Q <O), it can be switched to the standby mode at an early stage at the tunnel exit even at night.

The tunnel sensor 11 in the standby mode returns to the normal operation mode when any of the following conditions is satisfied.
-The amount of raindrops above the threshold B and the amount of raindrops above the threshold Q are continuously detected When the tunnel sensor 11 detects the amount of light above the threshold B, the operation mode of the tunnel sensor 11 returns to the normal operation mode. In the normal operation mode, an operation speed signal can be output to the wiper control circuit 51 in accordance with the detected amount of raindrops.

[Function block]
FIG. 10 shows an example of a functional block diagram of the in-vehicle device 100. The forward light amount determination unit 41, the upper light amount determination unit 42, the raindrop amount determination unit 44, and the operation mode transition unit 45 are realized by the CPU of the tunnel sensor 11 or the wiper control circuit 51 executing a program or a logic circuit such as an ASIC. Is done. The operation mode transition unit 45 transitions the operation mode of the tunnel sensor 11 based on signals output from the front light amount determination unit 41, the upper light amount determination unit 42, and the raindrop amount determination unit 44.

  The front light amount determination unit 41 compares the light amount of the front light with the threshold value A, and sends the front light decrease signal A1 to the operation mode transition unit 45 when it becomes less than the threshold value A. Further, the front light amount determination unit 41 compares the light amount of the front light with the threshold value C, and sends the front light decrease signal C to the operation mode transition unit 45 when it becomes less than the threshold value C. Further, the front light amount determination unit 41 compares the light amount of the front light with the threshold value D, and sends the front light increase signal D to the operation mode transition unit 45 when the threshold value D or more is reached. Similarly, the upper light amount determination unit 42 compares the light amount of the upper light with the threshold value A, and sends an upper light amount decrease signal A2 to the operation mode transition unit 45 when it becomes less than the threshold value A. Further, the upper light amount determination unit 42 compares the light amount of the upper light with the threshold value B, and sends the upper light amount increase signal B to the operation mode transition unit 45 when the threshold value B is exceeded. Similarly, the raindrop amount determination unit 44 compares the raindrop amount with the threshold value O, and sends a raindrop reduction signal O to the operation mode transition unit 45 when it falls below the threshold value O. Further, the raindrop amount determination unit 44 compares the raindrop amount and the threshold value Q, and sends a raindrop increase signal Q to the operation mode transition unit 45 when the raindrop amount is equal to or greater than the threshold value Q.

<When passing through a bridge>
FIG. 11 is an example of a diagram illustrating the relationship between the amount of forward light, the amount of upward light, the amount of raindrops, and the operation mode associated with the position of the vehicle when passing through the bridge. For comparison, the conventional operation mode is also added.

  Position P1: When approaching a bridge, the amount of forward light begins to gradually decrease, and when the vehicle reaches position P1, the amount of forward light becomes less than the threshold value C. The front light amount determination unit 41 outputs a front light reduction signal C to the operation mode transition unit 45. Since the transition condition from the normal operation mode to the standby mode is satisfied by the forward light reduction signal C, the operation mode transition unit 45 changes the operation mode of the tunnel sensor 11 from the normal operation mode to the standby mode. The wiper 54 remains activated.

  Position P2: When the vehicle reaches the entrance of the tunnel, the amount of upward light is greatly reduced and becomes less than the threshold A. The upper light amount determination unit 42 outputs the upper light reduction signal A2 to the operation mode transition unit 45. Note that the light amount of the front light is minimal at the positions P2 to P4, but increases in a short time, so the light amount of the front light does not become less than the threshold A.

  Position P3: New raindrops 22 do not adhere to the window shield 21 after the tunnel entrance (position P2), but there is a time lag until the raindrops 22 are wiped off by the wiper 54. For this reason, when the vehicle arrives at the position P3 with a slight delay from the position P2, the amount of raindrops rapidly decreases and becomes less than the threshold value O. The raindrop amount determination unit 44 outputs a raindrop reduction signal O to the operation mode transition unit 45.

  Position P4: When the vehicle reaches position P4, the amount of upward light increases and becomes equal to or greater than the threshold value B. The upper light amount determination unit 42 outputs the upper light increase signal B to the operation mode transition unit 45. The operation mode transition unit 45 changes the operation mode of the tunnel sensor 11 from the standby mode to the normal operation mode. Therefore, when passing through the bridge, since the time during which the raindrop amount is less than the threshold value O is short, the tunnel sensor 11 does not transition to the tunnel mode.

  Position P5: Since the tunnel sensor 11 is already in the normal operation mode, the tunnel sensor 11 outputs an operation speed signal to the wiper control circuit 51 in accordance with the detected raindrop amount.

<When passing through a tunnel>
FIG. 12 is an example of a diagram showing the relationship between the amount of forward light, the amount of upward light, the amount of raindrops, and the operation mode associated with the position of the vehicle when passing through the tunnel. For comparison, the conventional operation mode is also added.

  Position P1: When approaching the tunnel, the amount of forward light begins to gradually decrease, and the amount of forward light becomes less than the threshold C at position P1. The front light amount determination unit 41 outputs a front light reduction signal C to the operation mode transition unit 45. Since the transition condition from the normal operation mode to the standby mode is satisfied by the forward light reduction signal C, the operation mode transition unit 45 changes the operation mode of the tunnel sensor 11 from the normal operation mode to the standby mode. The wiper 54 remains activated.

  Position P2: When the vehicle reaches position P2, the amount of forward light is less than threshold A. The front light amount determination unit 41 outputs a front light decrease signal A1 to the operation mode transition unit 45.

  Position P3: When the vehicle reaches the entrance of the tunnel, the amount of upward light is greatly reduced and becomes less than the threshold A. The upper light amount determination unit 42 outputs the upper light reduction signal A2 to the operation mode transition unit 45.

  Position P4: When the vehicle reaches position P4, the amount of raindrops decreases rapidly and becomes less than the threshold value O. The raindrop amount determination unit 44 outputs a raindrop reduction signal O to the operation mode transition unit 45.

  Position P5: Since the transition condition to the normal operation mode is not satisfied until the vehicle reaches the position P5, when the vehicle reaches the position P5 after a predetermined time, the operation mode of the tunnel sensor 11 is the standby mode. Transition from to tunnel mode.

  Position P6: When the vehicle reaches position P6 near the tunnel exit, the amount of forward light gradually increases and exceeds the threshold value D. The front light amount determination unit 41 outputs a front light increase signal D to the operation mode transition unit 45. By this forward light increase signal D, the operation mode transition unit 45 returns the tunnel sensor 11 to the standby mode.

  Position P7: When the vehicle reaches position P7, the amount of upward light increases and becomes equal to or greater than the threshold value B. The upper light amount determination unit 42 outputs the upper light increase signal B to the operation mode transition unit 45. Since the transition condition from the standby mode to the normal operation mode is satisfied by the upward light increasing signal B, the operation mode transition unit 45 changes the operation mode of the tunnel sensor 11 from the standby mode to the normal operation mode. Further, raindrops 22 begin to adhere to the window shield 21 at the position P7.

  Position P8: Since the tunnel sensor 11 is already in the normal operation mode, the tunnel sensor 11 outputs an operation speed signal to the wiper control circuit 51 according to the detected raindrop amount.

  Therefore, the tunnel sensor 11 does not fall into the stop mode by providing the tunnel mode. Further, the operation mode of the tunnel sensor 11 is set to the standby mode before the tunnel exit based on the light amount of the front light, and the normal operation mode is set to the normal exit mode at the exit of the tunnel based on the light amount of the upper light. Then, the wiper 54 can be operated with high responsiveness.

[Operation procedure]
FIG. 13 shows an example of a flowchart showing a procedure for controlling the operation of the wiper 54 by the in-vehicle device 100. The procedure of FIG. 13 is repeatedly executed when, for example, the ignition is on and the switch position of the wiper switch 52 is “Auto”. It is assumed that the operation mode of the tunnel sensor 11 at the start is the normal operation mode.

  The front light amount determination unit 41 determines whether or not the light amount of the front light is less than the threshold value C (S210). When the amount of light ahead does not become less than the threshold value C (No in S210), the tunnel sensor 11 remains in the normal operation mode.

  When the light amount of the front light becomes less than the threshold value C (Yes in S210), the front light amount determination unit 41 outputs the front light decrease signal C to the operation mode transition unit 45. The operation mode transition unit 45 causes the operation mode of the tunnel sensor 11 to transition to the standby mode based on the forward light reduction signal C (S220).

  Next, the front light amount determination unit 41 determines whether or not the light amount of the front light is less than the threshold A, and the upper light amount determination unit 42 determines whether or not the light amount of the upper light is less than the threshold A (S230). When the light amount of the front light is less than the threshold value A and the light amount of the upper light is less than the threshold value A (Yes in S230), the tunnel sensor 11 can recognize that it has entered the tunnel (S240A).

  Further, when the light amount of the front light is less than the threshold value A and the light amount of the upper light is not less than the threshold value A (No in S230), the tunnel sensor 11 can detect that there is a possibility of passing through the bridge (S240B).

  Next, the raindrop amount determination unit 44 determines whether or not the raindrop 22 is attached (S250). When raindrops 22 are attached (Yes in S250), the tunnel sensor 11 outputs an operation speed signal to the wiper control circuit 51 according to the amount of raindrops. That is, the wiper 54 operates in the standby mode (S260).

  When the raindrop 22 is not attached (No in S250), the operation mode transition unit 45 determines whether or not a predetermined time has passed in a state where the raindrop 22 is not detected in the standby mode (S270). When the predetermined time has not elapsed (No in S270), the process proceeds to step S310, and the upper light amount determination unit 42 determines whether the light amount of the upper light is equal to or greater than the threshold value B (S310).

  When the light amount of the upper light becomes equal to or greater than the threshold value B (Yes in S310), the upper light amount determination unit 42 outputs the upper light increase signal B to the operation mode transition unit 45. Due to the upward light increase signal B, the operation mode transition unit 45 changes the operation mode of the tunnel sensor 11 to the normal operation mode (S320).

  Next, the raindrop amount determination unit 44 determines whether or not the raindrop 22 is attached (S330). When raindrops 22 are attached (Yes in S330), the tunnel sensor 11 outputs an operation speed signal to the wiper control circuit 51 according to the amount of raindrops. That is, the operation mode is changed to the normal operation mode, and the wiper 54 is operated (S340).

  Returning to step S270, when the predetermined time has elapsed without the raindrop 22 being detected in the standby mode (Yes in S270), the operation mode transition unit 45 transitions the operation mode of the tunnel sensor 11 to the tunnel mode (S280).

  Next, the front light amount determination unit 41 determines whether or not the light amount of the front light is equal to or greater than the threshold value D (S290). When the light amount of the front light is equal to or greater than the threshold value D (Yes in S290), the front light amount determination unit 41 outputs the front light increase signal D to the operation mode transition unit 45. Thereby, the operation mode transition part 45 changes the operation mode of the tunnel sensor 11 to standby mode (S300).

  The subsequent procedure is the same as when passing through a bridge, and the upper light amount determination unit 42 determines whether or not the light amount of the upper light is equal to or greater than the threshold value B (S310). When the light amount of the upper light becomes equal to or greater than the threshold value B (Yes in S310), the upper light amount determination unit 42 outputs the upper light increase signal B to the operation mode transition unit 45. Due to the upward light increase signal B, the operation mode transition unit 45 changes the operation mode of the tunnel sensor 11 to the normal operation mode (S320).

  Next, the raindrop amount determination unit 44 determines whether or not the raindrop 22 is attached (S330). When raindrops 22 are attached (Yes in S330), the tunnel sensor 11 outputs an operation speed signal to the wiper control circuit 51 according to the amount of raindrops. That is, the operation mode returns to the normal operation mode, and the wiper 54 operates (S340).

  In the tunnel mode, the amount of forward light does not exceed the threshold D (No in S290), the amount of upward light does not exceed the threshold B (No in S310), or the raindrop 22 is not detected (No in S330). ) When a relatively long time has elapsed, the operation mode transition unit 45 transitions the operation mode of the tunnel sensor 11 to the stop mode (S350).

  As described above, the in-vehicle device 100 according to the present embodiment can easily prevent the vehicle from entering the stop mode while traveling through the tunnel by providing the tunnel mode in the operation mode. Since the in-vehicle device 100 changes the operation mode of the tunnel sensor 11 based on the amount of forward light, the responsiveness of the wiper 54 at the exit of the tunnel can be improved. Since the point having the standby mode is not different from the conventional one, the operation of the wiper 54 is not made unstable.

It is a figure which shows an example of control of a headlamp and a wiper. It is an example of the schematic block diagram of a vehicle-mounted apparatus. It is an example of the schematic sectional drawing of a tunnel sensor. It is an example of the figure which illustrates the light quantity of a front light, and a road condition typically. It is an example of the functional block diagram of a vehicle-mounted apparatus. It is an example of the figure which shows the light quantity of the front light matched with the position of the vehicle, and the light quantity of upward light. It is an example of the flowchart figure which shows the control procedure of lighting and extinguishing of a headlamp and a tail lamp. (Example 2) which is an example of the schematic block diagram of a vehicle-mounted apparatus. It is a figure which shows an example of the transition conditions of the operation mode of the prior art and an Example. It is an example of the functional block diagram of a vehicle-mounted apparatus. It is an example of the figure which shows the relationship between the light quantity of the front light matched with the position of the vehicle at the time of passing through a bridge, the light quantity of upper light, the amount of raindrops, and an operation mode. It is an example of the figure which shows the relationship between the light quantity of the front light matched with the position of the vehicle at the time of passing a tunnel, the light quantity of upper light, and the amount of raindrops, and an operation mode. It is an example of the flowchart figure which shows the procedure in which a vehicle-mounted apparatus controls the action | operation of a wiper.

11 Tunnel sensor 12 Light switch 15 Body ECU
16 headlamp 21 window shield 22 raindrops 28, 29, 31 light receiving element 51 wiper control circuit 52 wiper switch 53 wiper motor 54 wiper 100 in-vehicle device

Claims (12)

A first mode in which the wiper is operated in accordance with the amount of raindrop; a third mode in which the response to the raindrop amount is slower than the first mode; and the state of the wiper in the first mode or the third mode A wiper control device having an operation mode of a second mode that takes over the state of the wiper of the mode,
Raindrop amount detection means for detecting the amount of raindrop;
Wiper operating means for operating the wiper at an operating speed according to the amount of raindrops;
Forward light detection means for detecting forward light reaching the vehicle from the front;
Upper light detecting means for detecting upper light reaching the vehicle from above;
In accordance with a comparison result comparing the amount of the front light with one or more thresholds, mode transition means for transitioning the operation mode,
A wiper control device comprising: Front light quantity determination means for determining whether the light quantity of the front light is equal to or greater than a first threshold;
When it is determined that the amount of the front light is greater than or equal to the first threshold,
The mode transition means transitions the operation mode from the third mode to the second mode.
The wiper control device according to claim 1. An upper light amount determination means for determining whether or not the light amount of the upper light is equal to or greater than a second threshold;
When it is determined that the amount of the upper light is greater than or equal to the second threshold,
The mode transition means transitions the operation mode from the second mode to the first mode.
The wiper control device according to claim 2. When the mode transition means transitions from the third mode to the second mode,
The wiper operating means does not operate the wiper;
The wiper control device according to claim 2. Raindrop amount detection means for determining whether or not the raindrop amount detected by the raindrop amount detection means is less than a third threshold;
When it is determined that the amount of raindrops is less than the third threshold value in a state where the wiper operating means operates the wiper in the first mode,
With the wiper operating means operating the wiper, the mode transition means transitions from the first mode to the second mode.
The wiper control device according to claim 1. With the wiper operating means operating the wiper in the first mode,
When the front light amount determination unit determines that the light amount of the front light is less than a fourth threshold value,
While the wiper operating means operates the wiper, the mode transition means switches from the first mode to the second mode.
The wiper control device according to claim 1. The mode transition means transitions from the second mode to the third mode when a predetermined time has elapsed since switching to the second mode.
The wiper control device according to claim 5 or 6, wherein The raindrop amount detection means, the front light detection means, and the upper light detection means are provided in one housing.
The wiper control device according to any one of claims 1 to 7, wherein Forward light detection means for detecting forward light reaching the vehicle from the front;
Upper light detecting means for detecting upper light reaching the vehicle from above;
A front light amount determination means for determining whether or not the light amount of the front light is equal to or less than a first threshold;
Upper light amount determination means for determining whether or not the light amount of the upper light is equal to or less than a second threshold;
A headlamp control means for lighting a headlamp when the amount of light of the front light is less than or equal to a first threshold and the amount of light of the upper light is less than or equal to a second threshold;
A light source control device comprising: When the light amount of the front light is not less than the first threshold value and the light amount of the upper light is less than or equal to the second threshold value, the headlamp control means does not light the headlamp;
The light source control device according to claim 9. A wiper control method for operating a wiper at an operating speed according to the amount of raindrops,
A step in which the front light detecting means detects the front light reaching the vehicle from the front;
An upper light detecting means for detecting upper light reaching the vehicle from above;
In accordance with a comparison result in which the mode transition means compares the light amount of the front light with a threshold of 1 or more,
A first mode in which the wiper is operated in accordance with the amount of raindrop; a third mode in which the response to the raindrop amount is slower than the first mode; and the state of the wiper in the first mode or the third mode Transitioning an operating mode having a second mode that takes over the state of the mode wiper;
A wiper control method comprising: A step in which the front light detecting means detects the front light reaching the vehicle from the front;
An upper light detecting means for detecting upper light reaching the vehicle from above;
A step of determining whether or not the amount of front light is less than or equal to a first threshold,
An upper light amount determining means determining whether or not the light amount of the upper light is less than or equal to a second threshold;
The headlamp control means, when the light amount of the front light is less than or equal to a first threshold and the light amount of the upper light is less than or equal to a second threshold, lighting the headlamp;
A light source control method characterized by comprising: